DYNAMIC LOADS ON SPUR GEAR TEETH

by

BENJAMIN HSI-LU YEH

B . S c , Taiwan University, China, 1954

A THESIS SUBMITTED IN PARTIAL FULFILMENT OF

THE REQUIREMENT FOR THE DEGREE OF

MASTER OF APPLIED SCIENCE

In the Department

of

MECHANICAL ENGINEERING

We accept t h i s thesis as conforming to the

required standard

THE UNIVERSITY OF BRITISH COLUMBIA

J u l y , 1959
 ABSTRACT

The l o a d on gear t e e t h w h i l e i n o p e r a t i o n has long been an open

question. So many v a r i a b l e and uncertain f a c t o r s are involved that i t is

not s u r p r i s i n g t h a t many d i f f e r e n t formulas and r u l e s have been proposed

from time to time. Few, i f any, systematic experiments were made to obtain

data on t h i s s u b j e c t u n t i l about 1923, when the ASME S p e c i a l Research

Committee on the S t r e n g t h of Gear T e e t h was organized and the Lewis gear-

t e s t i n g machine was built. The r e s u l t s of t h i s Committee's work were

published i n an ASME Research P u b l i c a t i o n , 1931, e n t i t l e d "Dynamic Loads on

Gear T e e t h " .

F o r the experiment i n t h i s t h e s i s , a gear t e s t i n g machine was designed

and b u i l t i n order to i n v e s t i g a t e the dynamic loads on gear t e e t h . Strain

gages were a p p l i e d to one o f the t e s t gear t e e t h and the main s h a f t , and

were c a l i b r a t e d to g i v e an i n d i c a t i o n of tooth l o a d and shaft torque

respectively. A s t a t i c tooth l o a d c a l i b r a t i o n on a s t r a i n i n d i c a t o r was

made by means of a l o a d arm, a c a b l e and dead w e i g h t s . The static calibration

helped to set the i n d i c a t o r so t h a t the r e a d i n g shown on i t d u r i n g the dynamic

load t e s t c o u l d be c o n v e r t e d to the t r u e load a p p l i e d . D u r i n g the dynamic

l o a d t e s t of each t e s t s e r i e s , photographs o f the o s c i l l o g r a p h t r a c e s were

taken a t d i f f e r e n t machine speeds and at s e v e r a l d i f f e r e n t v a l u e s o f nominal

torque.

The p r i n c i p a l o b j e c t o f these t e s t s was to determine loads between gear

t e e t h under o p e r a t i n g c o n d i t i o n s by u s i n g s t r a i n gages and electronic recordings

At the p r e s e n t time, the e x p e r i m e n t a l work i s l i m i t e d to i n v o l u t e spur gears

only.
 - iii -

It i s suggested by most gear experts, that the dynamic tooth load

may be considered as the sum of the s t a t i c load and the increment load.

The experiments show c l e a r l y that the precise gears have no increment

loads on t h e i r teeth, and that the measured maximum tooth loads are almost

the same at different test speeds.

The formula f o r evaluating the dynamic load on spur gear teeth,

developed by Earle Buckingham, gives s l i g h t l y higher values than the

measured loads at low speed (approximate p i t c h l i n e v e l o c i t y 90 fpm),

but diverges widely from the present experimental r e s u l t s at high speed

(approximate p i t c h l i n e v e l o c i t y 2800 fpm).

 In presenting this thesis in partial fulfilment of

the r e q u i r e m e n t s f o r an advanced degree at the University

of B r i t i s h Columbia, I agree that the Library shall make

it freely a v a i l a b l e f o r r e f e r e n c e and study. I further

agree t h a t permission for extensive copying of t h i s thesis

for s c h o l a r l y p u r p o s e s may be g r a n t e d by the Head o f my

D e p a r t m e n t o r by his representatives. I t i s understood

that c o p y i n g or p u b l i c a t i o n of t h i s thesis for financial

gain s h a l l not be a l l o w e d w i t h o u t my written permission.

Department

The U n i v e r s i t y o f B r i t i s h Columbia,
V a n c o u v e r 8, C a n a d a .

Date
 CONTENTS

Acknow1edgement

Abstract

Chapter

I. Brief History

II. Description of the Gear Testing Machine

III. C a l i b r a t i o n and Test Procedure

A. C a l i b r a t i o n of Torque Measuring Bridge on

Main Shaft

B. C a l i b r a t i o n of Bridge Measuring Tooth Load

C. Test Procedure When Measuring Dynamic Load.

IV. Experimental Results

A. F i r s t Test Series - NRC Involute Spur Gears

B. Second Test Series - Canadian Sumner Form

Cut Gears

C. Third Test Series - Second P a i r of NRC Involute

Spur Gears.

V. Comparison of Calculated Dynamic Loads and Actual

Measured Results

VI. Conclusions

Appendix

Bibliography
 ACKNOWLEDGEMENTS

The w r i t e r wishes t o e x p r e s s h i s g r a t i t u d e t o t h e s t a f f o f t h e

Department o f M e c h a n i c a l E n g i n e e r i n g , University of B r i t i s h Columbia,

e s p e c i a l l y t o P r o f e s s o r W.O. Richmond, f o r t h e guidance and h e l p

r e c e i v e d throughout t h i s r e s e a r c h p r o j e c t .

T h i s r e s e a r c h was made p o s s i b l e by funds s u p p l i e d by t h e N a t i o n a l

Research C o u n c i l under a g r a n t - i n - a i d t o P r o f e s s o r W.O. Richmond.

 -1-
0

CHAFTSR I

BRIEF HISTORY 1

The dynamic load i s the maximum momentary load imposed on the gear teeth

by the conditions of s e r v i c e , including the influence of errors i n the gear

teeth themselves. The nature and extent of these dynamic loads on gear teeth

have been studied by many investigators and i t seems that i t s t i l l remains

an open question.

One of the e a r l i e s t e f f o r t s to account for the increase i n dynamic load

due to v e l o c i t y was the use of a v e l o c i t y f a c t o r . Several gears were tested

to destruction under s t a t i c load, and the r e s u l t s compared those from other

gears of the same s i z e , strength and material tested to destruction at various

speeds. The r a t i o of the dynamic f a i l u r e load to the s t a t i c f a i l u r e load i s

c a l l e d the v e l o c i t y f a c t o r .

Oscar Lasche^ f i r s t : c o n s i d e r e d the e f f e c t s of tooth errors i n 1899 and

came to the conclusion that the tooth e l a s t i c i t y affected the permissible

error. In other words, a greater error i s permissible with e l a s t i c teeth than

with r i g i d teeth, because they can absorb the instantaneous forces without

disturbing the r o t a t i n g masses.

In 1908, Ralph E. Flanders discussed the nature of dynamic loads and

stated "After some r e f l e c t i o n , the w r i t e r has come to the conclusion that a

v a r i a t i o n i n the strength of p e r f e c t l y formed gearing, due to a v a r i a t i o n i n

the v e l o c i t y , can be due to but one t h i n g — impact caused by the imperfect

meshing of otherwise p e r f e c t l y shaped teeth, deformed by the load they are

transmitting".

Marx^ ran a number of tests at various p i t c h l i n e v e l o c i t i e s at Stanford

University between 1911 and 1915. The r e s u l t s of these t e s t s , (1) emphasized

 - 2 -

the importance of contact r a t i o (2) questioned the commonly used v e l o c i t y

factors, and (3) indicated that the cutting accuracy had a pronounced effect

upon the strength at high speed.

Between the years 1900 and 1931 the idea that the dynamic load could be

considered as the sum of the transmitted load and ah incremental load

"V " . . . . . . .

gradually gained support. This equation may be expressed as

w d = W + i
w

where i s the incremental load and i s due to tooth-form and spacing errors,

unbalance, f l u c t u a t i n g loads and the deformation of the teeth under load.

W i s the transmitted load which i s the useful corapoment of force which i s

transferred from one gear to another during action.

Research under the auspices of the ASME Special Research Committee on

the Strength of Gear Teeth was organized i n 1923. The research was conducted

at the Massachusetts I n s t i t u t e of Technology by Earle Buckingham^. Buckingham's

report gave the following equation for dynamic loads.

W
d +yF <2F
a 2 - F )
a

where E a i s the acceleration load which i s p r a c t i c a l l y independent of the

applied load and F 2 i s the force required to deform the teeth the amount of

the e f f e c t i v e tooth e r r o r .

This Buckingham equation generally gives values of the dynamic load

which are several times the nominal load. This led Professor W. 0. Richmond

to doubt the v a l i d i t y of Buckingham's method and to decide on an experimental

program f o r the purpose of measuring actual tooth loads.

Buckingham wrote a mathematical a n a l y s i s of the mechanics of gearing

which was published i n h i s book " A n a l y t i c a l Mechanics of Gears" - i n 1

1949.

Darle W. Dudley commented i n h i s book "Modern Gear Design" 6

— "The Buckingham

method gives values of the dynamic load which are s l i g h t l y high but i t -, i s
 - -
3

the best method a v a i l a b l e and w i l l show c l e a r l y the e f f e c t of masses, shaft

s t i f f n e s s e s , and tooth errors i n producing dynamic overloads".

Professor w, A. Tuplin ^ has derived a formula f o r computing the dynamic

increment of a p a i r of high-speed gears from known design f a c t o r s . His works

are based on the wedge analogy for the i n s e r t i o n or withdrawal of error

between meshing gear teeth. The equation f o r dynamic increment force , F, i s

F = k e„

where k i s the s t i f f n e s s of a two-gear system and e e i s the e f f e c t i v e error

as determined from the design curve, which i s used to f i n d the r a t i o of

e f f e c t i v e error to actual error from the r a t i o of time consumed by introduc-

t i o n of error to natural period of v i b r a t i o n .

In 1955, Reswick ^ developed an expression f o r dynamic tooth loads based

1

on a study of a simple physical mechanism which was used to simulate gears

i n action and gave physical insight into the dynamic behaviour of gears.

