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    44 views7 pages

    Oil Lubricated Spline Design PDF

    Uploaded by

    Devendra

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
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    of 7
    ‘AMCP 706-201 TABLE 7-3 0375 in, PCE* SPRAG DATA the. ] Wher [inner | OuTER]OuTER| —TOROUE CAPACITY, Toon, | OF | Ree [ance | ance | mace [UR oOo gan ar on eth oo [0 00.| un] ) | PXIAL SPACE, No} ou fa 1a | a. | Space |'sPace | SPA) SPACE rej | — Tae) oa Tia] aw Ta] 1831 | oi | Shee] se] aaa] sien ie | Oo Sauo| ti | eu Tast | 9 opener 1 Lig | aon tis] So | hn vias 1 Sho] fue | a0 by bAemrened dg igi] tant 60} 9300] 5500 ; re ams Ls tuo] se | Se 4 7 7.168 12500 700] 81307] Toad bast sted sa12 an] selon | se 1 aan} cool 31006 a36| aoare | 12.280 ise | 0 0 | 11996 2) 3300 | 1338 Tis saya} pce uss 10320 Pe za ose cowrinuous page ENGAGEMENT sis us Shus| zou} sen] Sas am 53035) 22200 3.3358 | 320) ans | 2a 125560 350 igs 5785 [7 st0y rs. 41a10s | 5.) susns| 2.6000) 42180 130 7625 2.700] sion] s.seon} 13,820 5asss| 2a000] «020 "1650 5.575 | 7's) a seat 13.80, Ena9s [tof 4a00 itand sea} 3.00) 43787) veo 42249 3.2000] a's] 7500" 14400 43176 x3m00) soe | 77500 14500 Sues | 75700-1400 |b s00 It is important that the gearbox designer work closely with the clutch manulacturer early in the cesign stage so that the overrunning function may be opti- mized without unnecessary compromise o either gear- bbox oF clutch design. 7-6.1.5 Roller Clutch Because in the past sprag clutches had been known to “roll over", some helicopter engineecs selected roller clutches, which do not have the “rollover” characteris tics. A caller clutch designed to transmit the same amount of torque, however, usually is heavier than the same sprag type clutch. 76.2 SPLINES ‘A spline Is a machine element consisting of integral keys (spline teeth) oF keyways (spaces) equally spaced around a circle or portions thereof. Splines are used principally to transmit torque from member to member. They are practically indispensable in helicopter systems, and are used in various forms on almost all rotating parts, The advantages of spline drives over other systems such as keyways and keys, serrations, pins, setserews, and friction devices may be Fisted as follows: 1. No loose parts such as pins and keys required 2. Hiigh torque capacity for available space; strengti/weight ratio 3. May be sef-ceniering ca -AMGP 706-201 4. Given spline capacity can be upgraded by cas applied production techniques such as heat treatment, case hardening and grinding, and higher precision tooling. §. Provides for varying axial positions when re- quired 6. Low cost 7. Easily installed and disassembled in the field. This paragraph describes the various types of splines, and their application to helicopter systoms. Applicable standards have been developed that will aid in the de- tail design. Reference should be made to AMCP 706- 202 for detail design data, 76.2.1 Types of Splines Various types of splines have been used in the past on helicopters, ‘The Society of Automotive Engineers (SAE) stand- ards for involute splines have becn used the most gener= ally throughout the aircraft industry. This spline design is a variation of an involute gear tooth but having ome- half the effective tooth height and using a 30-deg pres- sure angle. Many variations of the involute tooth spline have becn used in helicopters, from the SAE tooth ‘gcometry standards to a lowepressure-angle, fuilledepth for.n. This involute spline is the most widely used of the listed types due to its ease of manufacture with stand- ‘ard gear cutting equipment, and the simplicity of in- spection techniques. The Aerospace Gearing Commit- tee of the American Gear Manufacturers Association (AGMA) is in the process of forming a new spline standard incorporating lower pressure angle systems that are more advantageous to the latest state-of-the-art helicopter design. 