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When designing a gear set, engineers usually want the teeth of the gear (Ng) and the pinion (Np) in a "hunting" mesh. Such a mesh or combination is defined as one in which the pinion and the gear do not have any common divisor by a prime number. If a mesh is "hunting," then the pinion must make Np x Ng revolutions before the same pinion tooth meshes with the same gear space. It is often easy to determine if a mesh is hunting by first determining if both the pinion and the gear teeth are divisible by 2,3,5,7,etc. (prime numbers). However, in this age of computerization, how does one program the computer to check for hunting teeth? A simple algorithm is shown below.
A series of bench-top experiments was conducted to determine the effects of metallic debris being dragged through meshing gear teeth. A test rig that is typically used to conduct contact fatigue experiments was used for these tests. Several sizes of drill material, shim stock and pieces of gear teeth were introduced and then driven through the meshing region. The level of torque required to drive the â€śchipâ€ť through the gear mesh was measured. From the data gathered, chip size sufficient to jam the mechanism can be determined.
Recent advances in spiral bevel gear geometry and finite element technology make it practical to conduct a structural analysis and analytically roll the gear set through mesh. With the advent of user-specific programming linked to 3-D solid modelers and mesh generators, model generation has become greatly automated. Contact algorithms available in general purpose finite element codes eliminate the need for the use and alignment of gap elements. Once the gear set it placed in mesh, user subroutines attached to the FE code easily roll it through mesh. The method is described in detail. Preliminary result for a gear set segment showing the progression of the contact line load is given as the gears roll through mesh.
The question is quite broad, as there are different methods for setting various types of gears and complexity of gear assemblies, but all gears have a few things in common.
In the lubrication and cooling of gear teeth a variety of oil jet lubrication schemes is sometimes used. A method commonly used is a low pressure, low velocity oil jet directed at the ingoing mesh of the gears, as was analyzed in Reference 1. Sometimes an oil jet is directed at the outgoing mesh at low pressures. It was shown in Reference 2 that the out-of-mesh lubrication method provides a minimal impingement depth and low cooling of the gears because of the short fling-off time and fling-off angle.(3) In References 4 and 5 it was shown that a radially directed oil jet near the out-of-mesh position with the right oil pressure was the method that provided the best impingement depth.
The implementation of powder metal (PM)components in automotive applications increases continuously, in particular for more highly loaded gear components like synchromesh mechanisms. Porosity and frequently inadequate material properties of PM materials currently rule out PM for automobile gears that are subject to high loads. By increasing the density of the sintered gears, the mechanical properties are improved. New and optimized materials designed to allow the production of high-density PM gears by single sintering may change the situation in the future.
Several methods of oil jet lubrication of gears are practiced by the gear industry. These include the oil jet directed into the mesh, out of the mesh and radially directed into the gear teeth. In most cases an exact analysis is not used to determine the optimum condition such as, jet nozzle location, direction and oil jet velocity, for best cooling. As a result many gear sets are operating without optimum oil jet lubrication and cooling.
A very important parameter when designing a gear pair is the maximum surface contact stress that exists between two gear teeth in mesh, as it affects surface fatigue (namely, pitting and wear) along with gear mesh losses. A lot of attention has been targeted to the determination of the maximum contact stress between gear teeth in mesh, resulting in many "different" formulas. Moreover, each of those formulas is applicable to a particular class of gears (e.g., hypoid, worm, spiroid, spiral bevel, or cylindrical - spur and helical). More recently, FEM (the finite element method) has been introduced to evaluate the contact stress between gear teeth. Presented below is a single methodology for evaluating the maximum contact stress that exists between gear teeth in mesh. The approach is independent of the gear tooth geometry (involute or cycloid) and valid for any gear type (i.e., hypoid, worm, spiroid, bevel and cylindrical).
Minimizing gear losses caused by churning, windage and mesh friction is important if plant operating costs and environmental impact are to be minimized. This paper concentrates on mesh friction losses and associated scuffing risk. It describes the preliminary results from using a validated, 3-D Finite Element Analysis (FEA) and Tooth Contact Analysis (TCA) program to optimize cylindrical gears for low friction losses without compromising transmission error (TE), noise and power density. Some case studies and generic procedures for minimizing losses are presented. Future development and further validation work is discussed.
