In many gear transmissions, tooth load on one flank is significantly higher and is applied for longer periods of time than on the opposite one; an asymmetric tooth shape should reflect this functional difference. The advantages of these gears allow us to improve the performance of the primary drive tooth flanks at the expense of the opposite coast flanks, which are unloaded or lightly loaded during a relatively short work period by drive flank contact and bending stress reduction. This article is about the microgeometry optimization of the spur asymmetric gears’ tooth flank profile based on the tooth bending and contact deflections.
In helicopter applications, the two-piece gear is typically joined by welding, bolts, or splines. In the case of the U.S. Army CH-47D Chinook helicopter, a decision was made to eliminate these joints through the use of integral design. Integral shaft
spiral bevel gears must be designed such that the shaft does not interfere with gear tooth cutting and grinding. This paper discusses techniques to iterate in the design stage before
manufacturing begins.
Multitasking machines have a pretty clear sales pitch: They can do what you need them to and make a gear, but if you’re a job shop with fingers in a lot of pies, you can also use them for anything else you might need to make. Hobbing, cutting, milling, now even gear skiving; if it’s a cutting process, a multitasking machine can probably do
it.
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.