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R~E ~~ C~

R. E. Sm Ith • Co., Inc.

Roc:hester , New York

The

Gleason

Work s

Roche s t e r ,

New

York

F lg .. 1 1 1

-. ...

'1, 2

pU lftI_

Z a

r

,

- , - I

Ill-

40 m m - ~

on:

r n n t A w L . ' . . • ,001 or 1

0 1 1 > _

i : ~ . . : . : . . . .

J

40 m m 4 AlAe MINUTES

Rg.lb

Gear

Tect l i lO logy

~I

AbItnct

Gea r noise is not just a 8W p rob l em. It is

a system

prob lem and th e

gears are the ex-

citers o f th e system. T ra ns m ia sio n e no rs in

th e gears due to geometric: v ar ia tio n s a re the

sourt:e

o f

the

eKCilat ion .

This

aJtide

drM

with

t he ins trumen ted test ing of nolle in th e aystem

and how to

s u c c : e s s f u I l y

rela te th e r e su l ts b ad e .

to the mea su r ed tr an sm is sio n e rr or s in

th e

sean. Th e

bigest dHficuJty in

es tab l i shing

th e

re latio ns hip is h ow to c ompa r e visua l ly dis-

p layed aound ana lysis

data

to anj udsmen t s

of

the

hu m an r ate r, and t h e n rela te th e r e su l t s

back to m eas u re d tran sm ill iio n e r ro rs o f th e

gears. This is r e f e r r ed

to as the

missing

l inkH

in th e

article.

Introduction

Vehicle gear noise

test ing

is a complex

a n d often misunde rs t ood subject. Gea r

noile is reaDy a system prob l em.a> Mo s t

gearing

us ed

for power transmission is

enc lo s ed in a h o us in g and, t h e r e f o r e , lit-

tle or no audible sound is actuaUy heard

from th e gear pair.

(2)

The vibrations

creat ed

by

th e

gears

a re a m pl if ie d

by

r e s onance s of s t ruc tural elements. This

amplification occu rs when the speed of

th e

gear se t

is

such

th at th e

meshing:

f r e -

quency or a multiple o f it is e q u a l to a

natural f r equ ency o f th e system

in

which

th e g e ars are

mounted.

In order to make quiet g e a r s , there

must be

feedback

from vehicle testing to

gear

manufacturing. Unfo r t una t e l y ,

this

is whe r e a missing l ink usua l ly occurs.

Much o f the vehic le testing is done in a

subjective

mann e r ,

which

is

of

little

help

to th e g e ar m ake r as far a s k no w in g what

e l em en t of gear quality to improve to

reduce noise.

If

instrumentation

is

u s e d ,

such testing is often done by noise

a n d



Noise To easured ear

vibration people who know little about

gear geometry.

Thei r

data may show lots

of

peak

vibrations that bear no relation-

ship to what the human ear is hearing

relative to gear quality. Many times the

excitation may even be coming from

another s o u r c e . such as a rolling element

in a bearing.

F r e q u e n c y

is the key to understanding

gear noise. The problem is how to con-

vert aural images to visual ones; in other

words. how to find a way to display on

a CRT or on paper what the human ear

is hearing.

Gears As

Exciters

of Structures

Most of what we hear as gear noise

does not come directly from

th e

gear pair

at all. The minute vibrations created by

the gears as they move

th rough

mesh are

amplified by r e s onanc e s in the structural

elements of

th e

housing. such as panels.

ribs, beams, etc. Gear noise in a vehicle

generally occurs at tooth mesh frequency

or harmonics of it and occasionaUy at

sidebands of mesh frequency. The gears

are

th e

exciter. The structure resonates,

amplifies the force and converts it to

airborne noise. Transmission error or

non-uniform motion of th e gears is the

mechanism of excitation. Transmission

error(3) is the result of small variations

from

th e

correct or ideal tooth geometry,

as well as runout. and can be measured

in the production process by the use of

s ing le f l ank composite testing techniques.

