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Articles About single-flank testing
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It was very interesting to see Robert Smith's article on single-flank testing of gears...
Much of the information in this article has been extracted from an AGMA Technical Paper, "What Single Flank Testing Can Do For You", presented in 1984 by the author
Anyone involved in the design, manufacture and use of gears is concerned with three general characteristics relative to their application: noise, accuracy, and strength or surface durability. In the article, we will be dealing with probably the most aggravating of the group, gear noise.
Joe Arvin comments on his recent trip to Scandinavia and how U.S. defense dollars are being spent overseas. J.D. Smith responds to an article on gear noise from the previous issue.
The concept of "transmission error" is relatively new and stems from research work in the late 1950s by Gregory, Harris and Munro,(1) together with the need to check the accuracy of gear cutting machines. The corresponding commercial "single flank" testing equipment became available in the 1960s, but it was not until about ten years ago that it became generally used, and only recently has it been possible to test reliably at full load and full speed.
Part I of this paper, which appeared in the January/February issue of Gear Technology, described the theory behind double-flank composite inspection. It detailed the apparatus used, the various measurements that can be achieved using it, the calculations involved and their interpretation. The concluding Part II presents a discussion of the practical application of double-flank composite inspection -- especially for large-volume operations. It also addresses statistical techniques that can be used in conjunction with double-flank composite inspection, as well as an in-depth analysis of gage R&R for this technique.
Presumably, everyone who would be interested in this subject is already somewhat familiar with testing of gears by traditional means. Three types of gear inspection are in common use: 1) measurement of gear elements and relationships, 2) tooth contact pattern checks and 3) rolling composite checks. Single Flank testing falls into this last category, as does the more familiar Double Flank test.
This article was originally published 20 years ago, in Gear Technologyâ€™s first issue. It describes a method of evaluating the smoothness, or lack of smoothness, of gear motion. This lack of smoothness of motion, known as â€śtransmission error,â€ť is responsible for excitation of gear noise and problems of gear accuracy and sometimes has a relationship to gear failure.
This paper presents a new approach in roll testing technology of spiral bevel and hypoid gear sets on a CNC roll tester applying analytical tools, such as vibration noise and single-flank testing technology.
Question: What is functional measurement and what is the best method for getting truthful answers?
Gear pitting is one of the primary failure modes of automotive transmission gear sets. Over the past years, many alternatives have been intended to improve their gear surface durability. However, due to the nature of new process development, it takes a length of time and joint efforts between the development team and suppliers to investigate and verify each new approach.
The purpose of this paper was to verify, when using an oil debris sensor, that accumulated mass predicts gear pitting damage and to identify a method to set threshold limits for damaged gears.
An overview of nondestructive testing and its importance in the manufacture of big gears.
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.
This back-to-basics article describes the main methods used for hardness testing of gears: Rockwell, Brinell, Vickers and Knoop.
Background on the development of a high-speed, automatic hardness tester for gear steels.
Part I of this paper describes the theory behind double-flank composite inspection, detailing the apparatus used, the various measurements that can be achieved using it, the calculations involved and their interpretation. Part II, which will appear in the next issue, includes a discussion of the practical application of double-flank composite inspection, especially for large-volume operations. Part II covers statistical techniques that can be used in conjunction with double-flank composite inspection, as well as an in-depth analysis of gage R&R for this technique.
This presentation introduces a new procedure that - derived from exact calculations - aids in determining the parameters of the validation testing of spiral bevel and hypoid gears in single-reduction axles.
I have heard that X-ray diffraction does not tell the whole story and that I should really run a fatigue test. I understand this may be the best way, but is there another method that gives a high degree of confidence in the residual stress measurement?
Nondestructive examination (NDE) of ferrous and nonferrous materials has long proved an effective maintenance and anomaly characterization tool for many industries. Recent research has expanded its applicability to include the inspection of large, open gear drives. Difficulties inherent in other NDE methods make them time-consuming and labor-intensive. They also present the user with the environmental problem of the disposal of used oil. The eddy current method addresses these problems.
New GRSL technology adds value to high-volume transmission gear inspection by combining non-contact laser inspection with tried-and-true composite roll testing.
Historically, gearbox original equipment manufacturers (OEMs) and repair organizations have tended to offer their customers no-load, full speed (spin) tests as a standard performance test. If a load test was specified, the supplier would probably offer a locked torque back-to-back simulated load test, which requires a large investment in tooling to connect shafts of the test and slave gearboxes.