Our research group has been engaged in the study of gear noise for some nine years and has succeeded in cutting the noise from an average level to some 81-83 dB to 76-78 dB by both experimental and theoretical research. Experimental research centered on the investigation into the relation between the gear error and noise. Theoretical research centered on the geometry and kinematics of the meshing process of gears with geometric error. A phenomenon called "out-of-bound meshing of gears" was discovered and mathematically proven, and an in-depth analysis of the change-over process from the meshing of one pair of teeth to the next is followed, which leads to the conclusion we are using to solve the gear noise problem. The authors also suggest some optimized profiles to ensure silent transmission, and a new definition of profile error is suggested.
When assembling a pair of gears, what is a good method for setting and checking their mesh?
In 1961 I presented a paper, "Calculating Conjugate Helical Forms," at the semi-annual meeting of the American Gear Manufacturers Association (AGMA). Since that time, thousands of hobs, shaper cutters and other meshing parts have been designed on the basis of the equations presented in that paper. This article presents the math of that paper without the formality of its development and goes on to discuss its practical application.
Tooth contact under load is an important verification of the real contact conditions of a gear pair and an important add-on to the strength calculation according to standards such as ISO, AGMA or DIN. The contact analysis simulates the meshing of the two flanks over the complete meshing cycle and is therefore able to consider individual modifications on the flank at each meshing position.
Circular arc helical gears have been proposed by Wildhaber and Novikov (Wildhaber-Novikov gears). These types of gears became very popular in the sixties, and many authors in Russia, Germany, Japan and the People's Republic of China made valuable contributions to this area. The history of their researches can be the subject of a special investigation, and the authors understand that their references cover only a very small part of the bibliography on this topic.
Gear engineers have long recognized the importance of considering system factors when analyzing a single pair of gears in mesh. These factors include important considerations such as load sharing in multi-mesh geartrains and bearing clearances, in addition to the effects of flexible components such as housings, gear blanks, shafts and carriers for planetary geartrains. However, in recent years, transmission systems have become increasingly complexâ€”with higher numbers of gears and componentsâ€”while the quality requirements and expectations in terms of durability, gear whine, rattle and efficiency have increased accordingly.
Examples from gears in wind turbine, automotive and industrial applications.
Friction weighs heavily on loads that the supporting journals of gear trains must withstand. Not only does mesh friction, especially in worm gear drives, affect journal loading, but also the friction within the journal reflects back on the loads required of the mesh itself.
Itâ€™s not likely to be found in any of this summerâ€™s catalogues, but the gear bed from The Rusted Lava Art Shop could lead to sweet dreams.
This paper will demonstrate that, unlike commonly used low-contact-ratio spur gears, high-contact-ratio spur gears can provide higher power-to-weight ratio, and can also achieve smoother running with lower transmission error (TE) variations.
With the aim of reducing the operating noise and vibration of planetary gear sets used in automatic transmissions, a meshing phase difference was applied to the planet gears that mesh with the sun and ring gears.
For a high-speed gearbox, an important part of power losses is due to the mesh. A global estimation is not possible and an analytical approach is necessary with evaluations of three different origins of power losses: friction in mesh contact, gear windage and pumping effect between teeth.
On the production floor at Knechtel, food scientists, chemists and engineers take part in Willy Wonka-like experiments in search of the perfect piece of candy.
This paper shows a method to calculate the occurring tooth root stress for involute, external gears with any form of fillets very precisely within a few seconds.
As we at Addendum have long known, within every gear man (and women) lies the soul of a poet. To prove it, we present the following piece by David B. Dooner.
This article reviews mathematical models for individual components associated with power losses, such as windage, churning, sliding and rolling friction losses.
In this article, a new tip relief profile modification for spur gears is presented. The topography proposed here is a classical linear profile modification with a parabolic fillet.
But associations and grassroots organizations lack public awareness.
Another year, another AGMA Fall Technical Conference. But this is no ho-hum event. Not when every year, the conference attracts some of the greatest mechanical engineering minds on the planet, along with representatives of the worldâ€™s greatest manufacturing entities. And who knowsâ€”perhaps one day there will be an extraterrestrial contingentâ€”the science is that good. And all of it readily applicable to real-world manufacturing.