In the case of vehicle noise, these varia-

tions can be as small as 25 to 150 micro-

inches. depending on the frequency.

Transmission Error Testing

Transmission error testing is done by

rolling gears together with backlash and

at

their

proper operating center distance.

T he input and output angular motion

characteristics are measured by an en-

coder system and electronics as shown

in Fig. la. The data can be presented

S 'ID , E B A N D S

Pinion Run o u t

Bol t

Hole

I

1 st H a rm o nic ,o f M e sI1

//200 (Ghost.)

--...... .. 2 .6 (Gho s t)

1 1

5

4

HARMONICS OF MESH

Fig. 2

in graphic analog form, as shown in

Fig. lb. or can be further processed by

Fast Fourier Transform (FFT) techniques

to aid in pinpointing th e s ou rc e o f excita-

tion. The Fourier technique

take s

an

analog signal and breaks it down into a

spectrum of

f r e quenc i e s

that relate to

the

various elements of gear tooth geometry

present in the transmission error.

(See

Fig. 2.) Fig. 3 shows how the geometry

of a gear tooth (3a), including flats or

waviness. rolls with a master and gen-

erates the transmission error curve (3b).

This tooth to tooth transmission error

curve would be further ana lyzed by FFT

techniques to yield a spectrum as shown

in Fig. 3c. The general tooth form or

deviations from conjugate tooth shape

give rise to the integer harmonics in the

spectrum; waviness or flats relate to the

ghost harmonics; and the long tenn

errors (runout) cause the s idebands of

tooth mesh frequency. S e e References 1

AlJIHOR:

MR. ROBERT E. SMITH lu is 0 f1flr thirty

y ea rs e xp e ri en c e

i

th e

g l f lF ' industry.

He

is

c urrently presid mt of

R . E .

Smith

a n d

Com-

pany.

a con sultin g firm in RoclwstB .

New

Y ork . H e received h is fnlining

f r o m

Roclwstn-

I ns titu te o f T ec hn olo gy . Whik employed by

The G leason W orks. h is eng inRmng auign-

m e nts inc lu de d g lfl F' methods. r tVllIu f r rc tu r ing.

research a n d gear quality. T I w s e QSSignmen t s

i nvo lv ed t he u se

an d appliaztion

o f inst 'runvn-

tatio for the study of noiM, uibnI t io

an d

str uc tu ra l d yr um tic s. F rom t~ taignments ,

he expanded his Ukas r elm in g to gNr

m m o l -

ogy.

C urre ntly , M r. S mith

is

chaimum of the

Meas urin g M e th od s

a n d Pract ices

an d

Master

Gear SubcommiHee, AGMA. a n d is also a

member

o f the

Ro ch e st er l ru Iu st rW I E n g m « r -

in g S oc ie ty

nd th Society

o f E x pe rimen ta l

S t r E s s Analysis.

January February

1988



T O O T H F O R M

F1a.3a

and 3 Ior further discussion .o f this

subject.

The Missmg Link

After the gears have be en measured by

single flank composite testing and all of

the possible excitation sources have been

identified,

it

is necessary to,put the gears

in

the final application and

mea su r e

the

results. This is where the missing link

usualJIy is obvious. The missing link

is

frequency discrimination .

(S ee F ig .

4.)

Many facilities at this point only use sub-

iective rating techniques. A hu man. rater

udges the level of gear noise ona scale

f one to 'ten. Ten is inaudible; five is

orderline acceptable, and four is,reject,

nfortunately, the rater may be rating on

irst harmonic of mesh in one test and

econd harmonic or a ghost harmonic in

nother test ..He or she may even

by

lis-

ening to noise as excited

by

bearings

ather than gears, even though the noise

ounds like the gears ..

