AGMA

109.16
OCTOBER, 1965

PROFILE AND LONGITUDINAL

CORRECTIONS ON INVOLUTE GEARS

By
HAHS SIGG, Chief Gear Engineer
Maag Gear-Wheel Company Ltd.
Zuri ch, Swlturland

Pr... nt.d at the Seml·Annual M•• tlng

of the
AMERICAN GEAR MANUFACTURERS ASSOCIATION
Th. Contln.nt al Plaza, Chicago, illinois
October 24·27, 1965

Copyr ight, 1965, by AGMA and MAAG

 TABL E OF CONTENTS

Page

1. BASIC CONSIDERATIONS......... . ................................................................ 1

2. TOOTH LOADING CHARACTERISTICS ON TRUE-INVOLUTE SPUR GEARS.............................. 1

3. PREVENTION OF ENGAGEMENT SHOCKS. . . . . . . . • . . . . . . . • . . . . . . . . . . . . . . . . . • • • . • • . • . . . . . . • • . . . • . • • •. 2

4. PURPOSE AND PRINCIPLES OF PROFILE CORRECTION............................................. 2

5. RECOMMENDATIONS FOR THE PRACTICAL APPLICATION OF PROFILE CORRECTION

ON SPUR AND HELICAL GEARS. . . . . . . . . . . . . . . . . . . . . . . . • . • . . . • . . . . . . • . . . • . • . • • • • • • . . • . • • • • . . • • . • . .• 3

6. FACTORS INFLUENCING THE LOAD DISTRIBUTION ACROSS THE F ACE OF A GEAR. • . • . • • . • • • • . . • • • •. 4

7. RECOMMENDATIONS FOR THE PRACTICAL APPLICATION OF LONGITUDINAL

CORRECTION ON SPUR AND HELICAL GEARS .....•••..•......••••.•............•..••.•••.•••••.••. 4

FIELD EXP ERIENCE • . . . . . . . . • . . . . . . . . • • • • . . . . . . • . . • • . • • • . . . • • • • • . . . • . . . . . • • . • . . • • . • • • • • • • • • • • • • •• 6

Introduction The reconunendations made in this paper are based
Experiments on loaded gear drives show that as tooth almost exclusively upon experience gained from harde~
pairs move into and out of the field of mesh, shocks and ground single helical gears. The tooth accuracy ~.
arise which cause f1uctuatiun '> ;i. angular velocities. ground tDothings corresponds to an AGMA quality 14 to
Such shocks would occur even in perfectly accurately 15. The profile accuracy, however, is even of a better
made gears, for they are partly due to the elastic deflec-. quality.
cion of the teeth. The strength of the shocks is depend-
ent on the actual load being transmitted, and on the 1. Basic Considerations
accuracy both of the teeth and of the mutual location of
the gears in their housing. Other factors such <is pitch A gear tooth moves into the field of mesh with such a
line velocity, the moment of inertia of the gears, the high speed, that the nature of its load take-over will
surface quality of the flanks, and lubrication etc., will have the character of a damped vibration. In spur gears,
also exert some influence. the number of teeth carrying the load changes from two
These fluctuations of the gears produce noise by in- to one and back to two, which makes the elastic reaction
ducing vibrations in the gears themselves but also in the even more complicated. In helical gears there are more
shafts and housing. tooth pairs in contact and the effect of the changing
When gear manufacture was still in its infancy, the number is less acute, although the situation is basically
general aim was r.o produce teeth as near to the theoreti- the same. For identical load, speed and tooth accuracy,
cal form as possible. It was not until demands for corrections may be smaller on helical teeth than on spur 1
higher speeds and loading, together with qui eter running, teeth. A further consideration is that a helical tooth
became really acute, that the pro,spect of le s sening en- does not make contact immediately with its full face-
gagement shock s by way of profile correction (tip and width. The load is taken up first a~ the leading end of
root relief) was entertained. As soon as the grinding of the helix, and spreads across the whole tooth gradually
hardened gears was introduced, still higher specific (Fig. 1). For this reason, a longitudinal correction
loads could be transmitted which made the application (crowning or end relief)will also be effective in avoiding
of profile corrections even a necessity. engagement shocks. In the following we shall examine
But with the increase in transmission loads, longi- the conditions prevailing in meshing spur gears, from th,.
tudinal corrections (or crowning) gained in significance purely static point of view. It must be kept in mind d ))
.. ~
also. As will be explained later in more detail, well t h<; term engagement shock" refers to the dynamic
designed crowning in connection with helical gears can process of meshing, and that the actual force will exceed
also contribute to a reduction of engagement shocks, the theoretic, static value, and assume a vibrational
although the main object of crowning is to attain uniform form governed by the speed and inertia of the gears.
load distribution across the facewidth under a given
load; in other words, to counteract those various influ-
ences which are alien to good tooth bearing conditions. 2. Tooth Loading Characteristics on True-Involute
Sc the considerations governing the application of the Spur Gears
two types of flank correction - profile or longitudinal -
are different. And for this reason they will be dealt with When spur gears mesh, contact is made by one pai ( \]
separately in this paper. and two pairs of teeth alternately. Taking the line 0'fL'
The actual degree of correction necessary, whether it action for an abscissa, as in Fig. 2, we can represent
is tip, root or end relief, is generally relatively small - the force on the tooth at any point along the path of con-
usually between about 3 tenthousandths and 1 thousandth ' tact AD by an ordinate perpendicular to this axis. Two
of an inch. But in spite of being so small, these correc- pairs of teeth make contact over the portions AB and
tions improve the load carrying capacity of a given gear- CD, one pair only over the portion BC. The actual
ing appreciably 1 providing they are designed and applied lengths of these paths are given by the gear dimensions,
properly. However, if a tooth correction is to increase AC and BD being equal to the base pitch. For absolutely
load capacity, it is only logical that a certain minimum accurate, non-elastic gears, the load in the double con-
manufacturing accuracy must be assured. In a case tact regions would be exactly half of that in the single
where tooth errers verge on the profile correction in order contact region; this is shown by curve AFGHIKLD. Due
of magnirude, an improvement of the meshing conditions to surface deformation at the points of tooth contact,
would be in doubt; particularly if error and corrections and to shear and bending deflection of the teeth them-
are additive. sel ves, th e division of load alters. From calculations
It may generally be claimed that the certainty of im- one obtains a force curve AMNHIOPD. Roughly spea ~\
proved loading capacity by way of profile and longitu- ing, engagement starts at A with 40% load, rising to 6~
dinal corrections is only present if tooth errors are less at the point of transition from two-tooth contact to one-
in magnitude than the degree of correction. tooth. After carrying 100% load alone over the central
 gion, the receding tooth pair IS attributed 60%, sinking less tendency for base pi tch differences to cause speed
o 40 % again on moving out of the field of mesh. fluctuation.

