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Articles About transmission error
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An investigation of transmission errors and bearing contact of spur, helical, and spiral bevel gears was performed. Modified tooth surfaces for these gears have been proposed in order to absorb linear transmission errors caused by gear misalignment and to localize the bearing contact. Numerical examples for spur, helical, and spiral bevel gears are presented to illustrate the behavior of the modified gear surfaces with respect to misalignment and errors of assembly. The numerical results indicate that the modified surfaces will perform with a low level of transmission error in non-ideal operating environments.
The connection between transmission error, noise and vibration during operation has long been established. Calculation methods have been developed to describe the influence so that it is possible to evaluate the relative effect of applying a specific modification at the design stage. These calculations enable the designer to minimize the excitation from the gear pair engagement at a specific load. This paper explains the theory behind transmission error and the reasoning behind the method of applying the modifications through mapping surface profiles and determining load sharing.
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.
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.
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.
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.
In the design process of transmissions, one major criterion is the resulting noise emission of the powertrain due to gear excitation. Within the past years, much investigation has shown that the noise emission can be attributed to quasi-static transmission error. Therefore, the transmission error can be used for a tooth contact analysis in the design process, as well as a characteristic value for quality assurance by experimental inspections.
Transmission error (TE) is recognized as one of the most important causes of gear acoustic emissions...
Gear-loaded tooth contact analysis is an important tool for the design and analysis of gear performance within transmission and driveline systems. Methods for the calculation of tooth contact conditions have been discussed in the literature for many years. It's possible the method you've been using is underestimating transmission error in helical gears. Here's why.
This paper discusses the influence of tip relief, root relief, load modification, end relief and their combinations on gear stresses and transmission errors due to shaft deflections.
This article presents an analysis of asymmetric tooth gears considering the effective contact ratio that is also affected by bending and contact tooth deflections. The goal is to find an optimal solution for high performance gear drives, which would combine high load capacity and efficiency, as well as low transmission error (which affects gear noise and vibration).
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.
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.
Gear noise can be a source of intense annoyance. It is often the primary source of annoyance even when it is not the loudest noise component. This is because of the way it is perceived. Gear noise is a collection of pure tones which the human ear can detect even when they are 10dB lower than the overall noise level. Another reason for our sensitivity to transmission noise is that we associate it with impending mechanical failure.
The data discussed in this article was taken from an upright vacuum cleaner. This was a prototype cleaner that was self-propelled by a geared transmission. It was the first time that the manufacturer had used a geared transmission in this application.
When designing hardened and ground spur gears to operate with minimum noise, what are the parameters to be considered? should tip and/or root relief be applied to both wheel and pinion or only to one member? When pinions are enlarged and he wheel reduced, should tip relief be applied? What are the effects on strength, wear and noise? For given ratios with enlarged pinions and reduced wheels, how can the gear set sized be checked or adjusted to ensure that the best combination has been achieved?
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.
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 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.
Transmission errors, axial shuttling forces and friction result in bearing forces that serve as the major excitations of gear noise. This paper will use these factors as well as gear stresses and tribological factors to assist in obtaining optimal gear designs.
Examples from gears in wind turbine, automotive and industrial applications.
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.
This article was originally published 20 years ago, in Gear Technology’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 “transmission error,” is responsible for excitation of gear noise and problems of gear accuracy and sometimes has a relationship to gear failure.
In this paper a new method for the introduction of optimal modifications into gear tooth surfaces - based on the optimal corrections of the profile and diameter of the head cutter, and optimal variation of machine tool settings for pinion and gear finishing—is presented. The goal of these tooth modifications is the achievement of a more favorable load distribution and reduced transmission error. The method is applied to face milled and face hobbed hypoid gears.
A gear design optimization approach applied to reduce tooth contact temperature and noise excitation of a high-speed spur gear pair running without lubricant. Optimum gear design search was done using the Run Many Cases software program. Thirty-one of over 480,000 possible gear designs were considered, based on low contact temperature and low transmission error. The best gear design was selected considering its manufacturability.