76.2.2 Typical Applications. Invotute splines, as used in transmission systems, differ in application depending upon the types of mem- bers they join. For involute spline joints, the various applications are: 1. Side fit spline — free floating 2. Major or minor diameter fit spline 3, Side fit spline with piloted members, The side fit spline may be used as a seff-centering type drive where angular freedom is desired and/or where radial looseness is desired (0 eliminate potential radial forces. Fig. 7-88 shows. free-floating drive shaft, which accommodates small misalignments between the dnving and driven component. 1-78 ‘The major or minor diameter fit spline is used where accuracy in positioning is required. This type fit may bbe used for mounting low-power gears or for compo- nents having moderate to high speed, where small radial offsets will not produce excessive vibrations. Fig, ‘7-89 is a typical installation on a moderate-speed drive shaft. A variation of the major or minor diameter fit has been used for flexible ring gear retention. Static radial clearance is provided between the gear and its ‘housing but the major or minor diameter ft limits the radial deflection of the ring gear under load, A side fit spline, with piloted members, is used typi- cally for mounting a gear toa shaft. The pilots on the ‘mating member are used to react the radial forces from the gear, allowing the spline to carry only the torque. Fig, 7-90 shows a typical gear mounting with pilot diameters. Fig, 7-91 is a curvie spline used for joining shafting with a quick-disconnect feature, 7-6.2.3 Design Considerations In the preliminary design phase, the prime objective of the designer is to provide a geometric artangement of a spline drive having adequate power capacity with- out a potential envelope redesign of the drive or the requirement for exatic manufacturing controls to main= tain the required boundary limits. To attain the desired boundary limits initially, and in a simple form, the designer must formulate equations or general rules. For example, the face length-to-diameter (L/d) ratio of splines generally must be limited ta insure an effective contact and bearing pattern using various types of manufacturing techniques. As a guideline, a spline length-to-diameter ratio of 2:1 or less is preferred. Where values of 1:1 are used, the basic design objective of load capacity can be achieved more readily without imposing a high degree of machining accuracy ‘Most splines are critical from a wear factor (bearing stress) rather than ftom limit load design values caused from shear or bending. The use of maximum bearing stress allowances of the material at limit load is not a good standard for attaining satisfactory wear life. Also, there it no balance of shear capacicy {0 Wear type bear- ing allowables in the 30-deg pressure angle spline sys tems. A reduction of pressure angles, as noted by the AGMA. Aerospace Spline Task Committee, will pro vide a better means to balance the spline geometry. In Some cases, standard gear tooth geometry (work- ing depth = 20/2, where P,is the diametral pitch, or number of teeth per inch of diameter) and maderate pressure angles of approximately 20 deg or less are more suitable spline applications in the light alloys (aluminum). The common 2.0/F, working depth Reet DRIVEN MEMBER WnvoluTe SPLINE AMCP 706-201 FREE FLOATING SHAFT DRIVING INVOLUTE one SPLINE Fig. 7-88, Side Fit Spline IWVOLUTE SPLINE - MAJOR OR MINOR DIAMETER FIT TO PRECISELY LOCATE CONCE NTRICALLY THE FEWALE MEMBER TO THE SLE MEMBER eS Ge FEKALE cOurLING Fig. 7-89. Major or Minor Diameter Fit Spline ‘re yees the bearing stress by a factor of two, along with the reductions duc to the lower pressure angles, ‘Although many variations can be presented, as a rule the designer can vill use the SAE involute standards as the basic geometry in the preliminary design phase for steel-to-steel mating components. Par. 7-6.2.4 presents guidelines in establishing size of SAE splines, 746.24 Spline Capacity (SAE Type) There are numerous allowable stresses permitted for splines, depending upon the application und method of design. For example, a clamped-up tight installation will nat “work” and, therefore, will not develop readily ino & fretting corrosion situation, Safe Lid ratios are ‘dependent upon shaft section properties high enough to prevent excessive tooth end loading from torsional de- flections. Accuracy of spline tooth geometry deters imines the percentage of total teeth capable of sharing the load. Material factory and heat (real ments, together With surface Finish and lubrication, also affect spline life, In helicopter applications, most splines are highly loaded because lengths are minimized toreduce weight, ‘These splines generally will be made from hhigh alloy Steels, with of without case carburizing and grinding to attain high tooth accuracies. ‘As in all helicopter applications, fatigue strength must be considered whenever stress concentrations ex- ist. For this reason, a full or large fillet radius is re- quired to minimize stress raisers al the highly loaded tooth root area, This requirement normally eliminates the common automotive practice of using minor diame- (er fits and flat root areas that require sharp radi. High-capacity splines usually drive subsystems or large mass components at high speeds and require ace curate mounting. The helicapler spline should be de- signed to accommodate torque only and not be sub- Jecled to-additional bending stresses. For these reasons, pilot diaiicters should beused to provide mounting ae- 779 AMCP 706-201 saitsyy KS ELLIE PILOT OLAltETERS Fig. 7-90. Site Fit Spline With Piloted Members ‘curacy and load reaction, These diameters, usually line- torline fits, must be square with the mounting faces to prevent axial clamp-up forces from adding bending loads to the spline teeth. The sizing of SAE involute splines for preliminary design purposes is limited to the bearing stress values. ‘The bearing stress value has been the limiting factor due to past experience with fretting and wear problems. ‘The beacing stress /, (psi) is a function of torque T V" BAND CLAMP (ib-mn.) pitch diameter d and length £ (in,). These rela- tionships are shown in Eq. 7-52. Sag 2 2PHAILY psi (7.52) The allowable values of bearing strew F, for various types of assemblies and manufacturing techniques are presented in Table 7-4. These allowable stresses are ‘based upon maximum operating power conditions For steel-to-alumninum spline members, the bearing stress should not exceed values of $00 psi far loose ft and 1,000 psi for elamped-type ft 7-6.25 Materials, Metallurgy, and Lubrication ‘The important predesign criteria for spline applica- tions involve the required fengih and its effect upon ‘component size. Shorter spline lengths are possible as allowable bearing stress /, increases. Future helicopter spline loading will increase when better understanding ‘of materials under wear conditions becomes available. ‘Higher precision splines, with improved lubricants or dry film treatments, also will help to reduce component weight. 7.6.26 Failure Modes Splines normally will fail-safe because the load is shared by a large percentage of the teeth. Exceptions hhave been noted when sharp fillet radii have caused stress raisers, permitting material fatigue failures. This {ype of failure can be seri us as the fracture may open the drive train. CCURVIC: SPLINE SWALL NUMBER OF BOLTS (OPTIONAL) Fig. 791. Curvic Sptine Shaft 740 ‘Attachment, Quick-disconnect au ‘AMCP 706-201 Failures usually cause premature component re- placement, short TBOs, and excessive heat through wear and fretting corrosion. Proper lubrication and surface hardness for some applications are required 10 reduce wear. A clamped, nonworking spline normally will provide longer life. 7-6.3 MECHANICAL COUPLINGS Mechanical couplings are used in all helicopters to aggommodate the mismatch of drive lines, such as gear box to shafting of shaft to shaft. The drive line mis- mateh is angular and axial, with the total amount being 4 function of installation errors, airframe deflections, and dynzimie motions of the related components, Past history has shown that a large degree of attention is requived in the coupling design to insure trouble-free * Coupling problems occur from many causes and may result in safety-of ight problems. or excessive down- time and maintenance requirements. For example, a ‘coupling failure on a tandem rotor synchronizing drive shaft is satastrophic, In other applications, if autorota- tion is successful, only an incidert or forced landing TABLE 7-4 ALLOWABLE STRESS FOR STEEL SPLINES WITH VARIOUS MOUNTING AND TOOTH PARAMETERS ALLOWABLE BEARING STRESS Foy BSE | HARDENED JAS MACHIN

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