AGMA 02FTM9-2002 pdf free.Gear RollScan for High Speed Gear Measurement A Revolutionary New Method for a Complete Topographical Inspection of Gears A. Pommer, FRENCO GmbH.
The idea for a new gear testing procedure was born in Cologne. Dr. Guido Hopf from Ford made the first contact with FRENCO about the development of such a gear tester in 1995. In the following years FRENCO built the first fixtures and suitable electronics for fast capturing of measuring points.
The software was written in Cologne. In 1999 the first gauges were installed on the shop floor. The process is protected by two patents [1]. The Ford team was honored with the ,Henry Ford technical achievement award 1999.
Since 2001 FRENCO is holding the license to bring this technique to the market. FRENCO is now responsible for development, design and production of the complete system. The large
potential of this system still creates demand for new ideas and solutions.
2. Existing Gear Testing Processes
This article is about a new gear testing process, called RollScanning. It is useful to consider common methods first.
3. The Process of RollScanning:
Single Flank Roll Test RollScanning is based on the known single flank roll test. Main difference to the well known double flank roll test is the use of a fixed center distance. With one driving and the other gear being driven a single flank contact is achieved. The deviations of the sample will be found as an angular error between both axes. So two rotary encoders are necessary one for each gear. As this method is a realistic copy of the real transmission a large contact ratio is typical. This means the results show an interference of a number of tooth flanks. For helical gears a contact ratio up to 3 is typical.
Solution
As the main solution the contact ratio needs to be reduced. This is achieved with so called tracks on the gear surface. To avoid interference between two tracks, they are separated by a number of,transport’ teeth between every track-flank. Two different types of tracks are used:The surface beside the tracks is lowered about 0.2mm to always keep contact on the tracks. Also all ,separation’ teeth are lowered by the same amount on their complete surface. As a result we have now only a short part of the complete ,line of contact’ left over. It is nearly a point contact now.AGMA 02FTM9 pdf download.
AGMA 02FTM9-2002 pdf free
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