Involute spur gears are very sensitive to gear misalignment. Misalignment will cause the shift of the bearing contact toward the edge of the gear tooth surfaces and transmission errors that increase gear noise. Many efforts have been made to improve the bearing contact of misaligned spur gears by crowning the pinion tooth surface. Wildhaber(1) had proposed various methods of crowning that can be achieved in the process of gear generation. Maag engineers have used crowning for making longitudinal corrections (Fig. 1a); modifying involute tooth profile uniformly across the face width (Fig. 1b); combining these two functions in Fig. 1c and performing topological modification (Fig. 1d) that can provide any deviation of the crowned tooth surface from a regular involute surface. (2)
I have outsourced gear macrogeometry due to lack of resources. Now I received the output from them and one of the gears is with —0.8× module correction factor for m = 1.8 mm gear. Since bending root stress and specific slide is at par with specification, but negative correction factor —0.8× module — is quite high — how will it influence NVH behavior/transmission error? SAP and TIF are very close to 0.05 mm; how will that influence the manufacturing/cost?
With the ongoing push towards electric vehicles (EVs), there is likely to be increasing focus on the noise impact of the gearing required for the transmission of power from the (high-speed) electric motor to the road. Understanding automotive noise, vibration and harshness (NVH) and methodologies for total in-vehicle noise presupposes relatively large, internal combustion (IC) contributions, compared to gear noise. Further, it may be advantageous to run the electric motors at significantly higher rotational speed than conventional automotive IC engines, sending geartrains into yet higher speed ranges. Thus the move to EV or hybrid electric vehicles (HEVs) places greater or different demands on geartrain noise. This work combines both a traditional NVH approach (in-vehicle and rig noise, waterfall plots, Campbell diagrams and Fourier analysis) — with highly detailed transmission error measurement and simulation of the complete drivetrain — to fully understand noise sources within an EV hub drive. A detailed methodology is presented, combining both a full series of tests and advanced simulation to troubleshoot and optimize an EV hub drive for noise reduction.
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.
The two-flank roll test measures kickout (tooth-to-tooth composite error) and tooth thickness. In this article, it will be shown that measured values vary with the number of teeth on the master gear.
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 initially defines bias error—the “twisted tooth phenomenon.” Using illustrations, we explain that bias error is a by-product of applying conventional, radial crowning methods to produced crowned leads on helical gears. The methods considered are gears that are finished, shaped, shaved, form and generated ground. The paper explains why bias error occurs in these methods and offers techniques used to limit/eliminate bias error. Sometimes, there may be a possibility to apply two methods to eliminate bias error. In those cases, the pros/cons of these methods will be reviewed.
Much information has been written on gear inspection, analytical. functional. semiautomatic and automatic. In most cases, the charts, (if you are lucky enough to have recording equipment) have been explained.
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?
As the Indianapolis 500 begins its second hundred years, it is a good opportunity to recall the guy who put the gearbox "up front."
Everyone makes mistakes. Nobody's perfect. We've all heard those or similar words, and if you happen to be in charge of your company's quality efforts, you've probably heard them more than most people.
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.
In this article, equations for finding profile and base pitch errors with a micrometer are derived. Limitations of micrometers with disc anvils are described. The design of a micrometer with suitable anvils is outlined.
How should we consider random helix angle errors fHβ and housing machining errors when calculating KHβ? What is a reasonable approach?
Base helix error - the resultant of lead and profile errors is the measured deviation from the theoretical line of contact (Fig. 1). It can be measured in the same way that lead error on a spur gear is measured, namely, by setting a height gage to height H based on the radial distance r to a specified line of contact (Fig. 2), rotating the gear so as to bring a tooth into contact with the indicator on the height gage, and then moving the height gage along two or more normals to the plane of action. The theoretical line of contact on helical gear must be parallel to the surface plate, which is attained by mounting the gear on a sine bar (Fig. 3).
The purpose of this article is to clarify some terms and methods used in measuring the size of gears. There is also an explanation given of the error induced and how to correct for it in certain cases when the measurement is made using pins instead of balls.
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.
There are problems in dimensional measurement that should be simple to solve with standard measuring procedures, but aren't. In such cases, using accepted practices may result in errors of hundreds of microns without any warning that something is wrong.