Reswick*s p r e d i c t i o n f o r dynamic tooth loads are i n general, i n some cases,

agreement with those predicted by Buckingham*^ equation.

Professor G.. Niemann and H. R e t t i g 1 1

have made an attempt to measure the

actual dynamic tooth forces on a p a i r of loaded gear with the help of some

indicators (which are s i m i l a r to the function of s t r a i n gages). In t h e i r

experiments the following conclusions were made and the report was published

i n January 1957« (1) Dynamic incremental tooth forces occur even i n the

accurate cut gears* (2) with .a small applied load the influence of the

dynamic incremental forces i s s i g n i f i c a n t l y large, (3) increasing the applied

load by, f o r example, 1007. the tooth root stress and tangential tooth pres-

sure increase less than 1007., since the dynamic incremental forces do npt

increase to the same extent, (4) by increasing the speed, the tooth root

stress increases less than the tangential tooth pressure.

 - A -

In order to measure dynamic loads on gear teeth, a dynamical gear

testing machine, and a s t r a i n gage apparatus, which are very s i m i l a r i n

p r i n c i p a l with the one devised i n t h i s research, were devised by M. Utagawa -' J

in 1956. The testing machine i s a power-feed bacK type and has two p a i r s

of gears loaded against each other on two p a r a l l e l shafts. One p a i r i s test

gears and the other i s speed up gears. The applied toque i s measured by

s t r a i n gages attached to the torsion shaft. And the s t r a i n gage f o r measur-

ing tooth stress i s attached to the tooth flank near the f i l l e t curve at

the back face of a gear tooth. The stress-cycles or s t r a i n - c y c l e s of the

tooth are observed through a cathode-ray o s c i l l o s c o p e . In the experiments,

Utagawa found that the measured stresses at the spot where a s t r a i n gage

i s attached were nearly equal to the calculated r e s u l t s . Loads and s t r a i n s

are proportional at the same acting point. The frequency of the dynamic

load v a r i a t i o n almost coincided with the natural frequency of the v i b r a t i o n

system formed by the gear and pinion and the mating teeth. Increment load

becomes larger as the v e l o c i t y increases, and the contact r a t i o has influence

on the dynamic load.

r
 - 5 -

CHAPTER I I

DESCRIPTION OF THE GEAR TESTING MACHINE

In order to obtain data on the dynamic loads acting on gear teeth under

operating conditions/ a t e s t i n g machine was constructed i n 1956 under the

guidance of Professor W, Q. Richmond, Department of Mechanical Engineering,

The University of B r i t i s h Columbia. The general arrangement of the t e s t i n g

machine i s shown.in F i g . 1.

In the machine, the p a i r of test gears, 'E' and »F», i s loaded against

a p a i r of master gears »D». The gears have 24 teeth of 4 diametral p i t c h .

The master gears.are 2 inches i n face width and have a 20-degree pressure

angle. The machine i s designed f o r test gears of 1 inch face width.

res T GEAR B

£XT£NS/ON
I SHAFT

y TEST 0 EAR>

'A.C MOTOR
GEAR HOUSING I
FLOAT I NO
GEAR HOUSING J

F>3-1 A SKETCH OF GEAR T65TIN6 MACH/N6

 - 6 -

The p a i r of master gears i s enclosed i n a f l o a t i n g housing 'J* which

can pivot about the main shaft 'A' as shown i n F i g . 2. Rotation of the

housing i s prevented by a set screw which contacts a load r i n g located

beneath. Tightening of the screw which bears on the load measuring r i n g t i l t s

the housing thus producing torque i n the shaft and tangential load on the

teeth of the master gears *D'. Equal and opposite torques are produced i n

the shafts »A and »B».

1

The main shaft 'A' with the test gear on one end and the master gear

on the other end i s supported by b a l l bearings and i s connected to a d r i v i n g

motor by a small coupling 'G*. The machine i s driven by a 3 hp induction

motor operating at 1780 rpm f o r high speed t e s t s . For low speed t e s t s , a

small \ hp, 1725 rpm, driving through a gear reducer with a reduction r a t i o

of 30 to 1 i s used, so that the test gears revolve at about 60 rpm. The

driving motor supplies f r i c t i o n and bearing losses.

Two secondary shafts, *B' and 'C , p a r a l l e l to the main shaft 'A* are
1

connected by an American D - l l coupling *H» of the Oldham type. The larger

secondary shaft 'B c a r r i e s the test gear *E» which i s loaded against the
1

other test gear 'F» c a r r i e d by the main shaft i n the gear housing » I . At 1

the end of this shaft an attached extension shaft with s l i p rings on i t

projects through the plexiglass cover p l a t e . The conductors which transmit

the signal of the gear tooth s t r a i n gages pass through the core of the

hollowed extension shaft and connect to the s l i p rings. The smaller secondary

shaft •C c a r r i e s a master gear i n the pivotted housing ' J * .

The torque i n the shaft i s measured by means of four SR-4 s t r a i n gages

cemented to the shaft. The gages are of type C - l , with a resistance of 502 + 2

ohms, the gage factor i s 3.35 + 1%. The gages are cemented at a 45° angle

with respect to the shaft axis to measure the p r i n c i p a l t e n s i l e and compression

 6.COO"

... — m ^- T7
plodding gear

Master gear D ^

'Seccnjor 1 L oad
Mo/n
tin a
shaft A shaft C

OH level

1v
^~ **t "* T^. V

run
Oil drain

Fiame of Gear
U Section on F/ootmy Gear Housing 'J '
 - 8 -

strains induced by the torque. The gages .are connected i n a Wheatstone-

bridge c i r c u i t , as shown i n F i g , 3 to s l i p rings which are mounted on the

main shaft. Conducting brushes attached to the stationary frame complete

the e l e c t r i c a l connections between the gages and the external electronic

instrumentation. With t o r s i o n a l moments as indicated, gages R-^ and R^ are

strained i n tension and gages R 2 and R^ i n compression. This conventional

arrangement of s t r a i n gages gives four active bridge legs on the rotating

shaft.

For measuring gear tooth loads, four SR-4 s t r a i n gages of type C-7,

with a resistance of 505 + 3 ohms, gage factor 3.27 + 27. are placed at the

f i l l e t s of the middle tooth as shown i n F i g . 4. The sensitive wires inside

the gages are p a r a l l e l with the l i n e drawn through the corner of the tooth

and tangent to the f i l l e t , and the center l i n e of the gage i s at the fillet.

These gages are connected i n a Wheatstone-bridge c i r c u i t as shown i n F i g . 4;

the leads being brought out to the electronic instruments v i a the s l i p r i n g

assembly shown i n F i g . 5a.

The two s t r a i n gage bridges are connected through a balancing and

c a l i b r a t i n g switch to an E l l i s BAl^L-l s t r a i n indicator. The output from the

indicator i i s displayed on a cathode ray o s c i l l o s c o p e . The switch enables

either the shaft torque or the gear tooth load to be selected f o r display

on the screen of the cathode ray tube.

The sweep of the o s c i l l o s c o p e i s i n i t i a t e d , or t r i g g e r e d , by a contact

point on the s l i p r i n g disc f o r the tooth s t r a i n gage bridge ( F i g . 5a).

The location of t h i s contact point i s adjusted so that the sweep s t a r t s

s l i g h t l y before the tooth with s t r a i n gages makes contact with another tooth.

The speed of the sweep i s adjusted so that the tooth load record occupies

a major portion of the screen.

 -9 -

45°K
ft

SLIP R/HQ

1
— ( f - i

o - BAM-I QSC/LLO-
INDICATOR GRAPH

BRUSH
ROT A T/NO STAT/ONARY

f;$. 3

F. FRONT OF THE TOOTH

B : SACK OF TH£ TOOTH

FOR TOOTH <5AQ6S

3- 4
 - 10 -

To r e l a t e the speed of the cathode ray trace to the p i t c h l i n e v e l o c i t y

of the gears, the device shown i n F i g . 5b i s used. A voltage pulse i s

generated i n the c o i l when a tooth passes the magnitized core and t h i s voltage

v a r i a t i o n i s recorded to determine the tooth space i n t e r v a l .

 - 11-

^5lip ">$
r
^

Fig. 5c? S//p Ring and Carbon Brushes

\,r>
Timing device Magnet

Wire lead to . P/exi(floss cover

06 c /i/o graph ^ of guar housing I
| u - • i

Test gear £

shaft A •\ j
^ 1" V

Fig. 5b Tooth Speed Measuring Device

 - 12 -

CHAPTER III

CALIBRATION AND TEST PROCEDURE

A. C a l i b r a t i o n of Torque Measuring Bridge on the Main Shaft.

The strain-gage bridge on the main shaft for measuring the torque

transmitted by the test gears was c a l i b r a t e d by applying weights at the

end of a 20 inch lever. The arrangement of lever and weights i s shown

i n F i g . 6.

It was hoped that the torque could also be obtained by measuring

the reaction of the pivotted housing containing the master gears by a

s t e e l r i n g with s t r a i n gages attached. However, the reading was

adversely affected by the adjacent f l e x i b l e coupling, so that r e l i a b l e

results were not obtained.

B. C a l i b r a t i o n of Bridge Measuring Tooth Load.

The output of the s t r a i n gage bridge attached to the root of the

gear tooth was c a l i b r a t e d by the arrangement shown i n F i g . 6. The

output of t h i s bridge i s proportional to the bending stress or bending

moment at the root of the tooth. This i s not d i r e c t l y proportional to

load because of the changing moment arm as the contact point travels

down the face of the tooth. Thus the c a l i b r a t i o n had to take into account

the p o s i t i o n of the force on the tooth as well as the load magnitude.

Hence the tooth load conversion charts ( F i g . 7) are needed to obtain

the load acting on the tooth.

