1520 G Gear Noise lentifcation so they are moze prone to increasing mesh frequency noises as the transmission error increases. Pitting failures that are randomly located around the gear will increase broadband noise but will have a lesser effect on mesh frequency tones. For gears that are initially quiet, the ‘onset of any of these failure modes is likely to have a resulting inerease in gear noise. Key Applications A brief summary has been presented of gear noise generation mechanisms and has discussed the impacts of tuibology on gear noise. In general, tribological consider ations have & secondary role, with proper macro- and microgeometry design having a major effet on gear noise. However, when these design considerations are done properly, the influence of lubrication becomes 4 more important factor in the generation of gear noise. Traditionally, gear designers have treated gear noise as an afterthought, using stress analysis for the basic gear design, and then learning after the gears are in operation that noise is a problem, It is hoped that some of the concepts presented here will encourage designers to do more to include noise reduction at the gear design stage Cross-References > Friction in Gears > Gear EHL Film 1 > Gear Sliding > Gear Tooth Modifications > Helical Gears > Involute Gear Profiles > Non-involute Gear Profiles > Spur Gears ckness and Wear Risk Analysis References J. Romer, DR, Howser, Influence officio and bending moments on {ea note excitations, in SAF Nase and Vibration Coferene ad Exhibition Paper 961816 SAE Tian. 105(6), 1669-1676 (1996) ans M, SalemoL Winkelman, cope sperfaihing of S760: rosin trainin gers, in Proceing® of Fall Tenia Ming, American Gear Manufacturers Aur Orland, 208, Paper 06FTMO2 DR Houser, Gea noise and vibation prediction and conta methods ia ano of Nose and Vibration Cnty MJ Crocker ey, DDR Houser HB, Ona, MUL Vale, RJ. Drago, LM. Len, Comparion of tansmission ertor predicions with noise measurements for several spr and hcl gears Proedings of th AIAA/ASMBY SAT/ASEE one PropasionCanferencs Indianapolis, 198% DR Howser, | Hari, The ect of micorgeomety apd lad ‘on heli sar nose excitons, in Pocedings of SAE Noite and Visraton Confrence and Exhibition, Traverse Ci 2005, ape No, DR Houser, Havant, Lead Distribution Poram Refvence Maral ‘Avaible fiom: GearLab ~The Oho tte Univesity, 208 18. Ongeren, DR. Houses Mathematical modes wen gear amis ‘revi, Sound Vib TAU), 389-11 (1988 Singh, DAL Houser, Basic gear aise short course ots Avable om ‘the Gearab, The Oho tate Universi, 2012 AB. Welbourn, Fundamental Knowledge of gear nose ~ a survey, in Procedingr of Nis ond Vian of Engines and Trams Instinte of Mechanical Enginering. Automotive Divison 197, Gear Noise Ident > Gear Dynamics —— Gear Oil > Gear Lubricants Gear Rattle > Gear Noise Gear Shaping > Gear Manufacturing Gear Sliding Roaexr Eancimito GEARTECH, Townsend, MT, USA Synonyms Entraining. velocity, Rolling veloctys Slide/eoll ratio; Sliding velocity; Specific siding (slide/sweep) ratio Definition Sliding velocity isthe relative velocity ina transverse plane ‘of a common contact point between mating gear teetheat Sing G 1521 As shown in Fig, 1, it is the vectorial difference between the two rolling velocities that are tangential to the tooth profiles and perpendicular to the line of action, See refer- ences AGMA (2005) and ISO (2007) for gear nomencla ture and definitions of terms, Scientific Fundamentals Gear teeth both roll and slide on one another. Figure 1 shows that the rolling velocity of the pinion, vz, and the rolling velocity ofthe gear, v2 inearly increase from zero at the interference points to a maximum at each end of the path (SAP and EAP) of contact. The distance between the vi and vez lines represents the sliding velocity ‘The amount of sliding is proportional to the distance from the pitch point, P, and is zero when the gear teeth contact at the pitch point and largest at the ends of the path, Sliding is oppositely directed on either side of the pitch poi igure 2 shows the directions of the