Discussion: “Simple Stress Formulae for a Thin-Rimmed Spur Gear. Parts 1, 2, and 3” (Chong, T. H., and Kubo, A., 1985, ASME J. Mech. Transm. Autom. Des., 107, 406–422)

1985 ◽  
Vol 107 (3) ◽  
pp. 422-423
Author(s):  
Y. P. Singh
Keyword(s):  
Spur Gear ◽  
Simple Stress

Simple Stress Formulae for a Thin-Rimmed Spur Gear. Part 2: Tooth Fillet and Root Stress Calculation of a Thin-Rimmed Internal Spur Gear

1985 ◽  
Vol 107 (3) ◽  
pp. 412-417
Author(s):  
Tae Hyong Chong ◽  
Aizoh Kubo
Keyword(s):  
Stress State ◽  
Spur Gear ◽  
Stress Calculation ◽  
Internal Gear ◽  
Root Stress ◽  
Simple Stress

A method to apply the approximation formulae [1] for tooth fillet and root stresses of a thin-rimmed spur gear to the calculation of stress state of an internal spur gear is introduced, for the case of an internal spur gear which is fixed by bolts and/or supported by pinned coupling similar to geared coupling. By this method, reliable stress state at tooth fillet and root areas in the whole internal gear can be easily calculated.

Simple Stress Formulae for a Thin-Rimmed Spur Gear. Part 1: Derivation of Approximation Formulae for Tooth Fillet and Root Stresses

1985 ◽  
Vol 107 (3) ◽  
pp. 406-411 ◽  
Author(s):  
Tae Hyong Chong ◽  
A. Kubo
Keyword(s):  
Finite Element Method ◽  
Finite Element ◽  
Spur Gear ◽  
Critical Section ◽  
Radius Of Curvature ◽  
The Finite Element Method ◽  
Calculated Stress ◽  
Supporting Condition ◽  
Simple Stress ◽  
Good Agreement

Using the finite element method, influences of chordal tooth thickness at the critical section of tooth, radius of curvature of fillet, rim thickness, and supporting condition of a thin-rimmed spur gear on the tooth fillet and root stresses are investigated. Summing up a lot of FEM calculated results, a set of approximate formulae is derived for the calculation of tooth fillet and root stresses of a thin-rimmed spur gear. A comparison between the FEM calculated stress values and the values from these approximation formulae has shown good agreement.

Simple Stress Formulae for a Thin-Rimmed Spur Gear. Part 3: Examination of the Calculation Method and Stress State of Internal Spur Gear

1985 ◽  
Vol 107 (3) ◽  
pp. 418-422 ◽  
Author(s):  
Tae Hyong Chong ◽  
A. Kubo
Keyword(s):  
Stress State ◽  
Calculation Method ◽  
Simple Calculation ◽  
Spur Gear ◽  
The Difference ◽  
Internal Gear ◽  
Simple Stress ◽  
Good Agreement

Tooth fillet and root stresses of an internal spur gear which is fixed by bolts or supported by pinned coupling were measured. The stress values are compared with those obtained by the simple calculation method developed in the previous reports [1, 2] and with those by the FEM calculation. Those values have shown fairly good agreement, and the validity of this calculation method is shown. The difference of the stress state for the cases of bolt fixing internal gear and of roller supporting internal gear is discussed.

Simulating Army-Relevant Spur Gear Contacts with a Ball-on-Disc Tribometer

2015 ◽  
Author(s):  
Mark R. Riggs ◽  
Stephen P. Berkebile ◽  
Adrian A. Hood ◽  
Brian D. Dykas
Keyword(s):  
Spur Gear ◽  
Ball On Disc

Effect of Contact Ratio on Spur Gear Dynamic Load With No Tooth Profile Modifications

1996 ◽  
Vol 118 (3) ◽  
pp. 439-443 ◽  
Author(s):  
Chuen-Huei Liou ◽  
Hsiang Hsi Lin ◽  
F. B. Oswald ◽  
D. P. Townsend
Keyword(s):  
Dynamic Load ◽  
Spur Gear ◽  
Tooth Size ◽  
Contact Ratio ◽  
Gear Dynamics ◽  
Wide Range ◽  
Gear Contact ◽  
Center Distance ◽  
Selection Of ◽  
Better Than

This paper presents a computer simulation showing how the gear contact ratio affects the dynamic load on a spur gear transmission. The contact ratio can be affected by the tooth addendum, the pressure angle, the tooth size (diametral pitch), and the center distance. The analysis presented in this paper was performed by using the NASA gear dynamics code DANST. In the analysis, the contact ratio was varied over the range 1.20 to 2.40 by changing the length of the tooth addendum. In order to simplify the analysis, other parameters related to contact ratio were held constant. The contact ratio was found to have a significant influence on gear dynamics. Over a wide range of operating speeds, a contact ratio close to 2.0 minimized dynamic load. For low-contact-ratio gears (contact ratio less than two), increasing the contact ratio reduced gear dynamic load. For high-contact-ratio gears (contact ratio equal to or greater than 2.0), the selection of contact ratio should take into consideration the intended operating speeds. In general, high-contact-ratio gears minimized dynamic load better than low-contact-ratio gears.

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