For the purposes of reference, gear teeth with s t r a i n gages

attached may be labelled as shown i n F i g . 6, namely, teeth 2A, 1A, 0, 1R,

and 2R; where A means teeth ahead of middle tooth 0, and R means teeth
 Coble

r * — Load arm 'a/leu

3 ear ho vs./rig I

Line of action fangt

to base circle-^
Base c/rc
6.000

Test
Main 77 gear E
Shaft A &y /Strain cjtfjt
S / On Tooth O r

Drill
Secondary \

rig
roa 1 £
Shaft B ' '
i
Load oppiied at pitch /,/
line on Tooth IA /
Centre heaht obeve the
reference <surfoce

Ca/cuIo7g this distance af>d

moke bloc A to suit Stock (grind'c/eoraoce as necessary f
1—, _ L

Finished surfaces

Static Ca/ibrat/on of QridjQ M e a ' a r / n ^ Tooth Load

r i
9- 6
 - 14 -

behind the middle tooth.

S t r a i n gages on the tooth 0 were connected i n a bridge c i r c u i t

(see F i g . 3). This connection gives almost no reading for the loads

applied to teeth 2A, 1A, 1R, and 2R, but a maximum reading f o r the

loads applied to tooth 0.

Loads tangent to the base c i r c l e of the gear and normal to the tooth

surface were applied at the t i p of the tooth, on the p i t c h l i n e , and

at the point on the tooth p r o f i l e at the end of the tooth engagement.

The loads were applied by putting a special designed s t e e l block

together with an eighth inch diameter s t e e l d r i l l rod underneath the

tooth as shown i n F i g . 6. The t o t a l height of the block and the rod was

accurately calculated for each of the three positions previously

described.

During s t a t i c c a l i b r a t i o n adjustment had to be made i n the coupling

to allow the gear to take up the desired p o s i t i o n and yet maintain the

loading arm at right angles to the cable supporting the weights.

The tooth load conversion charts f o r d i f f e r e n t p a i r s of gears were

plotted on a tooth contact cycle b a s i s . The v e r t i c a l scale of the

oscillograph display w i l l have to be corrected by t h i s chart to give

the true tooth loads.

A sample of the tooth load conversion chart i s shown i n F i g . 7.

C. Test Procedure When Measuring Dynamic Load.

The following procedure was followed i n the dynamic load t e s t s .

After the machine was started the desired load was applied u t i l i z i n g

shaft torque measurement as a guide. The readings for each run included

the speed, the average torque and o s c i l l o g r a p h records of the shaft

torque v a r i a t i o n , the dynamic load record from the tooth, and a record
 - 15 -

i n d i c a t i n g the tooth speed. Tests were run at two speeds, slow

operation at about 60 rpm (92.4 fpm p i t c h l i n e v e l o c i t y ) and fast

operation at nearly 1800 rpm (2825 fpm pitch l i n e v e l o c i t y ) . Records

were taken f o r torque values of 500, 1000, 1500, and 2000 i n - l b s .

Tests were carried out on three pairs of gears, two p a i r s were

20° f u l l depth involute cut by the National Research Council, and one

pair was 14%° f u l l depth cut by the form cutter method at the Canadian

Sumner Iron Works. One pair of NRC gears had bushings i n s t a l l e d i n

the bores, which made the tooth p i t c h c i r c l e eccentric to the bore

of the gears.

A/ore..
Loads measured normo/

TO TOOTh iSUr-foce.

Point OF- Point pCIHl OF

CONTACT CONTACT

2 PAIRS OF 2 pAlfiS OF
TEETH CAMY"*,
TtMTH TEETH CAKF-VIN*
CARHY/H6 THt LOAD
THE LOAD

CONTACT CYCL&

Fig 7 TOOTH LOAD CONVERSION CHART OF TH£

F/RS7 PAIR of NRC MAD£ 20-DEG. INVOLUTE SPUR G£ARs
 - 16 -

CHAPTER IV

EXPERIMENTAL RESULTS

F i r s t Test Series - NRC Involute Spur Gears (20-degree pressure angle)

This test series was run i n two parts, f i r s t with the gears set

so that the e c c e n t r i c i t y of the bores were i n opposite d i r e c t i o n s , and

second with the e c c e n t r i c i t y i n the same d i r e c t i o n .

a) Machine at low speed

The t y p i c a l records f o r the f i r s t test series are shown i n

Fig. 8. F i g . 8a shoxas a t y p i c a l shaft torque v a r i a t i o n record

obtained from the s t r a i n gages on the main shaft. The straight

line at bottom of the diagram represents the zero reading of the

instrument. The upper curve i s the torque v a r i a t i o n under a

measured torque of 1950 i n - l b . , when the gears were r o t a t i n g at

56 rpm (88 fpm p i t c h l i n e v e l o c i t y ) . The nature of the torque

v a r i a t i o n for a f u l l revolution i s shown i n F i g . 8b. The tooth

load v a r i a t i o n obtained at 88 fpm p i t c h l i n e v e l o c i t y under a

measured torque of 1950 i n - l b . i s shown i n F i g . 8c. By using

the tooth load conversion chart ( F i g . 7) the corresponding acting

tooth load diagram was plotted i n F i g . 8d. In the diagram, i t

was found that the load on tooth 0 where the s t r a i n gages were

attached increased gradually from zero value at the i n i t i a l point

of contact to a maximum value which was achieved when tooth 0

c a r r i e d the f u l l load. The load decreased gradually as the p a i r

of following teeth came into contact, and the load became zero

at the f i n a l point of contact. The similar tooth load diagrams

(Fig. 10a and 10b) were obtained for the second test series at a
 - 17 -

measured torque of 2020 i n - l b .

As the torque values were reduced, the shaft torque v a r i a t i o n

maintained the same pattern as shown i n F i g . 8a and 8b. However,

the tooth load curve shows an increase i n the duration of maximum

load as i l l u s t r a t e d i n F i g s . 8c to 8 j . At higher load, the maximum

tooth force only appeared during the period when one tooth c a r r i e d

the whole load* As the torque was reduced to a lower value, the

tooth load reached a maximum value e a r l i e r and t h i s condition

persisted f o r nearly h a l f the contact c y c l e .

Machine at high speed.

A l l the records obtained at high speed ( F i g . 9 and F i g . 11)

have the same pattern as at low speed, but v i b r a t i o n e f f e c t s were

present.

The upper curve i n F i g . 9a shows a t y p i c a l record of shaft

torque v a r i a t i o n obtained at 1775 rpm (2786 fpm p i t c h l i n e v e l o c i t y )

under a measured torque of 1600 i n - l b . The lower curve i n the

same diagram represents the zero reading of the instrument. The

shaft torque pattern of second test series at a measured torque of

2320 i n - l b . i s shown i n F i g . 11a.

The i r r e g u l a r i t y of the zero curve may be explained as follows:

F i r s t l y , the s l i p rings on the main shaft are composed :of

two halves with the r e s u l t that a gap and an i r r e g u l a r i t y exists

at the junction of the two halves. The discontinuity of the rings

produces v i b r a t i o n of the brushes and a v a r i a t i o n of the brush

pressure. At 60 rpm t h i s change i n pressure i s very small. Since

the change of pressure i s proportional to the square of the speed,

 -IS-

the change i n pressure at 1800 rpm i s 900 times as great as at

60 rpm. This pressure v i b r a t i o n causes the contact resistance to

vary. T h i s i s one of the cause of r i p p l e s i n the zero curve.

Also the r i p p l e i s much effected by dust on s l i p rings — clean

rings give a smoother s i g n a l .

Secondly, generator e f f e c t may have had some influence.

The four s t r a i n gages which compose the Wheatstone-bridge c i r c u i t ,

form a closed c i r c u i t . If the closed c i r c u i t cuts a magnetic

f i e l d (the earth's f i e l d or a f i e l d due to the current i n nearby

conductors) then voltage w i l l be set up between the terminals of

the c i r c u i t . The magnitude of t h i s voltage was not determined.

F i g . 9b shows the shaft torque v a r i a t i o n f o r a f u l l revolution

under a measured torque of 1600 in-lb.

The tooth load v a r i a t i o n at high speeds i s i l l u s t r a t e d i n

F i g s . 9c to 9h. F i g s . 9c and 9d represent the tooth load v a r i a t i o n

under a measured torque of 2200 i n - l b .

Reducing the nominal torque value to 1000 i n - l b . , more r i p p l e s

appeared i n the tooth load pattern and a longer period of maximum

load i s evident as shown in- F i g . 9h. The r i p p l e represents the

natural frequency of e l a s t i c system which i s 2770 cps by measuring

from the record.

The t y p i c a l records of second test series at high speed are

shown i n F i g s . 11a, l i b , and 11c. For these records the machine

was run at 1795 rpm (2820 fpm p i t c h l i n e v e l o c i t y ) with a measured

torque of 2320 i n - l b .

As .mentioned e a r l i e r , the oscillograph records were analysed

by p l o t t i n g maximum measured tooth loads against the torque applied

 - 19 -

on the shaft to the same time scale, as shown i n F i g . 12.

With the e c c e n t r i c i t y of the gears i n opposite d i r e c t i o n

curve 2 was obtained. Curve 2 represents the test series run

at low speed, and curve 3 i s the high speed r e s u l t . Both curves

are f a i r l y close to the t h e o r e t i c a l prediction (curve 1) i n

which the forces on the tooth are equal to the torque applied

divided by the base c i r c l e radius of the gear. For the same

torque value, the maximum tooth loads at low speed are higher

than the t h e o r e t i c a l curve while the maximum tooth loads at

high speed are s l i g h t l y lower than the t h e o r e t i c a l curve.

With the e c c e n t r i c i t y of the gears i n the same d i r e c t i o n

curve 5 f o r low speed, and curve 4 for high speed were obtained.

The maximum tooth load at low speed (curve 5) was s l i g h t l y

greater than at high speed (curve 4) the same as i n the previous

test. Both curves '4 and 5 are farther from the t h e o r e t i c a l

curve and t h i s may be due to interference between teeth.

 - 20 -

•/ Tooth Space
2.