3. Preventing Engagement Shocks 4. Purpou and Principles of Profile Correction

As soon as the teeth under consideration have some To avoid shocks as gear teeth enter and leave the
sort of error, the loading characteristic will be different field of engagement, the flank profile can be eased back
again; especially since gear teeth are comparatively locally over a suitable distance - in the regions of the
stiff, and even slight errors have a great effect. .Of tip and root on the pinion for instance, familiar to all
particular interest in our present investigation is the as "tip and root relief". Nowadays the form and degree
rotation of one gear relative to the other as a result of of such corrections can be controlled accurlttely on
the elastic deflection of the te-!th. We can express this MAAG grinding machines, and moreover the relieved
rotation as a displacement Os along the line of action areas can be blended smoothly into the remaining true-
(see Fig. 3). Its value for spur gears would be: 2 involute areas."
Various aspects dictate the character of the correc-
Os =approx. 5 x 10- 3 Wg tion to be made; and those for spur gears differ from
in tenthousandths of an inch (Equation 1) those for helical gears, so that different sets of correc-
) tive principles evolve. The final verdict concerning the
where Wg = the normal force along the line of action in worth of a given correction can only be passed on the
lbs/in. strength of practical results.
At the moment of moving into engagement, a driven To examine the problem as presented by spur gears,
tooth ZgO will find its mating profile shifted along the we shall refer again to the diagram of load in Fig. 2. We
line of action by the stated amount Os in accordance see that on true involute flanks, quite apart from initial
with Fig. 3; this is the result of the elastic deflection of and final contact in A and D, there is an abrupt change
the tooth pair Z gland Z p 1 already in contact. Such lack in loading at the change points Band C, where the load
f correlation will lead to engagement shocks. As is suddenly transferred from two teeth to one tooth alone
already mentioned. tooth errors can ha ve a similar effec t, and vice versa. Since this can excite vibrations, such
since they al~() represent contact point displac eme nt. shocks must be suppressed as far as possible. In Fig.
Before devices for grinding flank corrections were Sb an assumed specific loading is delineated, which
incorporated in MAAG machines, the following practices should afford some success in this respect.
were employed to aid the situation when manufacturing Neglecting manufacturing errors for the moment, we
high power, high speed gears: are faced with the question: What exact form must the
a) Close tolerances, particularly for profile form and correction take, in order to make the force of tooth con-
ad; acen t pitch tact follow the graph AHID in Fig. Sb instead of the
b) Highest possible transverse contact ratio (one graph AMNHIOPD which would apply if the flanks are
such measure was the introduction of addendum not corrected?
modification, based on a 15° cutter pressure angle In Fig. 5a the tip of a driven tooth is just making
- known since 1908 as MAAG-toothing) initial contact in A. Another tooth pair already makes
c) Slightly longer base pitch for the driving teeth as contact in C. JUSt before point C, the full load is
compared to the driven teeth, as shown in Fig. 4. carried by the one tooth pair, causing the point of con-
Provided that the difference between the base pitches tact to be displaced along the line of action by the
of the driving and driven gears is greater than the sum amount Os as per equation 1. If the newly contacting
of all errors and deflections, the tooth tip of the dri ven tooth tip is left uncorrected, the tooth would immediately
gear sweeps into the field of engagement without take up a load represented in Fig. Sb by the point M.
making contact. The load is subsequently taken up by By easing back the profile of the said tip an amount
this tooth gradually. Naturally the difference must not equal to os, the load is reduced as desired from M to
be too great, or the ratio of the base circle diameters zero. The relief must finish at contact point Bl. Field
will no longer agree with the transmission ratio, an d new R 1 in Fig. Sb represents the actual load of which the
speed flucruations will be induced in frequency with the newly concacting tooth pair is relieved. Since the total
consecutive tooth engagement. In practice a base pitch load must remain unchanged, the preceding tooth pair
. fference of maximum 1.5 ten thousandths may be already in contact is subjected to a correspondingly
Howed. higher load, represented by field E 1. The appropriate
By using helical gears with adequate overlap ratio geometric relief is plotted to an enlarged scale along the
(say between 3 and 4), the influence of tooth errors, line of action in Fig. Sc, giving a diagram comparable to
especially of profile errors is less felt. There is also that obtained froril a tooth profile recording instrument.