The problem is that the vehicle is gen-

rating noise at many frequencies due to

oad and tire conditions, wind, engine,

ransmission components, final drive

ears, etc. This masking noise or ambient

oise level (Fig. 5) is several d B , higher

han the gear noise the human ear is

orting out and finding objectionable ..Zl

F FT S P E CT RU M FI a I s

/ (Ghost

Harmonics )

1

2 3 4

H A RM O N I C S O F M E S H

Fis ,3c

Even if instrumentation is used to

evaluate the vehicle test, the displays or

hard copy of data may show many peaks

or frequencies unrelated to what the sub-

jective rater is hearing. The challenge is

T R A N S MI S SI O N E RR O R C U R V E

FIg.3b

I PITCH

T OOTH f t f S t U

I PITCH

T OOT H E 8H)

0 Gear Technology

F ig . 4

to be able to sort out the

important f r e -

quencies and relate visual data to aural

observations.

Types of Vehide Sound Testing

Two basic types of vehicle noise testing

will be

dis cu ss ed h er e. T ype tfrequency

disc.nmination, involves identifying the

problem - the missing l ink re fe r ru l . to

above. Type II involves comparing the

relative noise levels of various gear boxes

as traditionally done 'Withtracking filters ..

Type 1 Noise Testing.

Thjs is 'the most important first step'

to vehicle noise testing. As mentioned

above, fllequency is the key to under-

standing gear noise. The purpose o E Type

I

noise testing is to properly use fre-

quency discri_mination to' relate what the

human ear is hearing to what the eye sees

in graphic data related to gear transmis-



OMPOSITE OE R NOISE

a · S

sion 'errors. The necessary test equipment

is pictured in. Fig. 6.

Test sqyipmenb

1. Real

t ime

spectrum analyzer (RTA)

with bubble memory.

2. Sound pressure level meter.

3. 12VD C to

no

VAC Inverter compat-

ible

with microprocessor equipment.

4. Tachometer pulse generator and

readout atta.ched todriV'e shaft.

(optional)

5. Tape recorder. (eptional)

6. Digital plotter for hard copy of RTA

data. (optional)

T es t P ro e ed ur er

1 Calculate

an d

plot

ahead

of 'ti,methe

drive s hM t R PM vs .. g e ar m esh fe e -

,quendes at

al l

vehide'

s pe ed s. T his

in-

fannalion can be used , along with the

tachometer readout in the vehide to

identify mesh frequencies at anytime

during th test. (See Fig.7a.)

2.

Insta l l

the ,equipment listed above, 'ex-

eept for the digital plotter,

in .

the vehi-

cle under test

B e

sure to choose a gear

box

that

is

a d e fin ite

reject or noisy

example. It may

be

neeessarytorun

several tests to find the ,optimum Ioca-

tion for the miaophone.

3. Make a Itest drive with the vehicle

piloted

by

a qualified subjective rater

and an instrument It,echni.cianto

operate the RTAandadjust

it

to op-

timize the display to relate to the sub-

jective rater.

4. Se t the analyzer to operate ~n Mode

Io detect the peak noise frequencies

at different vehicle speeds

er

Mode

II

to detect

th e

resonant frequencies of

the structure.

S. Mode I setup-Peak noise

mquencies

Sound Pressure

Level Meter

RTA Frequency

Range

Voltage Scale

Y

Axis Oog )

Input

R M S exponential

A Weighted

o

to .2000 Hz (1)

o to 1 0 volts R M S

A Weighted (2)

averaging (3 or 4 averages)

CQr50r identifying peak ampli-

tude

NOTES:

(a) .Frequency range will vary accord-

i n s :

to application.

(b)

This results

in

an unconventional

double A weighting. This is in

order to enhance data

in

relation

to what the ear is hearing and

could

be

done

by

the use of other

high and low pass .filters.

6. Operate the

vehicle

,at a speed and

condition that allows the

driver

to

hear gear noise. Then change vehicle

speed and load conditions up and

down through this noise period. The

noise should change in amplitude or

come and ge, While Ithe driver is

doing this, the instrumentation

operater can. observe whi.ch peak in

'the frequency spectrum is varying in

relation to what the driver is

he.ar ing,

Th e C 1 L r s o r o n t h e S C l 1 e e n wil1 indicate

the fr1 quen.cy of in'terest. The 1 -

quency and RPM should

be

wnt'ten

In a. test log. Tape recordings can be

made, and the data 'on the RTA

screen can best.ored iin bubble

memory for plotting, at a later time.