2<90O //>-/©

Hm 9I8

(.-typical)

Fig.8a Shaft torque variation under a

measured torque of 1950 in-lb at low
speed. (Test No. 5)

MM IMl
s —
SSSSS5SSSS 2 — " * 1'

Fig. 8b Shaft torque variation for f u l l

revolution at 1950 in-lb at low speed.
(Test No. 5)
 - 21 -
• / Tooth Space
740 lb
1000 lbs—

{typical)
— CONTACT CYCLE. •
(l.Sf TOOTH SfAZS)

Pig.8c Tooth load variation at a Fig.8d Force diagram

measure torque of 1950 i n - l b at of P i g . 8o.
low speed. (Test No. 5)

5-75 lb

Figo8e Tooth load variation at a F i g . 8f Force diagram

measured torque of 1500 i n - l b at of Pig 8e.
0

low speed (Test No. 5)

Fig.8g Tooth load variation at a Fig.8h Force diagram

measured torque of < U 0 0 i n - l b at of Pig.8g.
low speed. (Test No. 5)

-/. 34 TOOTH SPACe

F i g . 81 Tooth load variation at Pig. 8j Force diagram
a measured torque of 410 i n - l b of F i g . 8 i
at low speed. (Test No. 5o)
(Double Scale)
 - 22 -

Fig. 9a Shaft torque variation at a

measured torque of 1600 in-lb at high
speed (Test No* 6)

Fig. 9b Shaft torque variation for f u l l

revolution at 1600 i n - l b at high speed.
(Test No. 6)
 - 23 -

-/ •footh .space, -fyp

ISo it,

looo lb —
4bo it

0
•fyp ICO I
CCNlACT PT- |
CONTACT CYCLE
{1-6 t TOOTH SPACE)
Fig.9c Tooth load pattern at a P i g . 9d Force
measured torque of 2200 i n - l b diagram of
at high speed. (Test No. 6) F i g . 9c.
 - 24 -

JOOO /bi

CCNTAZ.T CYCLE
(7.SS 7C0TM SPA-E)

P i g . 10a Tooth load p a r t e m at a measured F i g . 10b Foice

t o r i u e of 2020 i n - l b at low .:peed. diagram of
(Test No. S) F i g . 10a o

2000
>'n-lb

/OOO

F i g . 10e Shaft torque pattern a t a measured

tarquo of 2020 i n - l b at low speed, (fest No.8)
/ - 25 -

y^T^ tooth spoce, -fyp.

/OOO lbs

*5< /
It J

T
Q: -J
;>

ii o

y PClNT
PITCH

CONTACT CYCLE
(I.S7 TOOTH SPACE)

Pig.11a Tooth load pattern at a Pig. l i b Force

measured torque of 2320 i n - l b at diagram of F i g . 11a.
high speed (Test No. 7)

2000
i*-lb

/OOO

F i g . l i t Shaft torque pattern at a

measured torque of 2320 i n - l b at
high speed (Test No. 7)
 - 26 -

1000

vo
800
-J

§ 600

S
o
o
K
400

3
200
§
5

MEASURED TORQUE VARIATION ON SHAFT ( i n - l b s )

(Torque values areon the same time scale as tooth load)
F i g . 12 Analysis of oscillograph records with the f i r s t pair of NRC
gears (20-deg. pressure angle)
Curve 1 Theorteical tooth load curve
Curve 2 Maximum e c c e n t r i c i t y vs minimum e c c e n t r i c i t y at low speed.
Curve 3 Maximum e c c e n t r i c i t y vs minimum e c c e n t r i c i t y at high speed 0

Curve 4 Both maximum e c c e n t r i c i t i e s meshed at high speed.

Curve 5 Both maximum e c c e n t r i c i t i e s meshed at low speed 0
 - 27 -

Second Test Series - Canadian Sumner Form Cut Gears (14% degree
pressure angle)

The second test series were conducted according to the same

general procedure as detailed f o r the f i r s t test s e r i e s , with the

exception that a f t e r each t e s t , one of the gears was rotated one

t h i r d of a turn so that a d i f f e r e n t tooth on one gear was meshed

with the tooth on the other gear to which the s t r a i n gages had been

attached. This was done i n order to compare the c h a r a c t e r i s t i c of

the load pattern f o r d i f f e r e n t p a i r s of mating teeth.

The r e s u l t s of the three series of tests are shown i n figures 13

to 18 f o r the d i f f e r e n t meshing conditions.

From the c h a r a c t e r i s t i c loading patterns, one can see that one

tooth only carries the load, there i s no sharing of load as i n more

accurately cut gears. The v i b r a t i o n i s pronounced i n the high speed

tests. E s s e n t i a l l y s i m i l a r load patterns were obtained f o r a l l three

meshing conditions.

The records were analysed by p l o t t i n g curves with the torque

v a r i a t i o n on the shaft as the abscissa, and the maximum true tooth

loads as ordinates.

In F i g . 19, curve 1 represents the t h e o r e t i c a l tooth load which

equals the applied torque divided by the base c i r c l e radius of the

gear. In running the t e s t , the p a i r of teeth i n contact were marked

A* and curve 2 was obtained at low speed, then one gear was s h i f t e d
?

by one t h i r d of a revolution so that the tooth marked 'B' on the

driving gear was i n contact with tooth 'A* on the driven gear, and

curve 3 was obtained at low speed. S i m i l a r l y , curve 4 was obtained

when a p a i r of teeth marked 'C* and 'A were meshed together.

1
 - 28 -

Curves 2, 3, and 4 which are plotted from the experimental data,

diverge appreciably from the t h e o r e t i c a l p r e d i c t i o n (curve 1). This

i s very l i k e l y due to c a l i b r a t i o n e r r o r s .

At-high speed, severe v i b r a t i o n i s evident i n the records thus

making analysis d i f f i c u l t .

From a comparison of measured maximum tooth loads i n the

experimental r e s u l t s , i t can be seen that the Canadian Sumner Gears

have f a r greater tooth loads than the NRC gears.

When analysing the tooth load records as a f i r s t approximation,

the tooth can be considered to be an undamped linear single-degree of

freedom system subjected to a. load which i s gradually applied and then

maintained indefinitely. The detailed analyses are given i n Chapter V.

 \mwri_

111
II

m m

F i g . 14« Shaft torque v a r i a t i o n a t a

•MMMMd torque o f 1620 i n - l b
a t high speed ( T e a t Ho. 10)
 - 30 -
/ t o o t h s p a c ej ~fyp.

1 3
OOO lb
850

1
II1
•1 11
S3
fe sas corrrACT cycle \
(leg -roerk SPACE)'
F i g . 13b Tooth load pattern at a
measured torque of - 2000 i n - l b at Fig.13c Force diagram
low speed. (Test No. 9) of F i g . 13b

62o lb

F i g . 13d Tooth load pattern at a F i g . 13e Force diagram

measured torque of 1450 i n - l b at of F i g . 13d
low speed (Test No. 9)

••ii g m

•ll
lb
i&o

••SIMSSS!
i

WlM TOOTH SPACED

F i g . 13f Tooth load pattern at a F i g . 13g Force diagram

measured torque of 1050 i n - l b at of F i g . 13f
I o n speed (double scale)

JU- f.o4 TOOTH S W £ - * |

F i g . 13h Tooth load pattern at a F i g . 13i Force diagram

measured torque of 560 i n - l b at of F i g . 13h
low speed (double scale)
 - 31 -

ar
/ tooth space, typ.

fooo lbs
IllflVII 7c e

IfllTLlHMHI
n u n
• • — A Contact cYcie

Fig.14b Tooth load pattern at a F i g . 14c force diagram

measured torque of 1620 i n - l b at of F i g . 14b.
high speed (Test No. ic) (frequency = 2860 cps)

IZio>b
•••[!••••••••••
limn
H I PI •
niiiii •

1IFIIIUI II
ri<i.vi
i i i i i i • io tooth cya.e-

••••••••luw'ap F i g . 14e Force diagram

bssSS
of F i g . 14d.

F i g . 14d Tooth load pattern a t a

measured torque of 1500 i n - l b at >iio lb
high speed (Test No. 10)

mi

•iniir"!
ll'iriua* -/.»7 Teem SPA

F i g . l 4 f Tooth load pattern at a F i g . 14g Force diagram

measured torque of 1000 i n - l b at of F i g . 14f.
high speed (Test No. 10)
 d a The tooth narked A on the driven gear meshed with the tooth
B on the driving gear.

The records i n t h i s case were of the pattern as i n the preceding

case, so only some t y p i c a l diagrams are shown below 0

a) Machine at low cpeed.

/OOO lbs

/ tooth space, "fyp.

Pig. 15c Shaft torque v a r i a t i o n at a

measured torque of 2000 i n - l b at low
speed (Test No 12)
0
 - 33 -
b) Machine a t high speed,,
Some t y p i c a l records are shown i n the following diagrams.
The measured frequency of the tooth load pattern i s 3000 cps.

/ tooth space, typ.

lli II
/OOO /As-
II
iii 1 fir11II
mi
nun
1m i i n
<0 vi
I2CC

n
liSO It

1 /100

vi n
toe
K
HMifim |!
II i w u
is 10

CONTACT CYCt£
tU7 -TOOTH SPAClf*"

F i g . 16a Tooth load pattern at a measured

torque of 2000 i n - l b at high speed. F i g . 16b Force
(Test No. 11) diagram of
F i g . 16a.

2000
if
A W * ™ * 1
in-lb mm*mmm ZjM
~\1M

/OOO

F i g . 16c Shaft torque v a r i a t i o n at a

measured torque of 2000 i n - l b at high speed
(Test No. 11)
 - 34 -

3. The tooth narked A on the driven gear meshed with the tooth C
on the driving gear»

Some t y p i c a l diagrams are shown below.

a) Machine at low speed.

/ too/h space, fyp.

- H
1

JOOO lbs 1 i
1• i l i i

Pig. 17a Tooth load pattern at a measured P i g . 17b Force

torque of 1920 i n - l b at low speed. diagram of Fig.17a.
(Test No. 13)

Fig. 17c iihaft torque variation at a

measured torque of 1920 i n - l b at low speed.
(Test No. 13)
 35 -

b) Machine at high speed.