During the last decade, industrial gear manufacturers, particularly in Europe, began to require documentation of micropitting performance before approving a gear oil for use in their equipment. The development of micropitting resistant lubricants has been limited both by a lack of understanding of the mechanism by which certain lubricant chemistry promotes micropitting and by a lack of readily available testing for evaluation of the micropitting resistance of lubricants. This paper reports results of two types of testing: (1) the use of a roller disk machine to conduct small scale laboratory studies of the effects of individual additives and combinations of additives on micropitting and (2) a helical gear test used to study micropitting performance of formulated gear oils.
The most conclusive test of bevel and hypoid gears is their operation under normal running conditions in their final mountings. Testing not only maintains quality and uniformity during manufacture, but also determines if the gears will be satisfactory for their intended applications.
simplified equations for backlash and roll test center distance are derived. Unknown errors in measured tooth thickness are investigate. Master gear design is outlined, and an alternative to the master gear method is described. Defects in the test radius method are enumerated. Procedures for calculating backlash and for preventing significant errors in measurement are presented.
Today, as part of filling a typical gear hobbing or shaping machine order, engineers are required to perform an SPC acceptance test. This SPC test, while it is contractually necessary for machine acceptance, is not a machine acceptance test. It is a process capability test. It is an acceptance of the machine, cutting tool, workholding fixture, and workpiece as integrated on the cutting machine, using a gear measuring machine, with its work arbor and evaluation software, to measure the acceptance elements of the workpiece.
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.
Runout is a troublemaker! Good shop practice for the manufacture or inspection of gears requires the control of runout. Runout is a characteristic of gear quality that results in an effective center distance variation. As long as the runout doesn't cause loss of backlash, it won't hurt the function of the gear, which is to transmit smooth motion under load from one shaft to another. However, runout does result in accumulated pitch variation, and this causes non-uniform motion, which does affect the function of the gears. Runout is a radial phenomenon, while accumulated pitch variation is a tangential characteristic that causes transmission error. Gears function tangentially. It is also possible to have a gear with accumulated pitch variation, but little or no runout.
A much-used method for checking the tooth thickness of an involute gear tooth is to measure the dimension over two balls placed in most nearly opposite spaces in the case of external gears, and the dimension between the balls in the case of internal gears. This measurement is then checked against a pre-calculated dimension to denote an acceptable part.
Bringing new or improved products to market sooner has long been proven profitable for companies. One way to help shorten the time-to-market is to accelerate validation testing. That is, shorten the test time required to validate a new or improved product.
Gear flank breakage can be observed on edge zone-hardened gears. It occurs, for example, on bevel gears for water turbines, on spur gears for wind energy converters and on single- and double-helical gears for other industrial applications.
This paper shows an experimental study on the fatigue lifetime of high-heat polyamide (Stanyl) gears running in oil at 140Â°C. Based on previous works (Refs. 1â€“2), an analysis is made correcting for tooth bending and calculating actual root stresses. A comparison with tensile bar fatigue data for the same materials at 140Â°C shows that a good correlation exists between gear fatigue data and tensile bar fatigue data. This insight provides a solid basis for gear designers to design plastic gears using actual material data.
This paper presents the results of research directed at measuring the total stress in a pair of statically loaded and carburized spur gears. Measurements were made to examine the change in total stress as a function of externally applied load and depth below the surface.
This paper presents the results of a study performed to measure the change in residual stress that results from the finish grinding of carburized gears. Residual stresses were measured in five gears using the x-ray diffraction equipment in the Large Specimen Residual Stress Facility at Oak Ridge National Laboratory.
A single tooth bending (STB) test procedure has been developed to optimally map gear design parameters. Also, a test program on case-carburized, aerospace standard gears has been conceived and performed in order to appreciate the influence of various technological parameters on fatigue resistance and to draw the curve shape up to the gigacycle region.
Gear specialists at the NASA Glenn Research facility helped determine it was safe for the space shuttle to fly again.
Quality gear inspection means doing the "right" inspections "right." A lot of time and money can be spent doing the wrong types of inspections related to function and doing them incorrectly. As we will discover later, such things as runout can creep into the manufacturing and inspection process and completely ruin any piece of data that is taken. this is one of the most important problems to control for quality inspection.
"Frenco--Inspecting All Flanks in Minutes."
What are the pros and cons of using Vickers versus Knoop hardness testers for measuring case depth in carburized gears?