rolling (R) and sliding (S) velocities on the driving and driven gear teeth. Contact on the driver tooth starts near the root of the tooth, rolls up the tooth, and ends atthe tooth tip. Sliding, is away from the driving gear pitchline, Contact on the deiven tooth starts atthe tooth tip, rolls down the tooth, and ends near the tooth root, Sliding i towards the driven ‘gear pitchline Hertzian fatigue cracks, either macropitting or iicropitting, that start at the gear tooth surface grow at a shalloye angle to the surface and opposite to the slide directions. Consequently, as shown in Fig, 2, the cracks ‘converge near the pitch line of the driver and diverge near the pitch line of the driven gear Kinematics, The following equations give velocity parameters that measure meshing characteristics of gear teeth, See reference AGMA (2003) for information on the variables used in (1)-(5) Rolling Velocities Rolling velocity is beneficial because it entrain lubricant between contacting teeth, increases il fm thickness, and reduces the number and severity of asperity contacts. wa =) 40, a) a= OP: @) Where Viva [Roling velocies pinion geal mvs ox, [Angular velocies (rion gear rds ps bs i | WanavenaproGe rill pion gee mm CENTER OF GEAR END OF ACTIVE PROFILE LINE OF ACTION SLIDING VELOCITY CENTER OF PINION, Gear Sliding, Fig. 1 Raling and siding velocity => orven _ \ Gear Sliding, Fig.2 Direction ofaling and siding velocities Sliding Velocities Siding velocity is detrimental because it generates heat, reduces efficiency, and increases asperity distress. High sliding velocity generates fictional power loss by shearing the oil film and shearing boundary films on contacting1322 G Gea lang asperities, High sliding velocity also increases ash temperature and risk of scuffing, wa =a Ve 6) va = —¥a (4) Entraining Velocity ve= Va +¥e, (6) Entraining velocity draws ol between contacting gear ‘teeth and increases EHL film thickness. Specific Sliding Ratios van = 6 Yea = (7) Specific sliding ratio is a contact severity parameter that is © A dimensionless ratio dependent on tooth geometry and independent of pitch line velocity. ‘© Positive in addenda, ranging from zero at the pitch point to +1 at the interference point of the mating gear ‘Specific sing (-) 2.00 10 110 ‘© Negative in dedenda, ranging from zero at the pitch point to 20 atthe interference point. Generally [ual < 1.0 is ecommended, and vl < 05 is prefered, for good resistance to macropittng, micropiting, and scuffing. Specie sliding ratio is also called slide/sweep ratio. lide/roll Ratio = @) Some literature uses mean entraining velocity, in which case the slide/roll ratio is 2a ) Negative Sliding. Gear teeth dedenda have negative sliding (direction of rolling velocity is opposite sliding. velocity). Negative sliding is significant because it pro: motes Hertzian fatigue, Itis believed that negative sliding allows oil to enter surface cracks and accelerate crack ‘growth by the hydraulic pressure propagation mechanism first proposed by Stewart Way (1935) (Gear Design, Profile shift (AGMA 1998) can be used to balance and minimize the specific sliding ratio that accurs| atthe ends of the contact path, Figure 3 pertains to helical ‘gearset that has high specifi sliding ratio vagy ~ 4.03 that 210 310 oll Angle (* Gear Sliding, Fig. 3 Gearset with high specific siding ratioGear Surface Ping Faure and Piting Life Analysis ‘Specie sling -) 2.00 1.09 200 300 400 Roll Angle (*) Gear Sliding, Fig. 4 Gearset with balanced specific sliding ratio ‘occurs at the SAP of the pinion, Figure 4 pertains to 4 similar gearset, except the profiles of the teeth have been shifted outward on the pinion and inward on the sear in order to reduce and balance the specific sliding ratio 0 Ves 1.28, Key Applications Rolling velocity, siding velocity, and entraining velocity ate sed in calculations of gear tooth EH film thickness and contact temperature, Speci sliding ratio is a useful parameter fr optimizing gear geometry. Industrial stan- dards such as (AGMA 2003) provide fundamental rating formulas