The measured frequency of the tooth load pattern and the shaft

torque pattern were 3000 and 2890 cycles/sec r e s p e c t i v e l y .

fOOO lbs
i2oo

Contact cycls I
1.12 TOOTH SPAi-S
F i g . 18a Tooth load pattern at a measured F i g . 18b Force
torque of 2000 i n - l b at high speed. diagram of F i g . 18a.
(Test Ho. 14)

/ tooth space, typ.

2000
in -lb

/OOO
H B B — I B
w a u l —
0 !

F i g . 18c Shaft torque v a r i a t i o n at a

measured torque of 2000 i n - l b at high
speed. (Test No. 14).
 36 -

0 500 1000 1500 2000

MEASURED TORQUE VARIATION ON SHAFT ( i n - l b s )

(Torque values are on the same time scale ae tooth load)

F i g . 19 Analysis of oscillograph records with the Canadian Sumner Gears

(14 l/2 deg. pressure angle)
Curve 1 Theoretical tooth load curve,.
Curve 2 Tooth 'A' meshed with tooth A' at low speed,,
1

Curve 3 Tooth 'A' meshed with tooth 'B' at low speed

Curve 4 Tooth 'A' mashed with tooth '6' at low speedo
 - 37 -

C
* Third Test Series - Second P a i r of NRC Involute Spur Gears (20-degree
pressure angle)"

The t h i r d test series were conducted according to the procedure

detailed f o r the f i r s t test series with the exception that a f t e r each

test one of the gears was rotated one t h i r d of a turn so that a d i f f e r e n t

tooth on one gear was meshed with the tooth on the other gear to which

the s t r a i n gages had been attached.

The r e s u l t s of the three series of tests are shown i n figures 20

to 25 f o r the d i f f e r e n t meshing conditions.

The torque v a r i a t i o n obtained i n these t e s t s fluctuates less than

the f i r s t pairs of NRC gears and closes to a straight l i n e . The reduced

torque f l u c t u a t i o n tended to suggest that the second p a i r of NRC gears

had fewer tooth errors than the f i r s t p a i r .

From the tooth load recordings one can see c l e a r l y the load i s

shared by the teeth during the beginning and end of the contact c y c l e .

At high speed the oscillograph recordings have the same general

pattern as at low speed, except that there were some v i b r a t i o n e f f e c t s .

Referring to F i g . 21d, h i represents the average force on a p a i r

of teeth . which are approaching the end of contact. The sudden reduction

in force represented by the l i n e gh indicates that a new p a i r of teeth

have come into contact at 'a and have assumed a portion of the load.
1

Results of experiments indicate that a new p a i r of teeth must suddenly

come into contact causing a very rapid increase i n force (curve ab,

Fig. 21d). The l i n e cd shows that the load was shared by two pairs of

teeth u n t i l the load jumped to i t s maximum value when one tooth started

to carry the whole load. When the action passes point e, the v i b r a t i n g
 - 38. —

motion appears to decay and s e t t l e down to an average maximum value

represented by f g .

The oscillograph records obtained from the tests of the second

p a i r of NRC gears were analysed and t h e i r r e s u l t s are shown i n F i g .

26. In the diagram, curve 1 represents the t h e o r e t i c a l tooth load

which i s equal to the applied torque divided by the base c i r c l e radius

of the gear. Curve 2 resulted with both 'A* teeth of the p a i r of gears

meshed together at low speed while curve 3 i s the r e s u l t at high speed.

Curves 4 and 5 were obtained at low speed and at high speed respectively

with one gear shifted one t h i r d of a revolution. S i m i l a r l y , curves 6

and 7 were obtained a f t e r one gear was again s h i f t e d by one t h i r d of a

revolution.

In these tests the majority of the measured tooth loads were lower

than the t h e o r e t i c a l load f o r the same applied torque. This i s either

due to the c a l i b r a t i o n errors, or could be explained by the Reswick's ^ 1

study i n the following paragraph. Also, the larger the torque value,

the greater the range between the t h e o r e t i c a l value and the measured

load. For the same p a i r of meshed teeth the measured tooth loads at

low speed are sometimes higher than the loads at high speed; whereas

in the tests of the f i r s t p a i r of NRC gears, the tooth loads at low

speed always had a s l i g h t l y higher value than at high speed.

J . B. Beswick*^ developed an expression f o r dynamic tooth loads

based on a study of a simple physical mechanism. "From f i r s t p r i n c i p l e s ' ^

stated Reswick, "equations have been developed which predict values

for dynamic tooth loads that are i n general agreement with those

predicted by Buckingham*^ equation f o r ' l i g h t l y loaded gears'* but

d i f f e r somewhat i n the case of 'heavily loaded gears'"". Results developed

 - 39 -

from experiments of the model indicated that in many heavily loaded

gears the total dynamic load may be actually less than the static load •

determined from the transmitted power, and the dynamic loads may be

ignored, but the dynamic load is important in lightly loaded gears.

+ The term "lightly loaded gears" applies to those gears in which the
deflection due to the steady power load is very much smaller than the
manufacturing error. In this case, only the pair of teeth involved in
the engagement is deflected.
* The term "heavily loaded gears" is applied to those gears in which
the deflection due to the steady power load is equal to or greater than
the manufacturing tooth error. Under these conditions the load is carried
by two pairs of teeth during tooth engagement.
 40 -

/ tooth spcrce, -fyp.

F i g . 20a Shaft torque v a r i a t i o n at a

measured torque of 1980 i n - l b at low
speed. (Test N o . 16)

Humus!
!•••••••••••
181
181
•
iiM!8fifisaa»JS-SSali J
' • •—•—• •—— -w —*—•
F i g . 20b Shaft torque v a r i a t i o n f o r f u l l
revolution at 1980 i n - l b at low speed,
(Test No. 16).
 - 41 -

/ tooth space, typ,

500

O lb BSSHS p, rcn pmM

-cchtact crcte —#H
O&3rev rft SPA^S)
F i g . 20c Tooth load v a r i a t i o n at
a measured torque of 1980 i n - l b Fig.20d Force diagram
at low speed-double scale (Test No.16) of F i g . 20Co

i
|

— t.62 7007H $PA<*£ —-|

Fig.20e Tcoth load v a r i a t i o n at j
a measured torque of 1450 i n - l b at F i g . 20f Force diagram o f
low speed-double scale(Test No.16) Fig.20e.

•••
M l •••
•1* J • • •
mm

• • i n •
mm •• I.b2 TOOTH 5 W C f _
Fig.20g Tooth load v a r i a t i o n at
a measured torque o f 960 i n - l b at Fig 20h Force diagram
o

low speed-quadruple scale.(Test No.16) of F i g . 20g.

F i g . 20i Tooth load v a r i a t i o n at

a measured torque of 500 i n - l b at Fig.20j Force diagram
low speed-quadruple scale.(Test No.16) of F i g . 2 0 i .
 - 42 -

/ tooth space, typ.

2000 j i ^ p p i i i i m i i i i r 1
I
/OOO

(••••••••••••••••MB
(••••••••••••••••MM
•llRIIIIP r

A
Fig. 21a Shaft torque v a r i a t i o n at a
seasured torque of 2000 i n - l b at high
speed. (Test Ho. 17)

P w n j I I I I H I I i n i P
••••••rj
Fig, 21b Shaft torque variation for f u l l
revolution at 2000 in-lb at high speed.
(Test Ho, 17)
 - 43 -
r
/ tooth space, fyp.

i i i i i r i i i i i
Soo /6s — IBdVILall
M l l i l l l l l l l

INITIAL W TCM>r F'"+ L

„

P CONTACT cr<:«-E -1
i d.bi TOOTH SPACS ;
Fig 21c Tooth load pattern at a
0

measured torque of 2000 i n - l b at P i g . 21d Force diagram

high speed-double scale.(Test No 17)0 of
F i g . 21c

47c
42.0

J«« r\

[\J i 7 * y 25°

lid
ito US

:ii
j li'

mi
_ ,,(,/ TOOTH 5/MCE —

Pig. 21e Tooth load pattern at a

measured torque of 1450 i n - l b at F i g . 21f Force diagram
high speed-double scale (Test No. 17) of F i g . 21e.

••••III ir
F i g . 21g Tooth load pattern at a
measured torque of 1050 i n - l b at F i g . 21h Force diagram
high speed-quadruple scale. (Test No.17.) of
F i g . 21g

i i r i i n m i i i

Siiiiiiiiiniiit
i i i i i i i i i t r i i i n i ! lie /5. M

t\/\ f\ J 0

/.S9 TOOTH SPAC& M

F i g . 2 l t Tooth load pattern at a Fig.21j Force diagram

measured torque of 570 i n - l b at high of F i g . 2 l i
speed-quadruple scale.(Test No.17)
 - 44 -

2. The tooth marked A on the driven gear meshed with the

( tooth B on the d r i v i n g gear.

a) Machine at low speed

/ tooth space, fyp.

500 ibs

HTCH VtlHT
CONTACT CYCLE_
/•6i TOOTH SP4C£

Pig.22a Tooth load v a r i a t i o n at a Fig.22b Force

measured torque of 1450 i n - l b at diagram of
low speed-double scale (Test No.19) F i g . 22a

200O wm• •r
in-/b • • • mi
PI m m • w m
m •1

I
• m m m •1
/OOO
•1

Fig.22c Shaft torque v a r i a t i o n at a

measured torque of 1450 i n - l b at low
speed (Test No. 19)
fif >3
- 45 -
P.6J

b) Machine at high speed.

/ -tooth space t typ.

I Iff.HMI
III? l i m
•Soo ju 5
I II'Until f\ A K
s,c

••I lUHIJI'UI llll 4So\ \ A / \

1 \

llllllllllllllllll \J 4oc 4eo \j

m
i m i i
^ i
i i m in i
\ no
VA
i}«
IJ*\
'
I L

\ A

•
CCNTACl CYCLE
(l.6o TOOTH SPACE)

F i g . 23a Tooth load pattern at a meas- F i g . 23b Force

ured torque of 1550 i n - l b at high speed- diagram .of
double scale. (Test No. 18) F i g . 23a

2000
in-lb

IOOO

••••••••• J

F i g . 2 3 c Shaft torque v a r i a t i o n at a
measured torque of 1550 i n - l b at high
speed. (Test No.18)
 3. The tooth marked A on the driven gear meshed with the
tooth C on the driving gear.