The

vehicle

can theabe driven. at any

other sp e ed of interest ,and the test

procedure repeated.

7.

I f

desired, run the test ina. slJghtly diJ-

fe:rent

manne r .

The

vehicle can be

accelerated or decelerated throughout

a t

broad sp e ed range. The RTA screen

is observed throu,ghout the test. Th

cursor w iD automatically shift loth

highest noise level at any given

peed .

The frequency of the curser location

would

be

noted, on the f1y and may

peak at one, two or several frequen-

cies throughout the speed range.

S. Mode II setup - Structural

resonances

The se tu p fo r M ode

n ,operation is

the same as for Mode I, ,except for

the

cursor

operation.

The

'cursor

should now be set fo r peak hold

mode. The test would

be

run as

described

in Step

7. At the end of

an aceeleratlon all'deceleration run,

the display is held (pause) and

stored in bubble

memozy

or ana-

lyzed 1 0 · 1 1 '

peak

frequencies. The

As. 6

.Januarv/~ru.ary

1988 4



I

I

_ i

• • • • M

t fa •

C IR CLE A -1 4 O N

IR 1 A J D lR IR E f lY

C A R D

1 0

,

Vrms

10

dB

I~

r A V

J ~

I

I

I

1

I

mVrms

III

S t a v t :