to evaluate gear tooth load capacity Cross-References > Sliding Wear References GMA 915-198, Method for Speiing the Gaomety of Spur and Heil ‘Gears, AGMA (1958) [AGMA 925.803, AGMA Information She Ff of brian an Ga Stfte Distres, AGMA (2003) ANSUAGMA 1012-C08, Gear Nomenclature, Def 180 21771-20078), Gees ~ Cylndreal Concept and Geometry 10 (2007) ‘Ways Pting deo rling contact, ASME. App. Mech 57, AS-AILA of Terms with lt Gears nd GetrPae Gear Stamping > Gear Manufacturing ee Gear Surface Pitting Failure and ting Life Analysis Rovexr Enncrs0 GEARTECH, Townsend, MT, USA ‘Synonyms ‘Contact fatigue of gear surfacess Hertzian contact fatigues Macropitings Macropiting resistance; Piting failure Pitting in gear surfaces; Rolling contact fatigue; Surface distress Surface durability Definition Hertzian fatigue is caused by repeated contact stresses that ‘cause surface or subsurface fatigue cracks and detachment of ‘material fragments from gear tooth surfaces. ANSV/AGMA 1010-E95 (1995) describes the characteristics ofthe failure G ..1324 G Gear Surface Ptting Faure and Pting Life Analysis Gear Surface Pitting Failure and Pitting Life Analysis, Fig. 1 Macropitting on a helical pinion mode. AGMA 925-03 (20032) gives information on effects of lubrication on gear surface distress, igure I shows macropitting on a helical pinion. Scientific Fundamentals Gear tooth load capacity based on Hertzian fatigue resis- tance is calculated according to industrial standards such as ANSYAGMA 2101-Do4 (2004) and 180 6336-2:1999 (1999). Although Hertzian stress is a major factor ‘governing Hertzian fatigue, the properties of the lubricant and its additives exert a strong influence (Etrichello 1992). ‘Therefore, to help prevent Hertzian fatigue, the physical and chemical properties of the lubricant should conform to the requirements of ANSHAGMA 9005-D94 (1994). Itis especially important that lubricant viscosity be appro: priate for the pitchline velocity of the gears to ensure adequate Hertzian fatigue resistance, Hertzian Stress Analysis Industrial standards (AGMA 2004; ISO 1999) calculate “Hertzian stress with an equation similar to (1). See reer- fences (AGMA 20032, 2004) for information on the variables used in (1)-(4) wn Hertzian contact stress, Nim Normal unitioad, Nim Semiwidth ofthe Hertzian contact band, mm Total load normal tothe gear tooth profiles at the operating pitch point N [Overload factor accounts for enernally applied loads induced by dynamics of the gear system, dimensionless Load disibution factor accounts for non-uniform distribution of load along the lines of contact between mating gear teeth, dimensionless | Dynamic factor accounts for internally generated gear tooth loads induced by non-uniform meshing action of gear teeth, dimensionless La | Minimum contact length, mm Xp_ [Load sharing factor, dimensionless Pa__ [Normal relative radius of curvature, mm , [Reduced modulus of elasticity, Nimm® ‘ina [Polsson’s ratio (pinion, gea dimensionless Ef: | Modulus of elasticity (pinion, gear N/mm™ Pitting Life Analysis Industrial standards (AGMA 2004; ISO 1999) use empir- ical methods to relate calculated values of Hertzian stress to empirical values of allowable contact stress with an ‘equation similar to (5). See reference (AGMA 2004) for information on the variables used in (5) A onY¥e Sx where ‘Sy Safety factor accounts for uncertainties or statistical vatlations in design analysis, material properties, and ‘manufacturing tolerances, dimensionless Tir | Allowable contact stress fora baseline design Ife such as 107 cycles, N/mm? Z| Stress-cycle Ife factor adjusts the allowable stress for a design life different than the baseline design life, dimensionless oN a o GB) E, (4) Za. | Hardness ratio factor accounts for work hardening that increases gear capacity, dimensionless ‘| Henzian contact stress, Nimm? Yo_ | Temperature factor accounts for reduction of fatigue strength at high temperature, dimensionless Ye_| Reliability factor accounts for statistical variation in fatigue strength, dimensionlesseat Surface Teatment