The results of t h i s test were very similar to the f i r s t

test series i n which both "A" teeth were meshed together. One

t y p i c a l recording f o r each run i s shown i n the following diagrams.

a) Machine at low speed

/ tooth space, -fyp.

500 I
IIHIIlllll

iiiiiimimL if.

kllll !••••!
CONTACT CYCLE_
C/.42 TOOTH SPACE)

Fig.24a Tooth load pattern at a measured Fig.24b Force

torque of 1800 i n - l b at low speed-double diagram of
scale. (Test No. 20) F i g . 24a
b) Machine at high speed.

iiiiiiiiiiii
e
1A

I^TIUll
»•!•• wmrnm 4ie

m \ IIIL^IIIIIIIII) I
/ m
!
i
\ il»

**° \ /*\

••>W| 1.^1111 • • • i f 2iu i

WmmM ~ W9*mf
u
M\Z-Z,mmmmmmt I

ingi 11 i n • «i!l9lll CONTACT CYCLB

(I.b4 TOOTH SPAc£~) *"

F i g . 25a Tooth load pattern at a Figo25b Force

measured torque of 2220 i n - l b at high diagram of Fig.25a.
speed-double scale (Test No. 21 (frequency 5100 cps)
 - 47

/OOO

CD

K
o
o

I
Q
Uj
;>

Q $00 /OOO ,500 2000 2500

MEASURED TORQUE {/AR/ATION ON SHAFT (IN-LBS)

(TORQUE l/ALUES ARE ON THE SAME T/Me SCALE AS TOOTH LOAD )

Fig 26 ANALYSIS OF OSCIULO QRAPH RECORDS-, W/TH THE

SECOND PAIR OF NRC OEARS (2.0-DEO. PRESSURE ANGLE)

Curve 1 Theoretical tooth load curve. ,

Curve 2 Tooth »A» meshed with tooth,'.A'1
at low s pee do
Curve 3 Tooth •A meshed with tooth 'A'
1
at high speedo
Curve 4 Tooth 'A' meshed with tooth 'B» at low speedo
Curve 5 Tooth 'A' meshed with tooth 'B' at high speedo
Curve 6 Tooth 'A' meshed with tooth 'C« at low speedo
Curve 7 Tooth 'A' meshed with tooth 'C at high speedo
 - 48 -

CHAPTER V

COMPARISON OF CALCULATED DYNAMIC LOADS AND ACTUAL

MEASURED RESULTS

Buckingham's Formula

E a r l e Buckingham developed a g e n e r a l formula f o r c a l c u l a t i n g the

dynamic l o a d on t h e spur gear t o o t h . T h i s f o r m u l a covers average

conditions rather,than s p e c i f i c ones, p a r t i c u l a r l y where t h e v a l u e s

o f t h e many f a c t o r s a r e unknown o r indeterminate.

Variable Values f o r Test Gears

rcip = mass e f f e c t o f p i n i o n a t R^

nig = mass e f f e c t o f gear a t R 2

Rl = p i t c h radius of pinion = 3i n .

R 2 = p i t c h r a d i u s o f gear = 3 in.

Nj_ = number o f t e e t h i n p i n i o n « 24

^ 2 = number o f t e e t h i n gear => 24

P = circular pitch = — — =
P d 4

F = f a c e w i d t h o f gears = 1 in.

V => p i t c h l i n e v e l o c i t y f t / m i n (See T a b l e I)

C m = mass f a c t o r , which depends on t h e

p i t c h - l i n e v e l o c i t y (See T a b l e I )

= P N F
2
X .002 K\ + 1
P 0.233
64
.001 R^ + 1
 - 49 -

.002 R* + l
g 0.233
64
.001 R^ + 1

Therefore, t h e e f f e c t i v e mass a t t h e p i t c h l i n e o f t h e gear i s :

m m
m _P 8 0.1166 C
m
m
m
P + g;m

TABLE I Mass F a c t o r s - Values o f C m (See R e f e r e n c e 8)

Gear Speed
c
m
RPM Pitch-line
velocity ft/min

55 86.5 8.448

56 88.0 8.420

57 89.5 8.393

58 91.1 8.364

59 92.7 8.336

60 92.4 8.307

1775 2786 1.327

1780 2796 1.325

1785 2804 1.323

1790 2811 1.321

1795 2820 1.320

1800 2825 1.319

 - 56 -

Let W = t o t a l applied load, l b s .

= 33,000 hp ,. , .
— ~ — *- v = applied torque
p i t c h c i r c l e radius

C = deformation f a c t o r , depending upon tooth error and

element of gears (See Table II)

TABLE I I Values of Deformation on Factor C (See Reference 8)

Material Tooth Form Error i n Action ( i n )

.0005 .001 .002 .003 .004 .005

14 % deg. 800 1600 3200 4800 6400 8000

Steel & S t e e l
.20° F u l l Depth 830 1660 3320 4980 6640 8300

R + R 2 2
Then fj . .0025 K
l 2 . mV .000129 C V
m
R
1 2 R

f 2 = FC + W

fl f
2
f
l + f
2

The t o t a l dynamic load i s

W
d - H +
/ f
a <2f 2 - f )
 - 51 -

1. F i r s t p a i r NRC Spur Gears:

Assuming the gears were "precision gears," the tooth error i s

.0006 inch, therefore from Table I I , C » 996.

TABLE III Data f o r Evaluating dynamic loads,

a) Machine at low speed (Test No. 5)

Meas. Meas. V C
m m W *2 fa Meas.
Torque rpm ft/min *1 d
W

lb max. tooth
in-lb lb loads lb

1950 56 88 8.420 .982 0.44 650 1646 S.40 ei6 725

1500 56 S8 8.420 .982 8.44 500 1496 8.39 or-s 575
1100 57 89.5 8.393 .978 8.70 367 1363 8.65 520 410
410 58 91.1 8.364 .975 9.00 137 1133 8.92 280 190

b) Machine at high speed (Test No. 6)

2200 1775 2786 1.327 .1547 1334 733 1730 753 2160 750
1600 1780 2796 1.325 .1545 1338 533 1530 712 1840 570
930 1780 2796 1.325 .1545 1338 310 1305 660 1445 310

Table I I I shows that the measured maximum tooth loads at high speed are

very s i m i l a r to those at low speed, and i n both speeds the measured tooth

loads are s l i g h t l y higher than the s t a t i c load, w, determined from the

transmitted torque for the same applied torque. The measured tooth load i n the

tests at low speed i s nearly 117. greater than the s t a t i c load. At high speed,

the measured tooth loads are very close to the s t a t i c load. Therefore, i n

these tests the dynamic loads may actually be neglected. The value of the

dynamic loads calculated by Buckingham's formula at low speed showed a 12.5%

larger value than the measured load at a torque of 1950 in-lb and were 47%

greater at 410 i n - l b . At high speed, W ,rf i s 190- larger than the measured

load at a torque of 2200 i n - l b and increased to 3607. at 930 in-lb.

 - 52 -

TABLE IV The experimental results of the f i r s t pair

of NRC gears.

Maximum e c c e n t r i c i t y of one gear i a meshed with the

minimum e c c e n t r i c i t y of the other.

Machine at low speed (Test No. 5)

Meas. Mea8.Max 0
Length of Torque at Equivalent
Torque tooth load contact cycle nominal value Max. tooth
in-lb lbs i n tooth space load.
1950 725 1.59 2000 744
1500 575 1.53 1500 575
11U0 410 1.46 1000 373
410 190 1.34 500 232

Machine at high speed (Test No. 6)

2200 750 1.61 2000 682

1600 570 1.44 1500 535
930 310 1.60 1000 334
—— — 500 —

Maximum e c c e n t r i c i t i e s of both gears meshed together.

Machine at low speed (Test No. 8)

2020 790 1.55 2000 782

1520 600 1.55 1500 593
1050 460 1.49 1000 438
550 260 1.45 500 236

Machine at high speed (Test No. 7)

2320 900 1.57 2000 775

1590 610 1.56 1500 575
1100 450 1.57 1000 410
640 300 1.40 500 234
 - 53 -
2. Second pair of NRC Gears:

This pair of NRC gears were " p r e c i s e l y ground gears" with an estimated

tooth error 0OOO6 inches, Table I I gives C = 996.

TABLE V Data for evaluating dynamic loads.

a) Machine at low speed (Test No. 16)

W
Meas. Meas V C m W Meas.
Torque rpm f t /min. m *1 ' f2 K d
Max.Tooth
lb
in-lb Loads l b .

1980 56 88.0 8.420 .982 8.44 660 1656 8.39 82 6* 610

1450 57 89.5 8.393 .978 8.70 m 1480 8.65 Ml 450
960 57.5 90.3 8.379 .977 8.85 320 1316 8.80 472T 300
500 58 91.1 8.364 .975 9.00 161 1163 8.94 310, 161

B) Machine at high speed (Test No. 17)

2000 1780 2796 1.325 .1545 1338 667 1663 742 2050 650
1450 1785 2804 1.323 .1543 1342 483 1480 703 1740 470
1050 1790 2811 1.321 .1541 1347 350 1346 673 12H 320
m 1790 2811 1.321 .1541 1347 190 1186 630 1200 150

The test r e s u l t s indicate the i n t e r e s t i n g fact that not only are dynamic loads

non-existent, but also that the measured maximum tooth loads are s l i g h t l y lower than

the s t a t i c loads. Reswick's 1 0

experiments demonstrated that i n many heavily loaded

gears the t o t a l dynamic load may be a c t u a l l y l e s s than the s t a t i c load determined

from the transmitted power 0 Therefore, i t would appear that there i s e x i s t i n g

evidence i n support of the present results.