a

H z

x: 386Hz

t tt

10

Ytma

1 0

e m

fDy

1

~~~ ~

x:eHz

fIa. 7 c

peaks in. this display represent the

structural. resonant frequencies.

These frequencies could

be

excited

at any vehicle speed by the ap-

p ro pr ia te m e sh

frequency

o r h ar -

monics that happen to coincide.

9.

Compare

th e f re qu ' l \c ie s o f g e ar m e sh

and the harmonics and sidebands

determined from this test with the

gear mesh and harmonic data. gen-

erated in the singleflank transmission

erJIortests

o f

the same gear sets.

In



IS E P EA K

385Hz

43 M PH

1st HARMONIC

ME SH

I D R I V E

X C I II I SA

53 IMPHI

1 8 1 H A R M O N i C M E S H I

this way, eharaeteristics of the gear

toofh geometry can

be

related to the

causes of gear noise in the vehicle ..

, ( S e e

Figs.

7h.

7c, 7d.)

Type II Noise Testing.

Comparing the relative level of noise

from one gear box Ito another has been

do ne fo r m any ye ars by a m e tho d as

described

in

R e fe re nc e 2 . This involves

the use of tr.acking, filters. These are nar-

row band pass

f i l te r s

'of 5 or 10

Hz

band-

l

S O O H z

S O M _ P H I

2nd H A R M O N I C

M E S H I

10

VIms

M E D IU M D R IV E

IN OIS E I PE AK

:SPEED

I E X C I T E R

10

ce

tr:IV

1

mV lm s

SIIrt

0

Hz

900Hz

FIa·7d

width that are tuned by pulses from a

tach generator on the drive shaft, such

that the center frequency is always

at

me sh

frequency or some hannonic of it.

A s 'th e ve hic le var ie s

speed,

th e f il te r is

always tuned to a particularorder of

r o ta tio no f the dr ive s haf t. A plo t o f th e

output of the filter

will

show any peak

noises associated with the gear

mesh

at

that particular

order of

rotation.

The

vehicle can

be

driven at various rates of

acceleration and deceleration and a com-

ple t e

hjstory recorded Ior analysis. The

r e s u lt s a re quite accurate an d

r epea tab le .

so it

is u se fu l fo r the

comparison

, o f , tw o

orseveralgear boxes. fig. 8 shows the

Veh ic l e

Recording

Un i t

January/February

1'988 4.



H i g h In t e n s i t y

M u lt : i .Fr e q u e n c y S c a n n e r s

R E D U C i E

H E A T TRE A Ti lNG

C O S T S up to 4 0

A re ce nt T OC C O d ev elo pm e nt, H igh In te ns ity

l Iin d u c tio n H a r d e n in g (H I IH ) n A ,r ed u c e s h e a t

tre atin g co s ts s u bs ta n tla jly in a v arie ty o f a ppli-

ca t ions.

HIIH

h as b ee n u s ed s u cce ss fu U y w ith l

a p pllic atio n s o n a u to m o tiv e a n d o ff-h ig h w a y

e ngin e a nd d riv e tra in co m po ne nts , a s w ell a s

sp e cia l iz e d 'ge a r a p p :lic a tio n s . T h e

HIIH

scan -

n in g p ro ce s s, w i,th p re s en t te ch n olo gy, ca n

be a da pte d to pa rts u p to

15

d ia m e te r a n d

I ~e n g th sto 1 2 0 .

P a rts th at p re vio u sly w e re fl'a m e h ard en ed in a

ba to n p ro ce ss , ca n n o w be in du ctio n .f1 a rd en ed ,

in - line , w i , th grea ter flex ,ib il ity mo re prec is ion ,

in d iv lid u a l q u a lity m o n ito rjn q , a n d a t lo w e r co s t.

H ig h In te n s ity In d u ctio n H a rd en in g is in d ee d,

a pro ces s o f T he F utu re .

C ro s s s ec tio n o f c am s ha ft lo be d em o n stra te s u n ifo rm ity o f h ard en in g.

M u lti-fre qu en cy, h igh in te ns ity h ard en in g o f ge ars pro du ce s a h igh -

ha rd ness

cheractertsuc

for Im p ro v ed s u rfa ce c on ta ct fa tig ue H fe .

H ig h re sid ua l c om p re ss iv e s tre ss in th e

root

a re a Is a ls o a ch ie ve d

lo r im p ro v ed io o th S lr en g th .

., S ys te m

,- T-OS .. .

d cu m e n t In d u ctl~n . n e e d

N E W . . . tics afe offered

1 0

°onditions.