2
 On the tooth tip itself the correction will appear as the specific tooth load is relatively high In relation "
,I
shown, highly enlarged, in Fig. Sa. By easing back the the tooth size this rule may be relaxed, and the true-
tip of the receding, driving tooth tip, the load on the involute portion along the path of contact made shorter.
latter IS reduced in a like manner as it moves out of In extreme cases, as for example in aircraft gears, the
mesh. Applying practically the same geometric tip profile corrections may even extend along the entire
relief, we achieve a load reduction R2 and a load in- tooth flank in order to ensure a smooth blending in of the
. crease E 2. It is by such tip corrections on driving and corrections. 3
driven flanks that the contact forces are made to follow To make things easier for acceptance tests after
the graph AHID of Fig. 5b. As can be seen, there are no manufacture, it is advisable to specify tolerance limits
abrupt load changes. Along the path Bl C2 transmission for the correction. The tolerance field will be posi-
takes place via true-involute flanks. Distance BIC2 is tioned such that a deviation can only have a lessening
equal to the base pitch. Based on these obs~rvations effect on engagement shocks. For driving and driven
we arrive at the following general rules for determining gears, then, the fields will lie in opposite directions, in
suitable involute corrections on spur gears: support of the previously described principle of decreas-
a) Along the path of contact, a distance equal to the ing the driven gear base pitch relative to that of the
base pitch should be left void of any correction; driving gear.
and the correction should extend to both sides Taking the general case of a corrected pinion, of the ...
over more or less equal distances. accuracy grade customary in ground gears, typical pro- .1
b) The correction can be applied to both gears in the file diagrams, as recorded on the involute tester, are
form of tip relief, or to one gear alone in the form shown in Fig. 7 and Fig. 8. These diagrams refer to
of tip and root relief. If tip and root relief is ap- cases where the thermal influence is not large enough
plied to both gears, the amounts are simply addi- as to require additional corrections.
tive, which means that the individual corrections To attain a smoother profile form by lengthening the
on each gear are half the total amount. This the root relief slightly, the tip relief would have to be
method is already practised in certain cases, and shortened. This measure should only be resorted to if
often brings advantages from the point of view of root corrections are exceptionally short, as is the ca~~,,\,
manufacture. with fine-pitched gears. \IJ.),
c) The degree of correction will depend on the
specific tooth loading w g and the accuracy of the
gears. For perfectly accurate gears the minimum Degree 0/ Correction lor Spur Gears (Equation 3)
degree would theoretically be equal to Os as per
equation I. w == peripheral unit load in Ibs per one inch of face-
width
t-. = corrections in ten thousandths of an inch
5. Recommendations for the Practical App licat ion of At first point of tooth contact:
Profile Correction on Spu r and Helical Gears
lower tol erance I imi t t. 1u = 3 + 3.5 w x 1O-3 ~
Profile and longitudinal corrections are genenilly upper tolerance limit t.l0 = 6 + 3.5 w x 10- 3
only applied to one gear of a pair; to the pinion, that is,
in the form of tip and root relief - and possible crowning. At last poin t of tooth con tact:
We differentiate between the profile corrections for driv-
ing and driven flanks. Along the path of contact, a dis- lower tolerance limit t. 2u 0 + 3.5 w x 10- 3
=
A -3
tance equal to one transverse base pitch will almost upper tolerance limit u20 = 3 + 3.5 w x 10
invariably be left without correction. Similarly a certain
stretch of the facewidth will be left free from longitu-
dinal correction. From the manufacturing aspect, this Degree 0/ Correction lor Helical Gears (Equation 4)
practice has the important advantage of always leaving
a chance to measure directly the two most important At first point of tooth contact:
dimensions: the base pitch and the helix angle. From
the operational aspect, it ensures that the tooth contact lower tolerance limit t. 1u =2+2.8wxI0 -3
conditions of spur gears will still be kinematically upper tolerance limi t t. 1o ",5+2.8wxI0 -3
correct also under light loads, since the transverse con-
tact ratio is at least equal to 1. Helical gears with At last point of tooth contact:
adequate overlap ratio are somewhat less sensitive in
-3
this respect, as correct kinematic transmission is lower tolerance limit t.2u = 0 + 2.8 w x 10
-3
guaranteed by the effect of the helix. In cases where upper tolerance limit t. 2o '" 3 + 2.8 w x 10
 It is known that with high power high speed gears the In a gear which operates at high peripheral speed. it
nion will gain a higher average temperature than the IS necessary to check on possible deflections due to
gear. This results in a difference in base pitch: centrifugal forces. Depending on the shape and design of
the gear body, the toothed area might acquire a slight
~Pb = Pb . ~ () • 0< (Equa tion 5) barrel or concave shape.
There is also a (hermal influence to be considered.
~a Temperature diffe renc e pinion/gear The higher the power transmitted in one mesh the more
Thermal expansion coefficient pronounced it becomes. The gears get heated unevenly.
In a spur gear the temperature is highest in the center of
Corresponding corrections are made by changing the the toothing and drops towards the tooth ends provided
inclination of the tolerance zone of the unco rrec ted in- the influence of the heat generated in the bearings is
volute section BC, i.e. by correcting the base pitch of the negligible. With helical gears the hottest pare of the
pinion. ' toothing is mo ved somewhat because of the lube oil
In a speed reduction gear a pinion temperature h igher being transported axially to one side.
than at the gear produces a larger base pitch in the As mentioned above the average plOiOn temperature
driving member. As described in section 3 and illus- is slightly higher than the gear temperature. With
trated by Fig. 4 this effect helps, up to a cereain point, helical gears this has the following effect:
in reduc ing tooth en gage men t shoe k. Because there are several pairs of teeth 10 contact
If the temperature difference is of significance, the simultaneously the temperature difference causing a
base pitch difference must be reduced to an acc e ptable difference in base pitch (equation 5) has the effect of
value. This corrective measure imposed on the pinion producing unequal load sharing between the teeth in
profile diagram has the effect of lifting point C in Fig. 7. mesh. In a speed reducer it is the leading tooth pair
In a speed increasing gear the situation is reversed. which takes the highest load (see Fig. 6). The next
It is the dri ven member (pinion) attaining a large r tem- following tooth pair gets a slightly reduced load. and
perature and base pitch. This effect, like the tooth at every following pair the load decreases. This results
de flection, tends to increase the tooth engagement shock in heavier contact marks at one end of the teeth, and
ig. 3). In order to compensate this temperature in- gi ves the impression that the helix angle of the pinion
uence, the tolerance zone BC on Fig. 8 is given a decreases with rising temperature. In actual fact the
different inclination again by lifting point C, which is helix angle remains unchanged. Such one-sided loading
equivalent to reducing the pinion base pitch. An example is only caused by the base pitch differences, and it ob-
of such a case is illustrated by Fig. 14b. viously becomes more pronounced, the more teeth there
For such cases where the average pinion te mp erature are in mesh simultaneously; or in other words, the larger
is larger than the gear temperature, the following should the helix angle.
be noted: With single helical gears where the helix angles vary
In a ,reduction gear the effects of tooth deflection and between 6° and 15° this effect is normally very slight.
temperature difference tend to compensate each other. However, it is an advantage to choose the hand of the
_ But with a speed increasing gear these two effe cts are helix such, that this effect tends to reduce the effect of
additive. This means that the resultant base pitch cor- the pinion torsional deflection due to the tooth load.
rection in a speed increasing gear is larger than in a Fig. 6 shows that in a reduction gear the leading tooth
reducti on gear. ends of the pinion should be at the pinion coupling side.
In a speed increasing gear the situation is reversed; the
trailing tooth ends should be at the coupling side.
6. Factors Influencing the Loa d Distribution Acro s s Other factors influencing the load distribution, like
the Face of a Gear stiffness of the housing and foundation, bearing clear-
ances, etc., must be weighed up for each individua) case.
Starting from an accurate gear which show s a bso lu tely It is often an advantage and common practice to make an
even load marking across the face width in the unloaded allowance for such influences when designing the
and cold condition we find that the load distribution wi ll longi tudinal corrections.
not be uniform under service conditions. There are a
number of factors responsible for this, which must be
kept in mind when designing tooth corrections: 7. Recommendations for the Practical Application of
Every pinion under load suffers a certain amount of Longitudinal Corrections on Spur and Helical Gears
a stic deformation. The cylindrically shaped pinion
body bends and twists under the tooth load. Sh e ar de- In the majority of all cases the main factor which
flections are also present, but they are small and can be calls for longi tudinal tooth corrections are the elastic
neglected. pinion deflections. The determination of the bas ic

