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helical gears based on Blok s method. The scoring hazard is evaluated by calculating a flash temperature rise TFi. The flash temperature rise is added to the gear blank temperature TB and compared with the allowable tooth flash temperature for the particular material and lubricant combination being used. The flash temperature rise is given by TFi = where WtiCaCm FCv
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0.75 0.5 50 nP ( Zti) 0.25 Pd 50 S
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(10.89)
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TFi = flash temperature rise at ith contact point along line of action, F Wti = tangential tooth load at ith contact point, lb F = net minimum face width, in Ca = application factor Cm = load-distribution factor Cv = dynamic factor nP = pinion speed, revolutions per minute (r/min) Pd = transverse diametral pitch S = relative surface roughness, Eq. (10.86) Zti = scoring geometry factor at ith contact point along line of action
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The factors Ca, Cv, and Cm are the same as those used in the durability formula [Eq. (10.17)]. The scoring geometry factor is given by Zti = where
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1/2 1/4 0.2917[ Pi (NP Gi /NG)1/2]P d 0.75 0.25 (cos i ) [ Pi Gi /( Pi + Gi )]
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(10.90)
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Pi, Gi = radius of curvature of pinion and gear, respectively, at ith contact point, in NP, NG = tooth numbers of pinion and gear, respectively Pd = transverse diametral pitch i = pressure angle at ith contact point, deg
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The tooth flash temperature is then calculated by TFi = TB + TFi (10.91)
TABLE 10.8 Allowable Flash Temperatures for Some Gear Materials and for Spur and Helical Gears
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HELICAL GEARS 10.57
HELICAL GEARS
In most cases the blank temperature will be very close to the oil inlet temperature. Thus, unless the actual blank temperature is known, the oil inlet temperature may be used for TB. Table 10.8 gives allowable values of the total flash temperature. Equations (10.89) through (10.91) refer to the ith contact point. In utilizing these equations, the entire line of contact should be examined on a point-by-point basis to define the most critical contact point. Depending on the pitch of the tooth, 10 to 25 divisions should be adequate. For hand calculations, this could be quite burdensome. A quick look at the highest and lowest points of single-tooth contact (based on a transverse-plane slice of the helical set) will provide a reasonable approximation. The range of materials and oils shown in Table 10.8 is limited. Generally, scoring is a problem only in high-speed, high-load applications. The most likely applications to be affected are aerospace types. This being the case, the material choice is limited to those shown, and usually either MIL-L-23699 or MIL-L-7808 oil is used. Some of the new XAS-2354 oils will provide much improved scoring resistance, but hard data are not presently available.
REFERENCES
10.1 ANSI/AGMA 2001-C95, Fundamental Rating Factors and Calculation Methods for Involute Spur and Helical Gear Teeth. 10.2 Design Guide for Vehicle Spur and Helical Gears, AGMA publ. 6002-B93. 10.3 Gear Handbook, vol. 1, Gear Classification, Materials, and Measuring Methods for Unassembled Gears, AGMA publ. 2000-A88. 10.4 Raymond J. Drago, Results of an Experimental Program Utilized to Verify a New Gear Tooth Strength Analysis, AGMA publ. 229.27, October 1983. 10.5 Raymond J. Drago, An Improvement in the Conventional Analysis of Gear Tooth Bending Fatigue Strength, AGMA publ. 229.24, October 1982. 10.6 R. Errichello, An Efficient Algorithm for Obtaining the Gear Strength Geometry Factor on a Programmable Calculator, AGMA publ. 139.03, October 1981. 10.7 D. Dowson, Elastohydrodynamic Lubrication: Interdisciplinary Approach to the Lubrication of Concentrated Contacts, NASA SP-237, 1970. 10.8 E. J. Wellauer and G. Holloway, Application of EHD Oil Film Theory to Industrial Gear Drives, ASME paper no. 75PTG-1, 1975. 10.9 Information Sheet Gear Scoring Design Guide for Aerospace Spur and Helical Involute Gear Teeth, AGMA publ. 217.
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