For cylindrical gears, speed-increasing transmission stages are well known, and regarding profile shift, preferred pressure angles, and helix angles a set of rules applies, which is not much different from the rules for speed reducers. It is important to acknowledge that basically, a speed increaser has to be designed just like a speed reducer, but then the gear with the lower number of teeth is the output. Of course, the torque and the speed of the gear with the lower number of teeth (output) and the gear with the higher number of teeth (input) must be the same as if this transmission was used as a speed reducer. In the case of straight bevel gears, spiral bevel gears, and hypoid gears the same rules apply with some additions. Spiral bevel gears have many applications as speed increasers.
Southern Gear has added two rebuilt Gleason No. 102 Generators to its production capabilities to meet growing demand for smaller, high-precision straight bevel gears produced with the Coniflex process.
There's never been a better time to put the spotlight on e-drive transmissions and electric vehicles. They're obviously not just coming: they're already here. Just check out any auto show or
showroom. That's why Gear Technology magazine is pleased to present the first installment in a series of chapters excerpted from Dr. Hermann J. Stadtfeld's newest book, "E-Drive Transmission
Guide - New solutions for electric- and hybrid transmission
vehicles."
We know that for cylindrical gears we have the standard DIN 3964 for defining deviations of shaft center distance and shaft position tolerances of casings. And for bevel gears? Is there some specific standard for defining deviations of center distance and shaft position tolerances of casings (orthogonal shafts), as DIN 3964 do?
The authors use data analysis to determine which tolerances have the greatest effect on transmission error, enabling them to make adjustments and reduce production costs.