G 1525 Key Applications Industrial standards such as (AGMA 2004; ISO 1995) provide fundamental rating formulas to evaluate gear tooth load capacity, Applicaton standards tailor the fun- damental formulas to particular applications uch as wind turbine geats (AGMA 2003) or marine gears (AGMA 194b} Cross-References > Gear Lubricants > Gear Lubrication > Gear Materials > Rolling Contact Fatigue References AGMA, ANSUIAGMA 905-096, Industrial Gear Lariat (1948) AGMA, ANSIIAGMA 6052-A04, AGMA Standard Standard fr Marne ‘Gear Unite Ring (1940) AGMA, ANSUAGMA 1010-135, AGMA Standard ~ Appearance of Ger Tee Trminloyof Waar and Fare (998) AGMA, AGMA 925-AD3, AGMA Infomation She ~ ifr of Lubrication 8 Gear Sure Dire, 20032) AGMA, ANSUAGMA/AWEA 6006-03, AGMA Stondard ~ Sanda fo Design and Speciation of Gearboxes for Wind Turbines, (20030) AGMA, ANSIIAGMA 2101-00, AGMA Standard Fundamental Rating actors and Calelaton Methods fr Ivoie Spar and Hell Gear Teh (200) 1 Brice, Fiction, Labvcaon, and Wear of Gas, in ASM Hand 180,80 6336-21999, 10 Intemational Standard ~ Calton oad Capac of Spur and Het Gears ~ Dart 2: Calan of Surface Dasa Ping (1999) Gear Surface Treatment Cuuantss D. Scrunre Beyta Gear Service, Winfield, IL, USA ‘Synonyms ‘Coatings Honings Lapping; Shavings Superfinishing Gear surface treatment is any process performed on the operating surfaces of gear teeth to improve their performance Scientific Fundamentals ‘Manufacturing processes produce gear tooth surfaces with characteristics that may not provide optimum operating performance. In some cases, these characteristics are considered “errors” in that the processes used are unable to produce the geometrical shape or accuracy required by the drawings. In other cases, the parts comply with the drawings but additional processing is needed to improve ‘operating performance. In the earliest days of gear mak- ing, all gears were “hand fitted” to overcome inconsis- tencies in their manufacture, The introduction of ‘machine-cut teeth initially reduced the need for “Siting.” bbut as loads and rotational speeds increased, gear makers began to “adjust” contact patterns again to reduce noise and vibration, improve load capacity, and extend service lite ‘Avariety of “surface treatment” options are employed today. Al but one involve removing material from the tooth surface, thus reducing the “peak to valley” variation and improving the effective film thickness ofthe lubricant. ‘The final technique applies a substance to the surface, filing in some of the valleys, and providing at least a temporary improvement to lubrication conditions. Each method, described in more detail below, has its place in the gear trade. Surface Finish Versus Manufacturing Method AGMA 2000 docs not include surface finish in its tolerancing, Table I shows the AGMA quality levels nor: ‘ally produced by common production methods. Com: pring this table with Table 2 on Surface Finish vs. Production Method shows that there is an indirect rela- tionship between “quality” and “surface finish” Specifying 1 tooth surface finish may require costly gear finishing processes. Surface finish hasan effect on lubricant specific film thickness. While no consensus “standard” has been published on which lubricant viscosities are needed with which surface finishes, itis clear that higher viscosity oil is needed when coarser finishes are present, The use of the higher viscosity lubricant may or may not be possible in some applications due to cold starting conditions, thermal considerations, or other issues. Methods for Improving Surface Finish Lapping Lapping ~ the oldest gear “finishing” method ~ involves running a set of gears with an abrasive fluid in place of the lubricant. This process was developed to adjust for cutting. inaccuracies, increase backlash, and improve surface fin- ish. Lapping is no longer widely used as sophisticated gear inspection techniques have revealed that excessive lapping. can destroy the involute form cut into the teeth, Modern gear cutting equipment can usually produce parts that do