T h ls ,a dv a 6de m

T O C C O S y $ \e ~ r~ ~ ~ gd n y ~ S a m \ c;ault o~: l~~~~~ ~ecording,P~~~~ ~v~ua.-, .

I)ertorma~cedig\la\ andanalog $l g f ons to r systemperlo

r

t

.r fu r ther details.

T O S mO':utor~t a t o d es igna ted , o c - t d c c o sales . e n g m e e r 0

translernng, - a hoo t i ng . As K y o u r

tion

o r

trouble-s

F or th e la te s t s ta te -o f- th e -a rt h e at tr ea tin g t ec hn o lo gy ,

contact y ou r T OC C O represen.tative,

o r

call: rocco ,

me;

3 01 00 S te p he n s on H ig hw a y,.

Madison Hts.,

M I,

4 80 7 1. P h on e : 3 13 ·3 99 - 86 0 1

o r

1·800-468·4932

o u t s id e M i ch ig a n ),

O IR C L E . A -l 2 O N .R E .A D E R ,R E P L Y C A R D

A u nit of.P srk O hio In du s trie s , in c.



C OM P O S IT E G E A R N O I S E

· ·

and dynom om ete r te s ts vs . su bje c tive

ra ting s , the c o r re la tio n w as po o r . The

s am e w as tru e w he n com par in g o nly th e

s e co nd hanno nic data . The as s u mptio n

w as tn af a ll gear n ois e w as coming f r om

th e

same Source of excitation.

A new te s t w as 'the n s ta r te d by us ing

th e

t echniques .

de sc r ibe d abo ve fo r Type

E Noi s e T e s t i n g . Itw as no 't f e as ib le to ru n

th e

RTA

in

th e ve hic le at tha t

tim ,

s o a

d ec is io n w as m ad e to tap e re oo rd

I t h e

r oad

te s t data and an ll ly ze it ~a.te r in th

laboratory,

This

was do ne fo r se ve ral

r oad

tests with

d if fe re nt g e ar s e ts .

Subse -

qu e n tanaly s is s how e d that the no is e

h e ard at 80 K PH was ,e xc it,e d by s e co nd

harm cnic o f m e sh , at 1 60 KPH by f ir s t

harmonic of mesh, and at

40 K PH

at

fourth harmonh; of mesh.

In

a U cases the

fn quency

'o f n o is e w as ,approximately 93 0

H z. Now whe n the s ing le

f lank

data

ef

f i rs t

hanno nic transm is s io n e r ro r w as

compared to

s u bje c tiv e r atin g s

at 160

K PH ,and the s ing le

f lank s e co nd har -

m o nic w as c om pare d to s ub je ctive rating s

at , 80 < PH mdp e nd e nt ly a g o od c or re la -

tio n w as sho wn .

te st s etu p and re su lts

from

s uch a sy ste m.

The re is a tr e nd to day to try to do this

kind

of analysiswith

d ig ita l F as t f ou rie r

Transfonn (FFT)

t e c lm ic r ue s ,

rather than

with

ana l og

tr ac kin g f il te rs . H ow e ve r, i. t

is qu e stio na ble w he th er the digital tech-

niqu.es are fast , e n o u g h to d ete ct th e peak

noise periods with s u ff ic ie n t a cc u ra cy

wh e n the vehic le

is

Icon~tan t ly changing

sp e ed , The F FT techn iques ar e acceptable

in

Type I

te s t ing , because

only

th e fre-

quency, no t the relati.ve amp l i t ude s , is of

interest. In

Type II

testing,.

one

is

trying

to c atc h th e abs o ~u te

maximum

ampl i -

tude for

e ach set

ofgears bein~ tested.

There are times when th e noise is heard

on ly as the ve h ic le is changing s pe e d o r

l oa d c o nd itio n s.

C ase H is to ry

N OTE : B e cau se pe rm is s io n w as g ive n

by a Eu r op e a h auto m ake r to u s e ac tu a l

te s t r e su l ts for this artic le , it w as d e cid e d

to pre se n t Lhe data in m etr ic u nits ,

k ile me te rs pe r

h ou r (KPH), rather

than

conve r t

to

MPH.(4)

During

Ithe

p ro ce ss o f in sta ll in g a s in gle

flank transmission

error tester

at an

automotive p~ant..a s tu dy w as

run .

to

correlate tr an sm is sio n e rr or with vehic le

g e ar n o is e . S ing le f lank data was ana-

lyze d byF FT te chniqu e s to qu an tify e x-

c ita tio n re la te d to first, s e co nd and o the r

harm on ic s o f m esh fo r se ve ra l gear s e t s .

The s am e gea r s e ts w ere bu il t in a te s t

