Search Results for Gear teeth

Two oil-pump gears broke after four months of service in a gas compressor that operated at 1000 rpm and provided a discharge pressure of 7240 kPa (1050 psi). The compressor ran intermittently with sudden starts and stops. The large gear was sand cast from class 40 gray iron with a tensile strength of 290 MPa (42 ksi) at 207 HRB. The smaller gear was sand cast from ASTM A536, grade 100-70-03, ductile iron with a tensile strength of 696 MPa (101 ksi) at 241 HRB. Analysis (metallographic examination) supported the conclusion that excessive beam loading and a lack of ductility in the gray iron gear teeth were the primary causes of fracture. During subsequent rotation, fragments of gray iron damaged the mating ductile iron gear. Recommendations included replacing the large gear material with ASTM A536, grade 100-70-03, ductile iron normalized at 925 deg C (1700 deg F), air cooled, reheated to 870 deg C (1600 deg F), and oil quenched. The larger gear should be tempered to 200 to 240 HRB, and the smaller gear to 240 to 280 HRB.

A bull gear from a coal pulverizer at a utility failed by rolling-contact fatigue as the result of continual overloading of the gear and a nonuniform, case-hardened surface of the gear teeth. The gear consisted of an AISI 4140 Cr-Mo steel gear ring that was shrunk fit and pinned onto a cast iron hub. The wear and pitting pattern in the addendum area of the gear teeth indicated that either the gear or pinion was out of alignment. Beach marks observed on the fractured surface of the gear indicated that fatigue was the cause of the gear failure. Similar gears should be inspected carefully for signs of cracking or misalignment. Ultrasonic testing is recommended for detection of subsurface cracks, while magnetic particle testing will detect surface cracking. Visual inspection can be used to determine the teeth contact pattern.

An integral coupling and gear (Cr-Mo steel), used on a turbine-driven main boiler-feed pump, was removed from service after one year of operation because of excessive vibration. Spectrographic analysis and metallographic examination revealed the fact that gritty material in the gear teeth (found at visual inspection) was composed of the same material as the metal in the coupling. Beach marks and evidence of cold work, typical of fatigue failure, were found on the fracture surface. Chips remaining in the analysis cut were difficult to remove, indicating a strong magnetic field in the part. Evidence found supports the conclusions that failure of the coupling was by fatigue and that incomplete demagnetization of the coupling following magnetic-particle inspection caused retention of metal chips in the roots of the teeth. Improper lubrication caused gear teeth to overheat and spall, producing chips that eventually overstressed the gear, causing failure. Because the oil circulation system was not operating properly, metal chips were not removed from the coupling. Recommendations included checking the replacement coupling for residual magnetism and changing or filtering the pump oil to remove any debris.

In an industrial application, 24 speed-increaser gearboxes were used to transmit 258 kW (346 hp) and increase speed from 55 to 375 rev/min. The gears were parallel shaft, single helical, carburized, and ground. The splash lubrication system used a mineral oil without antiscuff additives with ISO 100 viscosity. After about 250 h of operation, two gearboxes failed by bending fatigue. Investigation showed the primary failure mode was scuffing, and the earlier bending fatigue failures were caused by dynamic loads generated by the worn gear teeth. Testing of a prototype gearbox showed that the failure resulted from several interrelated factors: the lubricant viscosity was too low causing high temperatures; no antiscuff additives were used; a gearbox designed as a speed reducer was used as a speed increaser (the designer selected a long-addendum tooth for the pinion); the gear teeth were not provided with a coating or plating to ease running-in; and the gears were not run-in properly under reduced loads. The case suggests that such gear failures can be avoided if designers and operators recognize that the lubricant is an important component of a gearbox and appreciate that gear design requires the consideration and control of many interrelated factors.

