Low-noise, high-strength, spiral-bevel gears for helicopter transmissions

Improvements in spiral-bevel gear design were investigated to support the Army/NASA Advanced Rotorcraft Transmission program. Program objectives were to reduce weight by 25 percent, reduce noise by 10 dB, and increase life to 5000 hr mean-time-between-removal. To help meet these goals, advanced-design spiral-bevel gears were tested in an OH-58D helicopter transmission using the NASA 500-hp Helicopter Transmission Test Stand. Three different gear designs tested included: (1) the current design of the OH-58D transmission except gear material X-53 instead of AISI 9310; (2) a higher-strength design the same as the current but with a full fillet radius to reduce gear tooth bending stress (and thus, weight); and (3) a lower-noise design the same as the high-strength but with modified tooth geometry to reduce transmission error and noise. Noise, vibration, and tooth strain tests were performed and significant gear stress and noise reductions were achieved

Offset Compound Gear Inline Two-Speed Drive

A two-speed transmission having an input shaft and an output shaft, the transmission being capable of transitioning between fixed ratios, the high-range ratio being direct 1:1 and the low-range ratio being about 2:1. The transmission is a simple lightweight, yet robust, configuration utilizing only two gear meshes, being comprised of an input gear, a cluster gear, and an output gear. The transmission is controlled with a clutch and a sprag and with the input and output shafts turning in the same direction

Offset Compound Gear Drive

The Offset Compound Gear Drive is an in-line, discrete, two-speed device utilizing a special offset compound gear that has both an internal tooth configuration on the input end and external tooth configuration on the output end, thus allowing it to mesh in series, simultaneously, with both a smaller external tooth input gear and a larger internal tooth output gear. This unique geometry and offset axis permits the compound gear to mesh with the smaller diameter input gear and the larger diameter output gear, both of which are on the same central, or primary, centerline. This configuration results in a compact in-line reduction gear set consisting of fewer gears and bearings than a conventional planetary gear train. Switching between the two output ratios is accomplished through a main control clutch and sprag. Power flow to the above is transmitted through concentric power paths. Low-speed operation is accomplished in two meshes. For the purpose of illustrating the low-speed output operation, the following example pitch diameters are given. A 5.0 pitch diameter (PD) input gear to 7.50 PD (internal tooth) intermediate gear (0.667 reduction mesh), and a 7.50 PD (external tooth) intermediate gear to a 10.00 PD output gear (0.750 reduction mesh). Note that it is not required that the intermediate gears on the offset axis be of the same diameter. For this example, the resultant low-speed ratio is 2:1 (output speed = 0.500; product of stage one 0.667 reduction and stage two 0.750 stage reduction). The design is not restricted to the example pitch diameters, or output ratio. From the output gear, power is transmitted through a hollow drive shaft, which, in turn, drives a sprag during which time the main clutch is disengaged

Offset Compound Gear Inline Two-Speed Drive

A two-speed transmission having an input shaft and an output shaft, the transmission being capable of transitioning between fixed ratios, the high-range ratio being direct 1:1 and the low-range ratio being about 2:1. The transmission is a simple lightweight, yet robust, configuration utilizing only two gear meshes, being comprised of an input gear, a cluster gear, and an output gear. The transmission is controlled with a clutch and a sprag and with the input and output shafts turning in the same direction

Concepts for Multi-Speed Rotorcraft Drive System - Status of Design and Testing at NASA GRC

In several studies and on-going developments for advanced rotorcraft, the need for variable/multi-speed capable rotors has been raised. Speed changes of up to 50 percent have been proposed for future rotorcraft to improve vehicle performance. A rotor speed change during operation not only requires a rotor that can perform effectively over the operating speed/load range, but also requires a propulsion system possessing these same capabilities. A study was completed investigating possible drive system arrangements that can accommodate up to a 50 percent speed change. Key drivers were identified from which simplicity and weight were judged as central. This paper presents the current status of two gear train concepts coupled with the first of two clutch types developed and tested thus far with focus on design lessons learned and areas requiring development. Also, a third concept is presented, a dual input planetary differential as leveraged from a simple planetary with fixed carrier

Concepts for Variable/Multi-Speed Rotorcraft Drive System

In several recent studies and on-going developments for advanced rotorcraft, the need for variable or multi-speed capable rotors has been raised. A speed change of up to 50 percent has been proposed for future rotorcraft to improve overall vehicle performance. Accomplishing rotor speed changes during operation requires both a rotor that can perform effectively over the operation speed/load range, and a propulsion system that can enable these speed changes. A study has been completed to investigate possible drive system arrangements that can accommodate up to the 50 percent speed change. Several concepts will be presented and evaluated. The most promising configurations will be identified and developed for future testing in a sub-scaled test facility to validate operational capability

Identification and proposed control of helicopter transmission noise at the source

Helicopter cabin interiors require noise treatment which is expensive and adds weight. The gears inside the main power transmission are major sources of cabin noise. Work conducted by the NASA Lewis Research Center in measuring cabin interior noise and in relating the noise spectrum to the gear vibration of the Army OH-58 helicopter is described. Flight test data indicate that the planetary gear train is a major source of cabin noise and that other low frequency sources are present that could dominate the cabin noise. Companion vibration measurements were made in a transmission test stand, revealing that the single largest contributor to the transmission vibration was the spiral bevel gear mesh. The current understanding of the nature and causes of gear and transmission noise is discussed. It is believed that the kinematical errors of the gear mesh have a strong influence on that noise. The completed NASA/Army sponsored research that applies to transmission noise reduction is summarized. The continuing research program is also reviewed

Improvements in Spiral-Bevel Gears to Reduce Noise and Increase Strength

Advanced-design spiral-bevel gears were tested in an OH-58D helicopter transmission using the NASA 500 hp Helicopter Transmission Test Stand. Four different gear designs were tested. The four designs tested were the current design of the OH-58D transmission, a higher-strength design the same as the current but with an increased fillet radius to reduce gear tooth bending stress, and two versions of a lower-noise design the same as the high-strength but with modified tooth geometry to reduce transmission error and noise. Noise, vibration, and tooth strain tests were performed and significant gear stress and noise reductions were achieved