The calculated dynamic loads, W, by Buckingham's formula, are l a r g e r than the

d

measured loads at low speedo The percentage of l a r g e r value from a torque o f 1980

i n - l b to 500 i n - l b are 35$, 43$, 57$ and 88$ respectively. For the machine at

high speed, the deviations of the experimental r e s u l t s from the Buckingham predictions

are even greater. The t h e o r e t i c a l values of are greater than the measured loads

by. the following percentages 215$, 270$, 375$ and 760$ progressing from the highest

to the lowest torque value r e s p e c t i v e l y .

 - 54 ~
TABLE VI The Experimental Results of the
second pair of the NRC Gears.

Machine at low speed (Test No. 16)

Meas. Meas.max. Length of Torque at Equivalent

Torque tooth load contact cycle nominal maxotooth
in-lb lbs i n tooth space. value load.lbSo

1980 610 1.63 2000 616

1450 450 1.615 1500 465
960 300 1.62 1000 313 -~
500 165 1.61 500 165

Machine at high speed (Test No. 17)

2000 650 1.63 2000 690

1450 470 1.61 1500 485
1050 320 1.59 1000 305
570 150 1.59 500 132

Low Speed(Test No. 19)

2000 600 1.63 2000 600 ,

1450 480 1.62 1500 496
1000 350 1.61 1000 350
510 200 1.60 500 196 <

High Speed (Test No. 18)

2000 750 1.64 2Q00 750

1550 600 1.60 1500 580
1070 450 1.60 1000 420
500 275 1.58 500 275

Low Speed (Test No. 20)

1800 520 .1.62 2000 578
1300 390 1.61 1500 450
1000 290 1.62 1000 290
500 140 1.58 500 140
High speed (Test No. 21)
2220 600 1.64 2000 540
1400 320 1.61 1500 • 343
960 250 1.60 1000 260
480 — . — 500 ——
 - 55 -

3. Canadian Sumner Iron Works Ltd.

Involute Spur Gears (14 h deg. Pressure Angle)

Assuming these gears were " F i r s t c l a s s commercial gears," the error

in action i s 0.0026 inch, and from Table I I , C <- 4160.

TABLE VII Data f o r Evaluating Dynamic Loads,

a) Machine at low speed (Test No. 9 )

Meas. Meas. V C
m m W f Meas.
f
l w
d
Torque rpm ft/min lb 2 a max. tooth
in-lb loads l b s .

2000 56 SCO P. 420 .982 C.44 6o7 4?25 8.43 950 1000
1450 57 89.5 8.393 .978 8.70 483 4643 8.69 765 710
1050 57.5 90.3 8.379 .977 8.85 350 4510 .8.84 630 490
560 50 91.1 8.364 .975 9.00 187 4347 8.89 465 240

b) Machine at high speed (Test No. 10)

1620 1795 2820 1.220 .154 136C 540 47 CC 1050 3500 1450
"Be*} 1795 2820 1.320 .154 1360 500 4660 1050 3445 1250
1000 1800 2825 1.310 .1538 1364 333 4500 1045 3220 1350

In theoe tests the dynamic load wau 50?, greater than the s t a t i c load at low

speed and nearly 1607 of the s t a t i c load at 'ni^h speec . 1

Thus the dynamic loads

can no longer be neglected. The nuclcingham formula given rather close results

at low speed, but gives a predicted value 250% largo.r than the measured load at

high speed.
i

A further analysis of the Canadian Surnfier gears w i l l be made i n the following

pages.
 - 56 -

TABLE VIII The Experimental Results of the •

Canadian Sumner Gears.

Machine at low speed (Test No. 9)

1
Meas. Meas.Max. Length of Torque at Equivalent max.
Torque tooth load contact cycle nominal value tooth lcado l b s .
in-lb lbs. i n tooth space in-lb

2000 1000 1.08 2000 1000

1450 710 1.08 1500 735
1050 490 1.04 1000 470
560 240 1.04 500 214

High speed (Test No. 10)

1620 1450 1.10 2000 1790

1500 1250 1.10 1500 1250
1000 1350 1.07 1000 1350
— — — 500 —

Machine at low speed ( Test No. 12)

2000 1020 1.10 2000 1020
1500 765 1.09 1500 765
900 450 1.08 1000 500
450 210 1.07 500 234

High speed (Test No. l l )

2050 1200 1.07 2000 1170

1500 1300 1.07 1500 1300
1000 1500 1.07 1000 1500
—* 500 ~

Machine at low speed (Test No. 13)

1920 910 1.12 2000 950

1400 650 1.10 1500 700
1000 430 1.09 1000 430
450 230 1.08 500 255
High speed (Test No. 14)
2150 1300 1.12 2000 1200
1300 1200 1.12 1500 1380
1000 900 1.08 1000 900
— — — 500 —
 . 5.7 -

Analysis of Load Cycle of Canadian Sumner Gears.

For purposes of c a l c u l a t i n g the response of the system to a force

Impulse function, consider an undamped l i n e a r single-degree of freedom

system subjected to a load \jhich i s gradually applied and then maintained

i n d e f i n i t e l y , ( F i g . 27b).
9

Fig. 21a

V F e

t ( Time.)

Fi$. 21 b

Fig. 21 c
 - 58 -

If the applied force i s f ( t ) , the equation of motion becomes

,2 .
™i p + Ky = j (t)

where ^ ( t ) = Fo t f o r 0<t<b
b

= 0 for t < 0

m
* -yi
where 2AJ" n = undamped angular frequency,

K = spring constant

m = mass of the system having a forced v i b r a t i o n .

then
—£.
d y
+
^ , .2
- r,
2

y j-(t) v

dt

If at time t = 0, the i n i t i a l displacement f (0), and the i n i t i a l

velocityJ(0) are zero, then by method of Laplace Transformation Eq.

becomes

y<t> - Is- | w t . sin^t;-

mb2»J^:. ( n n )

. F
o f t 1 1

y > -
(t F
o ff&Jt - sin&Tt) - f c ( t - b ) - sinW" (t-b)]n

mb til 0 " I
F
Ifctfb + sinicT ( t - b ) - s i n W t
mb I n n n
 59

[ sinfe^Ct-b) - sin^ t]} n

when t^ b

F Q represents the s t a t i c d e f l e c t i o n of the system under the

F
action of a steady force F L e t t i n g _£ = Y . # Equations (2) and
u j, St*

(3) can then be written to express the r e s u l t s i n terms of a magnification

or response factor y ( t ) / y
st.

— = £ " _L_ slnWlt for 0 $ t $ b

(4)

-XSt) = l + _2_ CosWh<t-|) Sin ^ f o r t ? b ( 5 )

y
st ^n b
2 2

The maximum value of the response r a t i o i s defined as the dynamic

load f a c t o r .

Then Dynamic Load factor = 1 + 2 S i n w n

fc£ b
T ~ (6)

F i g . 14b i s the high speed tooth load pattern of the Canadian Sumner

gears at a measured torque of 1620 in-lb

ad - length of tooth load contact cycle

=
"
1 > 1 3
= tooth space.
1"

be - length of one tooth carrying the load

= 0.95 tooth space

ab - the length f o r the load t r a n s f e r r i n g to the tooth, or the

time i n t e r v a l = 60 x . l l = .000275 sec.

1780 x 24
 - 60 -

cd - the length for the load drop or the time i n t e r v a l

- 6 0
" = x
- 0 7
0.000175 sec.
1780 x 24

The calculated natural frequency of the v i b r a t i o n system formed

by the gear and pinion and the mating teeth i s about 3300 / s e c . c
The
13
formula derived by W.A. Tuplin i s as follows:

7= J L
2-rr
( r
l 2
+ r 2
2
)

r 2
2
I
I M 1
r
2 M2

where

i = Natural frequency c
/sec.

k = Equivalent teeth s t i f f n e s s ^/in.

r
l» 2 r =
P i t c h radius in.

1^, 12 = Moment of i n e r t i a of r o t a t i n g masses

about t h e i r axes of r o t a t i o n 2
l b - i n - sec

M
l» ~ M a s s o f
S e a r l b
" sec /in.
2

In the formula a l l r o t a t i n g masses are ignored except the gears

themselves, and each gear i s regarded as a ring with metal thickness

under the teeth equal to the p i t c h of the teeth and radius of gyration as
 - 61 -

equal to the p i t c h radius.

The measured frequency of the tooth load pattern i n F i g . 14b i s

2860 cycles/sec, which agrees q u a l i t a t i v e l y with the calculated frequency.

Therefore:

W A = 2 IT/ = 2TT X 2860 rad/sec.

b = 0.000275 sec (length ab i n F i g . 14b).

Wb
n = 1/2 x 2 T x 2860 x 0.000275 - 2.47 rad.
2

Dynamic load factor = 1 + 2 x s i n / tin b

W„b \ 2

« 1.252

The steady force Fo from consideration of the torque i s !

,^ t
62

3 cos i6 - 560 lbs.

then

F max. = Fo < 1 + 2 ^ sin

Wnb
- 560 x 1.252 - 700 l b s .

Comparing the value of F m a x < found above with the measured maximum

tooth load (1450 l b s ) , there i s no s a t i s f a c t o r y agreement.

 _ 62 _

F i g , 14b Tooth load pattern at a F i g . 13b Tooth load pattern at

measured torque of 1620 i n - l b at high a measured torque of 2000 in-lb
speed (Test No. 10). low speed (Test No. 9 ) .

For analyzing the tooth load pattern of the Canadian Sumner Gears at low

speed, a p a r t i c u l a r pattern at a measured torque of 2000 in-lb i s shown i n

F i g . 13b.

ad - length of tooth load contact cycle

- i.07'71" ~ 1.07 tooth space,

be - one tooth carrying the load

«• 0.95 tooth space

ab - length f o r the load transferring

to the tooth, or the time i n t e r v a l

- 6° * ?
x 7
- .00307 sec.
57 x 24
cd - the length f o r the load drop or the time i n t e r v a l » °° x

57 x 24

.0022 sec.
 - 63 -

Taking the natural frequency as 2860 rad/sec

then

WV, = 2-n-f = 2ff x 2860 rad/sec b = .00307 sec.