A pair of spur gears generally has an effective lead error which is caused, not only by manufacturing and assembling errors, but also by the deformations of shafts, bearings and housings due to the transmitted load. The longitudinal load distribution on a contact line of the teeth of the gears is not uniform because of the effective lead error.
In July of 1996 we introduced the gear community to the Internet in these pages through the Gear Industry Home Page (GIHP). This electronic buyers guide for gear machine tools, tooling, accessories and services has proven to be more popular than we could have envisioned. In our first month, we had over 3,000 hits, and in our third month, we have over 4,500. By our fourth month, we topped the 7,000 mark, and we are on our way to 11,000 hits in November. As our advertisers develop their own home sites in order to offer layers of information about their companies, their products and services, we expect this activity will increase even more.
VMT Technologies designs positively engaged, infinitely variable transmission.
Conical involute gears (beveloids) are used in transmissions with intersecting or skewed axes and for backlash-free transmissions with parallel axes.
Xspect Solutions Provides Wenzel Bridge-Type CMM Equipped with OpenDMIS Software for Basic Gear Measuring Capability with CMM Flexibility.
Bradley University and Winzeler Gear collaborate on the design and development of an urban light vehicle.
Publisher Michael Goldstein describes the success of Gear Technology's new e-mail newsletter programs.
Molded plastic gears have very little in common with machined gears other than the fact that both use the involute for conjugate action.
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.
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 Hansen’s CEO Ivan Brems never dreamed that, less than a decade later, he would be working for an Indian company.
Big gears and wind turbines go together like bees and honey, peas and carrots, bread and butter and—well, you get the idea. Wind isn’t just big right now, it’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.
In the field of large power transmission gear units for heavy machine industry, the following two development trends have been highly influential: use of case hardened gears and a branching of the power flow through two or more ways.
News from the major automakers and transmission suppliers.
Chairman Todd Praneis of Cotta Transmission describes the activities of AGMA's Enclosed Drives technical committee.
This paper presents an approach that provides optimization of both gearbox kinematic arrangement and gear tooth geometry to achieve a high-density gear transmission. It introduces dimensionless gearbox volume functions that can be minimized by the internal gear ratio optimization. Different gearbox arrangements are analyzed to define a minimum of the volume functions. Application of asymmetric gear tooth profiles for power density maximization is also considered.
AGMA925–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.
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.
Like many of you in the gear industry, we’ve been working extremely hard over the past few months getting ready for Gear Expo 2013, which takes place September 17-19 in Indianapolis.
The complete Industry News section from the October 2013 issue of Gear Technology.
Gleason 350GMS helps put higher quality, more reliable gears into its next-generation TC10 automatic transmission.
Universal tractor transmission oil (UTTO) is multifunctional tractor oil formulated for use in transmissions, final drives, differentials, wet brakes, and hydraulic systems of farm tractors employing a common oil reservoir. In the present work, the gear protection properties of two formulated vegetable-based UTTO oils, one synthetic ester-based UTTO oil, one synthetic ester gear oil, and one mineral based UTTO oil are investigated.
Almost any external tooth form that is uniformly spaced around a center can be hobbed. Hobbing is recognized as an economical means of producing spur and helical gears with involute tooth profiles.
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.
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.
Let's face it. The Internet is still, to many of us, exciting, confusing, terrifying and frustrating by turns. The buzzwords change so fast that even the most high tech companies have a hard time keeping up. Cyberspace. Firewall, Java. E-commerce. The list goes on.
In a modern truck, the gear teeth are among the most stressed parts. Failure of a tooth will damage the transmission severely. Throughout the years, gear design experience has been gained and collected into standards such as DIN (Ref. 1) or AGMA (Ref. 2). Traditionally two types of failures are considered in gear design: tooth root bending fatigue, and contact fatigue. The demands for lighter and more silent transmissions have given birth to new failure types. One novel failure type, Tooth Interior Fatigue Fracture (TIFF), has previously been described by MackAldener and Olsson (Refs. 3 & 4) and is further explored in this paper.
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.