4
longitudinal corrections is therefore based on these. If the toothed part of the pinion has a bore of diamete
These deflections can be calculated exa ctly for a d; the above values 8 b and 8 1 must be multiplied by:
defini te transmi tted power for which uniform load is
desired. (Equation 8)
Any other influences on load distribution as men-
tioned above in section 6 are more difficult to anticipate.
F or this reason the designer wi 11 generally try, in the For a quick determination of the combined pIniOn
initial stages of his work, to arrange for th ese indefinite deflection 8 the curves of Fig. 10 can be applied. They
factors to cancel each o ther as well as possible, i.e. are plotted as a function ot the face width diameter ratio
that they are not additi ve throughout. The ' expected K and are based on the following data:
misalignment due to these factors is given consideration
by superimposing respective corrections 'On those
determined from tooth load deflections. A simple way of Curve A:
calculating elastic pinion deflections and the correc-
tions necessary to ensure optimum load distribution is Pinion in mesh with one gear
as follows: Pinion symmetrically mounted as shown in fig. 9
The pinion deflections are determi ned in a plane Bearing span - face width ratio Tf = 1.7
tangential to a cylinder of pitch circle diameter (Fig. 9). Unit load Wo = 100 Ibs/in
The tooth load W, which is also acting in this plane, is
assumed to be uniformly distributed across the face The maximum combined deflection 8 for any load w is
width. Its value corresponds to the operating load for then:
which optimum load distribution is desired.
w
The total pinion deflection is composed of two ' parts, 8 = 8 1 0 0 ' 100 . in tenthousandths
bending (curve 1) and torsion (curve 2). Both act in the (Equation 9)
same tangential plane. Therefore, the combined deflec-
tion (curve 3) is obtained by algebraic addition of the
two curves 1 and 2. Curve B:
In order to compensate elastic deflections under the
predetermined load W, the longi tudinal correction must Pinion in mesh with two gears, 1800 displaced as shown
be of the shape of the dotted line 4 which is an exact in Fig. 9.
inversion of the combined deflection 3. Unit load per mesh Wo = 100 Ibs/in
'For a symmetrically mounted pinion as shown in Fig. The maximum combined deflection 8 is again obtained
9, the equation for the calculation of the maxi mum bend- from equation 9.
ing deflection within the toothed section of face width F It must be noted that w is the unit load for one mesh
is: only.
If the piniOn engages three gears as for instance in an
8 2 K4 (11 - -7) epicyclic gear, the values 8 10 0 given by curve Bare·:
= - • w • (Equation 6)
b Err 12
simply multiplied by ; •
w specific load Ibs/in