This paper introduces mandatory improvements in design, manufacturing and inspection - from material elaboration to final machining - with special focus on today's large and powerful gearing.
Letters to the Editor, August 2007.
Grinding of bevel and hypoid gears creates on the surface a roughness structure with lines that are parallel to the root. Imperfections of those lines often repeat on preceding teeth, leading to a magnification of the amplitudes above the tooth mesh frequency and their higher harmonics. This phenomenon is known in grinding and has led in many cylindrical gear applications to an additional finishing operation (honing). Until now, in bevel and hypoid gear grinding, a short time lapping of pinion and gear after the grinding operation, is the only possibility to change the surface structure from the strongly root line oriented roughness lines to a diffuse structure.
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.
Surface measurement of any metal gear tooth contact surface will indicate some degree of peaks and valleys. When gears are placed in mesh, irregular contact surfaces are brought together in the typical combination of rolling and sliding motion. The surface peaks, or asperities, of one tooth randomly contact the asperities of the mating tooth. Under the right conditions, the asperities form momentary welds that are broken off as the gear tooth action continues. Increased friction and higher temperatures, plus wear debris introduced into the system are the result of this action.
Optimization is applied to the design of a spiral bevel gear reduction for maximum life at a given size. A modified feasible directions search algorithm permits a wide variety of inequality constraints and exact design requirements to be met with low sensitivity to initial values. Gear tooth bending strength and minimum contact ration under load are included in the active constraints. The optimal design of the spiral bevel gear reduction includes the selection of bearing and shaft proportions in addition to gear mesh parameters. System life is maximized subject to a fixed back-cone distance of the spiral bevel gear set for a specified speed ratio, shaft angle, input torque and power. Significant parameters in the design are the spiral angle, the pressure angle, the numbers of teeth on the pinion and gear and the location and size of the four support bearings. Interpolated polynomials expand the discrete bearing properties and proportions into continuous variables for gradient optimization. After finding the continuous optimum, a designer can analyze near-optimal designs for comparison and selection. Design examples show the influence of the bearing lives on the gear parameters in the optimal configurations. For a fixed back-cone distance, optimal designs with larger shaft angles have larger service lives.
Analysis of helical involute gears by tooth contact analysis shows that such gears are very sensitive to angular misalignment leading to edge contact and the potential for high vibration. A new topology of tooth surfaces of helical gears that enables a favorable bearing contact and a reduced level of vibration is described. Methods for grinding helical gears with the new topology are proposed. A TCA program simulating the meshing and contact of helical gears with the new topology has been developed. Numerical examples that illustrate the proposed ideas are discussed.
The Shaping Process - A Quick Review of the Working Principle. In the shaping process, cutter and workpiece represent a drive with parallel axes rotating in mesh (generating motion) according to the number of teeth in both cutter and workpiece (Fig. 1), while the cutter reciprocates for the metal removal action (cutting motion).
This article illustrates a structural analysis of asymmetrical teeth. This study was carried out because of the impossibility of applying traditional calculations to procedures involved in the specific case. In particular, software for the automatic generation of meshes was devised because existing software does not produce results suitable for the new geometrical model required. Having carried out the structural calculations, a comparative study of the stress fields of symmetrical and asymmetrical teeth was carried out. The structural advantages of the latter type of teeth emerged.
In today's industrial marketplace, deburring and chamfering are no longer just a matter of cosmetics. The faster speeds at which transmissions run today demand that gear teeth mesh as smoothly and accurately as possible to prevent premature failure. The demand for quieter gears also requires tighter tolerances. New heat treating practices and other secondary gear operations have placed their own set of demands on manufacturers. Companies that can deburr or chamfer to these newer, more stringent specifications - and still keep costs in line - find themselves with a leg up on their competition.
Profitable hard machining of tooth flanks in mass production has now become possible thanks to a number of newly developed production methods. As used so far, the advantages of hard machining over green shaving or rolling are the elaborately modified tooth flanks are produced with a scatter of close manufacturing tolerances. Apart from an increase of load capacity, the chief aim is to solve the complex problem of reducing the noise generation by load-conditioned kinematic modifications of the tooth mesh. In Part II, we shall deal with operating sequences and machining results and with gear noise problems.