A spiral bevel gear and pinion set that showed "excessive wear on the pinion teeth" was submitted for analysis. This gear set was the primary drive unit for the differential and axle shafts of an exceptionally-large front-end loader in the experimental stages of development. There was no evidence of tooth bending fatigue on either part. Several cracks were associated with the spalling surfaces on the concave sides of the 4820H NiMo alloy steel pinion teeth. The gear teeth showed no indication of fatigue. The primary mode of failure was rolling contact fatigue of the concave (drive) active tooth profile. The spalled area was a consequence of this action. The pitting low on the profile appeared to have originated after the shift of the pinion tooth away from the gear center. The shift of the pinion was most often due to a bearing displacement or malfunction. The cause of this failure was continuous high overload that may also have contributed to the bearing displacement.

A cylindrical spiral gear, part of a locomotive axle assembly, cracked ten days after it had been press-fit onto a shaft, after which it sat in place as other repairs were made. Workers at the locomotive shop reported hearing a sound, and upon inspecting the gear, found a crack extending radially from the bore to the surface of one of the tooth flanks. The crack runs the entire width of the bore, passing through an oil hole in the hub, across the spoke plate and out to the tip of one of the teeth. Design requirements call for the gear teeth to be carburized, while the remaining surfaces, protected by an anti-carburizing coating, stay unchanged. Based on extensive testing, including metallographic examination, microstructural analysis, microhardness testing, and spectroscopy, the oil hole was not protected as required, evidenced by the presence of a case layer. This oversight combined with the observation of intergranular fracture surfaces and the presence of secondary microcracks in the case layer point to hydrogen embrittlement as the primary cause of failure. It is likely that hydrogen absorption occurred during the gas carburizing process.

An oil scavenge pump was found to have failed when a protective shear neck fractured during the start of a jet engine. Visual inspection revealed that the driven gear in one of the bearing compartments was frozen as was the corresponding drive gear. Spacer wear and thermal discoloration (particularly on the driven gear) were also observed. The gears were made from 32Cr-Mo-V13 steel, hardened and nitrided to 750 to 950 HV. Micrographic inspection of the gear teeth revealed microstructural changes that, in context, appear to be the result of friction heating. The spacers consist of Cu alloy (AMS4845) bushings force fit into AA2024-T3 Al alloy spacing elements. It was found that uncontrolled fit interference between the two components had led to Cu alloy overstress. Thermal cycling under operating conditions yielded the material. The dilation was directed inward to the shaft, however, because the bushing had only a few microns of clearance. The effect caused the oil to squeeze out, resulting in metal-to-metal contact, and ultimately failure.

A gear belonging to a pressurized heavy-water reactor refueling machine failed after 10 years in service. The material specified for the gear was a type C90700 bronze. Macroscopic examination focused on three gear teeth that had fractured completely at the roots, and fracture zones were examined using SEM microscopy. Failure of the gears was attributed to heavy wear resulting from misalignment. A lack of adequate lubrication was also noted. Periodic alignment adjustment and lubrication were recommended.

Evidence of destructive pitting on the gear teeth (AMS 6263 steel) in the area of the pitchline was exhibited by an idler gear for the generator drive of an aircraft engine following test-stand engine testing. The case hardness was investigated to be lower than specified and it was suggested that it had resulted from surface defects. A decarburized surface layer and subsurface oxidation in the vicinity of pitting were revealed by metallographic examination of the 2% nital etched gear tooth sample. It was concluded that pitting had resulted as a combination of both the defects. The causes for the defects were reported based on previous investigation of heat treatment facilities. Oxide layer was caused by inadequate purging of air before carburization while decarburization was attributed to defects in the copper plating applied to the gear for its protection during austenitizing in an exothermic atmosphere. It was recommended that steps be taken during heat treatment to ensure neither of the two occurred.

One end of an axle shaft containing the integral spur pinion was submitted for examination, along with the report of a tooth pitting failure. The spur pinion, integral to the axle shaft, operated in a medium-size, off-highway truck at an open-pit mine, for “a relatively short time.” Only the pinion head had been returned. The shaft portion had been torch-cut away. Chemical analysis along with the microstructure confirmed the specified material was SAE 43BV12 Ni-Cr-Mo alloy steel. The mode of failure was surface contact fatigue through the shear plane subsurface at the lowest point of single-tooth contact. The cause of failure was tooth-tip interference from the mating gear teeth. Because the mating parts within the assembly had not been returned or examined, unanswered questions remained.