K face width diameter ratio : Manuf •. ducing and inspection techniques make it
desirable to deviate somewhat from the theoretically
T} bearing span - face width ratio ~ determined form of correction according to curve 4 in
Fig. 9. Practical experience supplies the necessary
The deflection curve is approximately of circular
directives. As with profile corrections, part of the tooth
shape. The maximum value 8 b appears in the middle of
is left uncorrected. This uncorrected portion assures
the toothing. The influence of the pressure angle is
adequate overlap ratio (~ 1 if possible) and hence smooth
small and can be neglected.
running when operating under light loads. It also permits
a direct measurement of the helix angle. In such cases
The maximum torsional deflection of the toothed where loading and deformations are extreme, the above
section, again assuming uniform load distribution, is: principle can no longer be applied, for the correction must
extend across the full face width. ..,
(Equation 7) For combined pinion deflection /) not exceeding "'~
tenthousandths, it has become sound es~ablished prac-
The torsional deflection curve is of parabolic shape; tice to give the longitudinal correction the form as shown
its vertex being at the tooth ends away from the coupling. in Fig. 11 and Fig. 12.
 The degree of correction is calculated from the com- Marine Reduction Gear between Diesel Engine and
ined deflection 0, and provided with suitable to lerance Screw Shaft
imits for manufacture and inspection.
Max. power 3600 HP
Speeds 1640/739 rpm
Degree of Longitudinal Correction for Single Mesh Pinion diameter d = 8.3"
(Equ ation 10) Face width F = 10.2"
Spec. tooth load w = 3200 lbs/in
Form of correction see Fig. 11. ~~ctor 5~
Helix angle .;, = 10°
Coupling end ten thousandths Diametral pitch P d '" 3.85
Gears carburized, hardened and ground
Lower tolerance limit ~xu = 0
Upper tolerance limit ~ ::o '" 0 + 2 Profile Corrections:

Blind end The degree of correction is evaluated from equation 4.