The deformation of the gear teeth due to load conditions may cause premature tooth meshing. This irregular tooth contact causes increased stress on the tooth flank. These adverse effects can be avoided by using defined flank modifications, designed by means of FE-based tooth contact analysis.
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).
This paper proposes a new method â€” using neural oscillators â€” for filtering out background vibration noise in meshing plastic gear pairs in the detection of signs of gear failure. In this paper these unnecessary frequency components are eliminated with a feed-forward control system in which the neural oscillatorâ€™s synchronization property works. Each neural oscillator is designed to tune the natural frequency to a particular one of the components.
A transverse-torsional dynamic model of a spur gear pair is employed to investigate the influence of gear tooth indexing errors on the dynamic response. With measured long-period quasi-static transmission error time traces as the primary excitation, the model predicts frequency-domain dynamic mesh force and dynamic transmission error spectra. The dynamic responses due to both deterministic and random tooth indexing errors are predicted.
Chapter 2, Continued In the previous sections, development of conjugate, face milled as well as face hobbed bevel gearsets - including the application of profile and length crowning - was demonstrated. It was mentioned during that demonstration that in order to optimize the common surface area, where pinion and gear flanks have meshing contact (common flank working area), a profile shift must be introduced. This concluding section of chapter 2 explains the principle of profile shift; i.e. - how it is applied to bevel and hypoid gears and then expands on profile side shift, and the frequently used root angle correction which - from its gear theoretical understanding - is a variable profile shift that changes the shift factor along the face width. The end of this section elaborates on five different possibilities to tilt the face cutter head relative to the generating gear, in order to achieve interesting effects on the bevel gear flank form. This installment concludes chapter 2 of the Bevel Gear Technology book that lays the foundation of the following chapters, some of which also will be covered in this series.
Crossed helical gear sets are used to transmit power and motion between non-intersecting and non-parallel axes. Both of the gears that mesh with each other are involute helical gears, and a point contact is made between them. They can stand a small change in the center distance and the shaft angle without any impairment in the accuracy of transmitting motion.
How dynamic load affects the pitting fatigue life of external spur gears was predicted by using NASA computer program TELSGE. TELSGE was modified to include an improved gear tooth stiffness model, a stiffness-dynamic load iteration scheme and a pitting-fatigue-life prediction analysis for a gear mesh. The analysis used the NASA gear life model developed by Coy, methods of probability and statistics and gear tooth dynamic loads to predict life. In general, gear life predictions based on dynamic loads differed significantly from those based on static loads, with the predictions being strongly influenced by the maximum dynamic load during contact.
In this article, the authors calculated the numerical coordinates on the tooth surfaces of spiral bevel gears and then modeled the tooth profiles using a 3-D CAD system. They then manufactured the large-sized spiral bevel gears based on a CAM process using multi-axis control and multi-tasking machine tooling. The real tooth surfaces were measured using a coordinate measuring machine and the tooth flank form errors were detected using the measured coordinates. Moreover, the gears were meshed with each other and the tooth contact patterns were investigated. As a result, the validity of this manufacturing method was confirmed.
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.
The presence of significant errors in the two-flank roll test (a work gear rolled in tight mesh against a master gear) is well-known, but generally overlooked.
This paper presents a unique approach and methodology to define the limits of selection for gear parameters. The area within those limits is called the â€śarea of existence of involute gearsâ€ť (Ref. 1). This paper presents the definition and construction of areas of existence of both external and internal gears. The isograms of the constant operating pressure angles, contact ratios and the maximum mesh efficiency (minimum sliding) isograms, as well as the interference isograms and other parameters are defined. An area of existence allows the location of gear pairs with certain characteristics. Its practical purpose is to define the gear pair parameters that satisfy specific performance requirements before detailed design and calculations. An area of existence of gears with asymmetric teeth is also considered.
Whatâ€™s that sound? The churning of gear teeth meshing with the creak of film reels. A bit of â€śHolmesian deductionâ€ť leads us to the conclusion that itâ€™s time for the next installment of the Addendumâ€™s Gears in Film Series!
This paper deals with analysis of the load sharing percentage between teeth in mesh for different load conditions throughout the profile for both sun and planet gears of normal and HCR gearingâ€”using finite element analysis. (FEA).