= 1/2 x 2 sr x 2860 x .00307 - 27.6. rad.

2

The steady force F Q « 2000 = 6 9 Q l b s <

3 cos 14%°

The maximum force i s therefore:

.fe>_b
F
m = F
o | 1
* JL. * ^ l l
W
«= 865 l b s .
I <4,b 2

The value of the maximum force found above (865 lbs) agrees f a i

well with the corresponding measured maximum tooth load (1000 l b s ) .

 - 64 -

CHAPTER VI

CONCLUSIONS

A. Accurately Cut Gears

The test r e s u l t s indicate that i n accurately cut gears the maximum

load between teeth i s not appreciably increased by dynamic e f f e c t s . The

load i s shared by the teeth during the beginning and end of the contact

cycle, and the period of load engagement of a given p a i r of teeth i s

quite close to the t h e o r e t i c a l value.

At high speeds, v i b r a t i o n i s set up when the load i s transferred

to a single tooth, the frequency of load v i b r a t i o n being that of the

natural frequency of the tooth system. This v i b r a t i o n i s the cause of

the dynamic load e f f e c t . The test r e s u l t s show that the increase i n

tooth load due to t h i s e f f e c t i s not very large.

It appears that the Buckingham dynamic load equation greatly

overestimates the additional load due to dynamic e f f e c t s .

In analyzing the dynamic tooth load, Buckingham assumed that a

single p a i r of teeth are carrying the load at the c r i t i c a l phase of the

load transfer. Hence, the Buckingham formula always gives larger values

than actual measurements. In t h i s connection D. W. Dudley commented:

"Even though the Buckingham method may not always give an answer that w i l l

agree with test data, i t i s s t i l l the best method available at present".

B. Form Cut Gears

In form cut gears the t i p s and flanks of the teeth depart from the

involute p r o f i l e , and only about the middle t h i r d of the teeth i s actually

of involute p r o f i l e . &s a r e s u l t of t h i s , the teeth do not share the load,

 - 65 -

but o n l y one p a i r o f t e e t h c a r r y t h e l o a d a t a t i m e . There i s thus a

sudden t r a n s f e r o f l o a d from one t o o t h p a i r t o the o t h e r . At h i g h

speed t h i s sudden t r a n s f e r r e s u l t s i n a severe t o o t h l o a d v i b r a t i o n .

The added l o a d due t o dynamic e f f e c t s i s thus much l a r g e r than w i t h

a c c u r a t e l y cut g e a r s .

Even though the dynamic l o a d e f f e c t s i n t h e s e gears are larger

than w i t h a c c u r a t e l y c u t g e a r s , the Buckingham dynamic l o a d e q u a t i o n

still o v e r e s t i m a t e s the v a l u e o f the' dynamic l o a d .

C. General Conclusions

The t o o t h p r o f i l e shape and the a c c u r a c y i n manufacture, i . e .

the c o n t a c t r a t i o , have profound i n f l u e n c e i n the dynamic i n c r e m e n t a l

forces.

Buckingham*s e q u a t i o n always o v e r e s t i m a t e s the v a l u e o f the dynamic'

tooth force e s p e c i a l l y i n the h i g h e r speed cases.

The frequency o f the dynamic l o a d v a r i a t i o n i s c l o s e to t h e n a t u r a l

frequency of the v i b r a t i o n system formed by the gear and :the p i n i o n

as masses and the mating t e e t h as a s p r i n g .

The dynamic t o o t h l o a d are l i n e a r l y p r o p o r t i o n t o the a p p l i e d

torque. I n c r e a s i n g the a p p l i e d torque by 1007., the measured t o o t h

l o a d s a l s o i n c r e a s e about 1007». "

With a s m a l l a p p l i e d t o r q u e , the l e n g t h of the t o o t h c o n t a c t c y c l e

decreases s l i g h t l y , more v i b r a t i o n e f f e c t o c c u r s and the maximum t o o t h

load i s maintained f o r a longer p e r i o d .

In a c c u r a t e l y c u t g e a r s , the speed does not e f f e c t the dynamic

t o o t h -forces. The maximum t o o t h l o a d s a t h i g h speed tests (approximately

2800 fpm p i t c h l i n e v e l o c i t y ) a r e v e r y c l o s e t o those a t low speed

t e s t s (approximately 90 fpm p i t c h line velocity). The dynamic t o o t h

 - 66 -

loads are very small and may be ignored.

The question of dynamic loads on gear teeth has produced a

large number of isolated observations and analyses. Much needs to

be done i n t h i s f i e l d both a n a l y t i c a l l y and experimentally, before

a clear and exact picture as well as r e l i a b l e predictions can be

made of the complex dynamic load phenomena.

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APPENDIX

INSTRUMENTATION

I. BAM-1 BRIDGE AMPLIFIER AND METER

The BAM-1 Bridge Amplifier Meter i s an instrument which can be

u t i l i z e d f o r both, dynamic and s t a t i c work with SR-4 s t r a i n gages, Statham

pickups and similar resistance type transducers. The DC s t a b i l i t y of the

meter i s within 100 microvolts per hour. Frequency response i s f l a t within

57o from DC up to 25,000 cps and slowly drops off, at higher frequencies.

The DC t r a n s i s t o r pre-amplifier has a gain of 150.

For s t a t i c measurements the meter on the BAM-1 reads tension to the

right and compression to the l e f t of zero i n the middle. The scales are

a r b i t r a r y with a simple system of c a l i b r a t i o n to make them read d i r e c t l y

in terms of units being measured. The bridge c i r c u i t i s i n i t i a l l y balanced

with the meter at zero. Thermoelectric effects are balanced out. For

dynamic measurements the BAM-1 Bridge Amplifier meter was coupled to a

DuMont 350 DC Cathode-ray Oscilloscope.

II. DU MONT TYPE 350 CATHODE-RAY OSCILLOGRAPH

The Du Mont Type 350 Cathode-ray Oscillograph i s an instrument

that can be used f o r many general applications. The high gain of t h i s

instrument assures that i t can be used d i r e c t l y with many types of

transducers, while DC amplification provides that the lowest frequency

portions of signals w i l l be f a i t h f u l l y reproduced.

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BIBLIOGRAPHY

1. Buckingham, E., A n a l y t i c a l Mechanics of Gears« McGraw-Hill Book

Company, Inc., New York, 1949.

2. Lasche, Oscar, Z e i t c h r i f t des Vereines, deutscher Ingenieure, 1899.

3. Flanders, Ralph E., Machinery, January, 1908 Issue.

4. Marx, Guido H., Strength of Gear Teeth, ASME Trans. V o l . 34, 1912,
pp 1323, and

MarK, G.. H. and Cutter, L. E., Strength of Gear Teeth. ASME Trans.
Vol. 37, 1915.

5. Buckingham, E., Dynamic loads on Gear Teeth, ASME Research Publ. 1931.

6. Dudley, Darle W., P r a c t i c a l Gear Design, McGraw-Hill Book Company, Inc.^

New York.

7. T u p l i n , W. A., Dynamic Loads on Gear Teeth, Machine Design, October,

V o l . 25, 1953, pp 203.

8. Buckingham, E., Manual of Gear Design Section Two - Spur and Internal
Gears, Machinery, New York, 1935, pp 146-141.

9. Hartman, James B., Dynamics of Machinery, McGraw-Hill Book Company, Inc.,

New York, 1956, pp 226.

10. Reswick, J . B., Dynamic Loads on Spur and H e l i c a l Gear Teeth, ASME
Trans., V o l . 77, 1955, pp 635.

11. Niemann, G., and R e t t i g , H., Dynamic Gear Tooth Forces (Dynamische
Zahnkrafte Verein Deutscher Ingenieure, Dusseldorf, VDI-2 Bd, 99,
Nr. 3, Seite 89, b i s 128; Januar, 1957).

12. Utagawa, M., Measurements of Dynamic Loads on Gear Teeth. Proceedings

of the 6th Japan National Congress f o r App. Mech., IV-14, 1956.

13. T u p l i n , W. A., Gear-Tooth Stresses at High-Speed, Preceedings I,

Mechanical Eng. V o l . 163, 1950, pp 162—175.
 - 69 -

Other references not s p e c i f i c a l l y referred to:

Buckingham, E., Spur Gears, McGraw-Hill Book Company, 1928.

F a i r e s , V. M., Design of Machine Elements.

Franklin, L. L., and Smith, C. H., Tests of Gear, ASME Trans.,

Vol. 46, 1924, pp 885.

Lewis, Wilfred, Gear Testing Machine. ASME Trans. V o l . 36, 1914,

pp 231.

M e r r i t t , H. E., Gears, London, S i r Isaac Pitman and Sons L t d .

Moore, M. B., P r i n c i p l e s of Experimental Stress Analysis, Prentice-Hall

Inc. New York, 1954.

Nakada, T., and Utagawa, M., The Dynamic loads on Gear Caused by the
Varying E l a s t i c i t y of the Mating_Teeth, .Proceedings of the 6th Japan
National Congress f o r App. Mech., IV-15, 1956.

Perry, C. C , and Lissner, H. R. ,. The S t r a i n Gage Primer, McGraw-Hill

Book Company Inc., 1955.

Schwamb, M e r r i l l and James, Element of Mechanism.

Semar, H. W. and McGinnis, R. E., Experimental Determination of

Gear Tooth Stresses i n Large Marine Gears, ASME Trans. V o l . 80,
1958, pp. 195.

Shigley, J . E., Machine Design, McGraw-Hill Book Company, 1956.

Steeds, W.,. Involute Gears, Longmans, Green and Company.

Timoshenko, S., Strength of Materials.

Timoshenko, S., Vibration Problems i n Engineering, D. Van Nostrand

Company.

Timoshenko, S. and Baud, R. V., Strength of Gear Teeth, Mechanical

Eng. V o l . 48, November 1926, pp. 1105-1109.