For K ~ 1--------------- ~y '" 0 ~ 1u = 2 + 2.8 x 10- 3 . w = 11 tenthousandths

~lo = 5 + 2.8 x 10-3. w = 14 tenthousandths
For K > 1 ~2u = 0 + 2.8 x 10-3 . w = 9 ten thousandths
Lower tolerance limit ~YU = 0.3 0 ~20 = 3 + 2.8 x 10-3 . w = 12 tenthousandths
Upper tolerance limit ~yo = 0.3 0 + 2
The profile diagram of the pinion teeth is shown on
Fig. 13b. It is based on the recommendations given by
Degree of Longitudinal Correction for Double Mesh Fig. 7. The tolerance zone of the profile section be-
(Equation 11) tween points Band C allows a deviation from the true
involute of 1.2 tenthousandths. This is equivalent to a
Form of correction see Fig. 12. pinion base pitch being up to 1.4 tenthousandths larger,
but never smaller, than the tneoretical value.
Coupling end
Longitudinal Corrections
Lower tolerance limit ~xu = 0
Upper tolerance limit ~x o = 0+2
Face width diameter ratio K c 10.2 = 1.23
8.3
Blind end
From Fig. 10, curve A : 0100 = 0.2 tenthousandths

~ 8. Field Experience Combined deflections (equation 9)

Tooth corrections have been successfully applied

o = 100
.:!!.... • 0100 = 3200 . 0.2 = 6.4 tenthousandths
100
since pinion grinding machines equipped with correction
facilities became available about 15 years ago. From equation 10 one obtains the degree and from
These machines are capable of producing accurately Fig. 11 the form of the correction.
controlled 'corrections within one ten thousandth of an
inch. Coupling side: ilx u = 0 .. 6.4 tenthousandths
Since then, this technique of finely controlled correc- ~xo = 2 + 8 = 8.4tenthousandths
tion has been applied to a vast number of hardened and Blind siae: ~yu = 0.3 8 = 2 tenthousandths
ground gears of various sizes and all kinds of application. ~yo = 2 + 0.38 = 4 tenthousandths
Observations on these gears in service h ave supplied
adequate proof of the soundness of the principles of The longitudinal diagram is plotted in Fig. I3c.
correction as described in this paper.
The following examples are presented as typical con-
crete cases of successfully applied tooth correc tion • Example 2: Fig. 14
.,
Speed Increasing Gear between Twin Diesel Engine and
Example 1: Fig. 13 Generator /or Diesel Electric Locomotive

6
Two Diesel crank shahs drive one generator. finest corrections which such field experience
The layout of the gears is shown in Fig. 14a. suggest as being necessary.

There are rigid couplings on the input and Olltput shahs.

Example 3: Fig. 15 and 16
Power per crankshaft 1175 HP
Speed of crankshafts 750 rpm Pinions for Rolling Mill
Speed of generator 1078 rpm
Pinion diameter d 13.55" Pinion diameter d = 14"
F ace width F 11.42" Center distance a = 14"
Diametral pitch Pd 2.36 Effective face width F = 2 x 8~" (double helical)
Helix angle 0/1. 0° Gap '" 4Yz"
Backlash 3Yz -;. 4Yz thousandths Total face width FI 21" (2F + gap)
'"

Average tooth load Wo 873lbs/in Diametral pitch Pd 1.429

'"
Torque Variation at normal load ±300% Helix angle If; = 28°
Gears carburized, hardened and ground Teeth carburized, hardened and ground