Profile corrections on gears are a commonly used method to reduce transmission error, contact shock, and scoring risk. There are different types of profile corrections. It is a known fact that the type of profile correction used will have a strong influence on the resulting transmission error. The degree of this influence may be determined by calculating tooth loading during mesh. The current method for this calculation is very complicated and time consuming; however, a new approach has been developed that could reduce the calculation time.
Point-surface-origin (PSO) macropitting occurs at sites of geometric stress concentration (GSC) such as discontinuities in the gear tooth profile caused by micropitting, cusps at the intersection of the involute profile and the trochoidal root fillet, and at edges of prior tooth damage, such as tip-to-root interference. When the profile modifications in the form of tip relief, root relief, or both, are inadequate to compensate for deflection of the gear mesh, tip-to-root interference occurs. The interference can occur at either end of the path of contact, but the damage is usually more severe near the start-of-active-profile (SAP) of the driving gear.
This paper presents an original method to compute the loaded mechanical behavior of polymer gears. Polymer gears can be used without lubricant, have quieter mesh, are more resistant to corrosion, and are lighter in weight. Therefore their application fields are continually increasing. Nevertheless, the mechanical behavior of polymer materials is very complex because it depends on time, history of displacement and temperature. In addition, for several polymers, humidity is another factor to be taken into account. The particular case of polyamide 6.6 is studied in this paper.
This article describes a method of obtaining gear tooth profiles from the geometry of the rack (or hob) that is used to generate the gear. This method works for arbitrary rack geometries, including the case when only a numerical description of the rack is available. Examples of a simple rack, rack with protuberances and a hob with root chamfer are described. The application of this technique to the generation of boundary element meshes for gear tooth strength calculation and the generation of finite element models for the frictional contact analysis of gear pairs is also described.
A gear can be defined as a toothed wheel which, when meshed with another toothed wheel with similar configuration, will transmit rotation from one shaft to another. Depending upon the type and accuracy of motion desired, the gears and the profiles of the gear teeth can be of almost any form.
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.
The first commandment for gears reads "Gears must have backlash!" When gear teeth are operated without adequate backlash, any of several problems may occur, some of which may lead to disaster. As the teeth try to force their way through mesh, excessive separating forces are created which may cause bearing failures. These same forces also produce a wedging action between the teeth with resulting high loads on the teeth. Such loads often lead to pitting and to other failures related to surface fatigue, and in some cases, bending failures.
Vehicle gear noise testing is a complex and often misunderstood subject. Gear noise is really a system problem.(1) most gearing used for power transmission is enclosed in a housing and, therefore, little or no audible sound is actually heard from the gear pair.(2) The vibrations created by the gears are amplified by resonances of structural elements. This amplification occurs when the speed of the gear set is such that the meshing frequency or a multiply of it is equal to a natural frequency of the system in which the gears are mounted.
Consisting of only a ring gear b meshing with one or two planets a, a carrier H and an equal velocity mechanism V, a KHV gearing(Fig. 1) is compact in structure, small in size and capable of providing a large speed ratio. For a single stage, its speed ratio can reach up to 200, and its size is approximately 1/4 that of a conventional multi-stage gear box.
Among the various types of gearing systems available to the gear application engineer is the versatile and unique worm and worm gear set. In the simpler form of a cylindrical worm meshing at 90 degree axis angle with an enveloping worm gear, it is widely used and has become a traditional form of gearing. (See Fig. 1) This is evidenced by the large number of gear shops specializing in or supplying such gear sets in unassembled form or as complete gear boxes. Special designs as well as standardized ratio sets covering wide ratio ranges and center distanced are available with many as stock catalog products.
The load carrying behavior of gears is strongly influenced by local stress concentrations in the tooth root and by Hertzian pressure peaks in the tooth flanks produced by geometric deviations associated with manufacturing, assembly and deformation processes. The dynamic effects within the mesh are essentially determined by the engagement shock, the parametric excitation and also by the deviant tooth geometry.
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
News Items About mesh
1 AFC-Holcroft Supplies Mesh Belt Furnaces to Tier One Supplier (July 19, 2012)
AFC-Holcroft has received an order for supply of a new Mesh Belt stress relieving furnace, to be installed in Europe. The belt type recir... Read News