ve hic le and ra te d s u bj,e ctive ly fo r noise

le ve l du rin g ; ro ad 'te sts . Th e ve hic le w as

a ls o in s tr um e n te d

and noise

te ste d o n

a.

dyn amome t e r

test

s tan d u sin g

FfT

ana-

l vt ic al t e ch n ia u e s.

The

data

from th e s in g le f lank te s t,

s u b je c tive ro ad te s t and i n s t r umen t ed

dynam om ete r te s t w as the n compared

fo r c or re la tio n. Th e re su lts did no t lo ok

g o o d for s eve ral re as on s.

Ina

s ub je ctive te st. the driver ra te s

n ois e h ear d

at any

speed ,o n a scale f r om

o ne to te n . He' o r she m ay rate o ne gear

set fo r n o is e h e ard at 80 K PH cau s e d by

s e c o nd harm onic o f m esh and ano th e r se t

fo r no is e

he ard at 1 60 K PH cau s e d by

first ha rmon ic of mesh.

T he n ois e s o un ds

th e s am e ,

and the ra te r doe s no t re -

alizethe e xc ita tio n is co m -

ing from d if fe r en t s o u rc e s.

I n . fac t .

at

so me o th e r s pe ed

a similar

n o,is e w as being

c au se d by e xc ita tio n from

be arin g s u s e d to m o u n t

th e pini.on.

In th e instrumented

dynam om ete r te s t, F F T

analyses were run at

g iven

fixed

s pe e ds . T he s e

r e s u l t e d

In

spectral data

showing

peaks.

at many

f re qu e nc ie s . T he p ro b -

lem is to ,de te rm ine

th e o n e to wh ich th e

d riv er is [1 l s po nd in g.

\l \lhe n lo ok ing ; a t f ir s t h ar -

m on i c data. fro m s in gle R a n k

(can tin ued on page 47)

Gea-, Sound

A na ly sis C o ns ole



CLASSIFIED

R a te s : C la s s ifie d Display-per l in c h ( m l n i-

m um 3 ) 1 X-$1 20 , .3X -$1 10 , 6X ·$1 00 , T ype

will be s e t 1 0 a dv ertls er's la yo u t o r G e a r

T e c h n o l o g y w il l s et type a t n o e xtra ch arge ,

W ord C ou nt: 35 ch a ra cte rs pe r l in e, 7 ,l in es

p er in c b.

I P a y m e n t : Full payment must a c c o m p a n y

cla ss ifie d a ds , M a ill co py to G e a r T e ch n ol og y ,

iP .O. Bo x 1

'

4 26 , E lk G r ov e V illa ge , III..6 00 07 ,

.A ll en cy C .o m m l ss lo lil : N o a g en c yc o m m is io n

o n c la s s ifi ed s .

M a te ria ls D ea dlin e: A ds m u st be re ce ive d

by Ih e .2 Sth of the m on th , tw o m on lhs prio r

1 0

p ub lic atio n , A cc ep ta n ce : P u blis he r

re se rv es th e rig ht

10

accep t

or

re ject

c la s sifie d a d ve rt·is e m e nls a t h is d is cre tio n .

COMPUTER ArCS

G E A R S - S P L I N E S

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too l ing

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to co mpu te r file s

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isting cuners

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gear

o r

sp l ine.

• G ea rin gl computer software for

sa le .

.. Consullin9 services for gear and

s p ll n e p ro b le m s .

V A N G E R PE 'N ·F lE EC E E :N G IN EE RIN G I

1 502 G ra nd B lv d,.

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T he C OS T IM AT OR ® co m pu te r

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speed and

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Box .A T

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G EAR P ER SON NEL

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H igh q ua lity 'ge ar m a nu fa c-

tu re r o pera tio n . S m a ll to

m ed iu m (25 ) ge a rs . W ith o r

w itho u t pro du ct lin e . A ll in -

q u irie s h el'd j n s tricte st co n -

fid en ce . P rin ciple s o n ly.

Bo x G M

clo G e ar T ech no ~I'o gy

P .O . B o x 1 4 2 6

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There 's s til l t lime , • .. .

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REBUILD. G