This is an unusual case because of the high torque Input torque acting on one pinion: l))
fluctuation at normal operation, which accounts for the
sma!l backlash. Normal torque T '" 0.97 . 10 6 lbs/in
The peak load on the teeth is four times the average Maximum torque T max = 1.40 . 106 lbs/in
load:
The output torque IS equally divided between the two
W ma x = 'V 3500 lbs/in pinions. Only half the input torque is transmitted by the
teeth. The other half is transmitted directly by the input
Observations made on this gear in service confirmed pinion to the output coupling.
that not only elastic deflections, but also thermal in-
fluences must be considered when determining the flank Specific load w = 4200 lbs/in (k = 600)
correction required. The heat developed in the bearings W max = 6100 lbs/in (k max '" 870)
causes the diameter to grow more at the tooth ends than
in the middle. Gears of this type which were made Because this rolling mill operates only part time at
without longitudinal correction suffered scoring at the the max. torque it was decided to apply corrections based
tooth ends. To rectify the matter, the symmetrical longi- on the normal load w.
tudinal correction shown in Fig. 14b was applied, and
no further trouble was experienced. Profile Corrections:
Whereas no actual correction is applied to the teeth
of the mating wheels, the tolerance zone for the tooth Because the pinions are of the same dimensions al
alignment is positioned such as to compensate for the the necessary tip and root relief is rather large, the
very slight torsional deflections. corrections are shared equally between both. However,
The degree of tip and root relief shown in Fig. 14b the tolerance zones of the uue-involute flank portions
corresponds to values obtained by substituting into . are opposed to ea ch other, such that the base pitch of
equation 3 a tooth load w equal to approximately double the driving pinion can never be smaller than the pitch at
the ~ verage load Wo' the driven pinion, see Fig. 15.
Sinc e the pinion is dri ven by two wheel s, a certain The degree of the tip and root corrections were de-
temperature' difference between wheels and pinion must rived from equation 4.
be expected. In a speed increasing gear like the one in
question, the temperature difference and the tooth deflec- Longitudinal Corrections:
tions have an additive effect as mentioned earlier. The
rule here is to make the base pitch of the pinion 1.5 to. In a case like this the combined deflections B can no
2.5 tenthousandths of an inch below the theoretical longer be read from graph Fig. 10. The various deflec-
value. tions must be calculated separately and superimposed.
In all cases where thermal influences are felt, and In this case the formulae 6 and 7 gi ve a close app.)),)
where appreciable vibrational forces or sho cks occur, imation for the deflections Bb and Be respectively, if ~e
practical experience is the only reasonably reliable tooth load is assumed to be evenly distri bu ted across
guide. But the delicate control possible in correction the total face width F I (see Fig. 16). The imaginary
gr inding permi tS th e fai th ful reproduction of even th e speci fic tooth load w 0 is then:
 2F 2· BY. . Longitudinal correction is only applied to the driving
.- = 4200 - - = 3300 lbs/IO pinion. The resultant of curves 4a and 4b supplies the
Ft 21
total combined corrections at the helix ends. They are
Th e f ace 'dhd'
WI t . .IS
lametp.r ratio K= d
F t = 14
21 = 1.5 (compare Fig. 16):

Coupling side Ox = 15.5 + 2.7 = 18.2

Blind side Oy = 9 - 4 = 5
Fig. 16 shows the combined deflection curves for the
driving and driven pinion: At the bottom of Fig. 16 is shown the longitudinal
diagram, as it was executed for this particular case.

Driving: Combined deflection curve 4a = 1 + 2 :+- 3 August 23, 1965

Driv~C1: Combined deflection curve 4b = 1 + 2 SG/dk

ACK NOWLEDGMENTS

This paper is published with the permission of Messrs. Maag

Gear-Wheel Company, Zurich. The author wishes to thank Mr. R.
Wydler, Dipl.lng., for his valuable contribution and assistance in
ac compli shing thi s paper.
 100 o,{. LOAD "'T-------=,HF------i-------,

rA_ _ _~B--_FC---~D

DRIVING

~
FIG.2 LOAD DISTRIBUTION ON TRUE-INVOLUTE SPUR GEARS
 ~DRIVEN

~DRIVING
FIG. 3 TOOTH INTERFERENCE ON LOADED TRUE-INVOLUTE GEARS
 ~DRIVEN

','

~DRIVING
FIG.4 REDUCING ENGAGEMENT SHOCK BY ENLARGING THE
BASE PITCH OF THE DRIVING GEAR
FIG. 5d
PROFILE ~OI~AG::;;RA~M~-~---'~
OF DRIVING FLANK LL./~A~~~:L.L£L.~~~~~~-1D (TIP)

FIG. 5c ~~AwlL!P)~B~"77I7':'?'"7'TT,'ry7'T::l7777777'.t777:'"771;'T7777
PRex=-ILE DIAGRAM 6.~~/ o
ex=- DRIVEN FLANK

100 % LOAD-+---+--~-----'i..

FIG.5b _______ R
M p

FIG.5a
~DRIVING TIP REUEF

FIG. 5 LOAD DISTRI BUTION AND PROFILE CORRECTIONS

FIG.6 EFFECT OF TEMPERATURE DIFFERENCE BETWEEN
PINIO~ AND GEAR
 TOlERANCE ZONE OF U~ECTED
ING TOOTH FlANK Of GEAR

. IV 0.00012 •

.6.10 TOLERANCE ZONE OF

COORECTED TOOTH FLAN<

PINION DRIVING
a

Z - LENGTH OF CONTACT (CSTAINED FROM tlMENSlONS

OF THE OEARS IN MESH)
Pb- TRANSVERSE BASE PITCH
• _ ~ (~lP TO 20 "to SMALLER )

c _ ~ (~UP TO 20·/. lARGER)

FIG. 7 PROFILE CORR ECTIONS ON A SPEED REDUCTION GEAR

TCURANC£ ZONE or UN~ECTED

TOOTH rLANK or GEAR
:, ':, .

~IO
PIt-ION DRIVEN

Z • LENGTH ~ CONTACT (OBTAINED F'ROM DIMENSIONS

or THE GEARS IN MESH)
Pb- TRANSVERSE BASE PITCH
. . Z-/b (OR UP TO 2O'"SMA/..l[R)

c • ~ (OR UP TO 20 1/, LARGER I

FIG.8 PROFILE CORRECTIONS ON A SPEED INCREASING GEAR

 TOLERANCE ZONE OF U~ECTED
NO TOOTH FLANK Of GEAR

PINION DRIVING

Z • LENGTH OF CONTACT (OOTAINED F~ DMENSIONS

OF THE GEARS IN MESH)
Pba TRANSVERSE BASE PITCH
• a ~ (~lF TO 20 0/. SMALLER )

c a c.p.- (~UP TO 20% LARGER )

FIG. 7 PROFILE COR RECTIONS ON A SPEED REDUCTION GEAR

~_IR~' . •:.:.•.
TCl..ERANCE ZONE or UNCOMECTED
nNG TOOTH flANK or GEAR

Z - LENGTH or CONTACT (OB~INED FROM DIMENSIONS

. Of THE GEARS IN MESH)
Pb aTRANSVERSE BASE PITCH
• a Z -/b (OR UP TO 20',. SMAL.1.LR)
c• ~ (OR UP TO 20'" LARGER )

FIG.8 PROF ILE COR RECTIONS ON A SPEED INCREASING GEAR

 w

TORQUE
-- --r------ -

--
.: --+--+-- -
-"1.... _ _ _ _ _ _
--1:-;-,-

L
F w
w--
F

y x
BENDING

2
TORSION

4 3
C~BINED
DEFLECTION

THEORETICAL
LONGITUDINAL
CORRECTION

FIG. 9 PINION DEFLECTIONS AND . LONGITUDINAL CORRECTIONS

'E14
15
v ~ ~

~13 / /
C"
/ V -0.98..-
oX 12
V
0
L / - O.8
II

. 10
S2 11
1
V )
If
0.7~
o

~9
0
V V .c:.
u

E 8 w V / ~
0.6 .S
E
7 ,~--·t~ V L ~

~
0.5 cu
c
ca
L_ V_ / /V "-
o
t1
I

\!I~'\
I _ \,'''"'' I

6 ~
"-
0
V L~ -0.4 ~
'" 5
£;
"t:J
, ~'-M~"
,r /
~
~

lA
iii'"
~
c
c 4 t'--. ,~ ~ 0.3 ~
ca
'"
::l 3
W \V ~
V I?f
,,; i~j
I
::l
o
0.2 £.::
...
~
0
.c:.
2
V~ V ~
, I

r-'N-'
~
c VV~~~ I ~
0.1 .::
.- 1 W
.- ~ ~~""""' o
J o ~
0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 C/O
---------------IC--------------~.~

FIG. 10 COMBINED PINION DEFLECTION 8 100 AT UNIT LOAD Wo = 100 Ibs/in

 COUPLING SI[£ TOlERANCE ZONE

a b c
f

K~rv I K>rv I
a rv t f rvir
b rv ! f
2
rv 1.
3
r
c a rv tf
FIG. II LONGITU DI NAL PI NION CORRECTIONS FOR SINGLE MESH
COUPLING SIDE TOLERANCE ZONE

~xo

x '.'

FIG. 12 LONGITUDINAL PINION CORRECTIONS FOR DOUBLE MESH

 PROFILE CORRECTION . I. L05·

12

a
LONGITUDINAL CORRECTIONS
3.7- COUPliNG SlOE

c
CORRECTIONS IN ~ TENTHCXJSANOTHS OF AN INCH

FIG. 13 PINION TOOTH CORRECTIONS FOR EXAMPLE 1

 DRIVEN PINI~

DRIVING GEARS
a
2.52-
PINION COOPUNG c ACTIVE PRCFLE LENGTH
SIDE
WHEEL TOOTH

8q
J6 ~ I.=~=t:iX~~::~:::;::;:F::~:;~>;::~~~;;~:::EE::;~~:!;;;'~;,;,;,~:;;~-

CORRECTIONS IN TENTHClJSANDTHS OF AN INCH

FIG. 14 TOOTH CORRECTIONS FOR EXAMPLE 2

 DRIVING

ORIVEN

CORRECTIONS IN TENTHOUSANOTHS (F AN INOi

FIG. 15 PROFI LE CORRECTIONS FOR EXAM PLE 3

 "

CD BENDING

(3) TORISON DUE TO

TOOTH LOAD

0 TORISON DUE TO
TORQUE PASSING
01- 16.6 THROUGH DRIVING PINOO

.rT;: ~
t-8.3 COMBINED
lb DEFLECTIONS

INPUT

Ft

ch-S.3

OUTPUT 3
t-->'-----t
~ECTIONS ON DRIVING

:~~~~~t~r\jt~ ~ 1~1~~:~:~:::::
PINION.
dy _ 7 5 <DRIVEN PINION HAS NO
LONGITUDINAL CORRs::nONS)
y x
OEFLECTICtlS AND COORECTIONS IN TENTHOUSANDTHS OF AN INCH

FIG. 16 LONGITUDINAL CORRECTIONS FOR EXAMPLE :3