H OB BER R EBU ILD :IN G

S PEC IIALlS,TS

H a v in g tro u b e m e etin g

leday's de-

mand ,quality oontrol tolerances?

~e t o u r fa cto ry tra in ed a n d e .x

perienced staff return y,our

mach ine

to optimum operating

condi t ion.

We specializ,e in r,epai'ring,

l iebui lding

and l modemizingaJl

m a k e s 1 0 1 hobbers.

.' C le ve la n d

IRigidhobbers

.' G o l il 'd & Ebelil 'lardl

.' B arbe r Colman

IP ;R iE ,SSt t14TION I'NC.

5 22 C o tta ge G ro ve IR oa d

IB loomf ie l 'd . Conn . 106002

(2 0 0 ) 2 4 2 :.8 5 2 5

C IR ClE A I',a O N R E A D E R R e Pl V C AR D

R E LA TIO NSH 1 P 'O 'F

M EASU R ED GEAR NOISE ... '

c,ontiP lued

from

pAge 45

With this knowledge, another pro-

gram was started with a greater number

of axles and

yielded excellent results,

even when comparing single flank trans-

mission 'errors ,against subjective

Call'

ratings. (See fig. '9.) From this data

it

was

possible to establish an acceptable m'ange

of single f lank transmission errors for

SUBCONTRACT

0

I

I :

o 0.'

o .a o .a

OA

G. I o .e

G.7

o .e

U ,.

G E A R T OO TH G FlIN D ,IN G

H O N I N G ONLY

Product ' ionQuant i t ies ,

3/4 P.O.,

to

27.5 P.D ' . ;

3 ,.5 D .P . a nd 1 1 IF ace

Gear Tooth Finishing

Is eur

'O n ly B u sin e s s

W e h a v e n o . tu r n i n g , h o b b in g Of

s h a p in g c a p ab il it y

A L L E G H E N Y G E A R C O R iP .

23 Dick R.oad

~t..'U~ 0..

Depew, NY 14043 ~

71 6 -68 4 -38 1 1 ~

O IR C t J E . A -2 1 O N R E A D E R R E P l Y C.MD

iirstand second harmonics of mesh.

Conclusio.n

Many di f f e r en t types · o f in~t rumen ta -

tion are available for the sound testing

of gear noise. However, the procedure

used with the instruments is the

key

to

successful

application.

Relating

th e

fre-

quency of the noise aUl'ally and visua]y

in the data is 'the most import.ant step

in

the analysis.

fQl

~

BUSINESS ACQUISITIONS

t o I : :

I ••

I

,

. ::

7

~ l

i . -

j : · · · · - -

2 I

I

I

:

• 7 • • 10

W A N T E D T O B U Y

fll.9

L arg:e ' pre cis io n g,e ar' co m -

pany. M u st have m od'em

equipment, lnterested ln

o o rrpa n le s th at a re ,cu rre ntl:y

,o pe ra tin g ,a t lo w Ip m du ctio n .

IRepli:es confident ial .

Bo x BT

c lo Gear l e c hno l o gy

P.O.

B < r x

1,426,

Elk

'Grovel

VIII 'age

IL

16(X)()7

h

is possible to

apply ehe

above

eeeh-

niques and sort out 'the facts from mys-

tery.

Onceth:js

is done,

3

correlati:on

between noise and transmission error can

be established and lim its can set on th e

process for quality ,eontJIot

R:efe : rences :

1. SMITH, R.E. Identification ,o f Gear

Noise With Singl Flank Composite

Me4SUreD' Jen l , AGMA.

FaIl l

Technical

Meeting, San .Francisco, CA, October

14·16, 1985 .

.2.. PITTS, loS. Bevel and Hypoid Cear

Noise Reduction, SAE Paper No.

720~4.

3. SMITH, R . E . . 'What Single Flank

Me as ur em e n.t C anD o E io rY o u. AGMA

Fa l l

J:echnJeill

M e e tin g. W a sh in g to n,

D.C.,

October

]5..1.7, 1984.

4. V OND ER SC HM lOT. D ata f ro m te s tin g

do ne at

A dam 0pe II

AG. ,

Rl l e s s e l she im ,

We s t

'Genna.n.y.

Acknowledge.ment: The author wishe to thin .:

A dam O pel A G .• RU eJ54 llsheim .

Wes t Germany:

RItd Dr. Vcmde r5 Chmi dt fo r tM u se 0/ thei r restl'iatA.

Rqrinted wilh pmnwion of thl ArrIt'riam G_

Mmlufactums Association. The opinio1JS.

st l~

mmts a n d conclusions presented in this p.aperan

those of tne Aulnc,.,

,llI'Id in riO' TDtl j rrpraml

Ih

p ositl O o r o pin io n o f

the A MERICA N GEA R

l1. tANU fACTU .RERE ASSOCIAT ION .

January /February 1988 47'

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