翻译机械方面的英语专业文章,关于齿轮的The rig was designed to use two standard IAE test gear pairs andto allow a variety of test conditions in terms of speed, load and oilfeed temperature. The general capabilities of the test rig are givenin Table 1 and the test conditions were chosen to be within the loadcapacity of the gears used in order to avoid any risk of scuffing,pitting or tooth breakage.The arrangement of the rig, shown in Fig. 1, is similar inprinciple to that

翻译机械方面的英语专业文章,关于齿轮的
The rig was designed to use two standard IAE test gear pairs and
to allow a variety of test conditions in terms of speed, load and oil
feed temperature. The general capabilities of the test rig are given
in Table 1 and the test conditions were chosen to be within the load
capacity of the gears used in order to avoid any risk of scuffing,
pitting or tooth breakage.
The arrangement of the rig, shown in Fig. 1, is similar in
principle to that used by Johnson and Spence (1991). The upper
gear wheels are rigidly connected together and the two lower
pinions are mounted on separate, aligned shafts which are con-
nected by a flange coupling and torque shaft which passes through
the left lower shaft. Load is applied to the gears in the static
condition by means of a dead weight lever system which twists the
two halves of the flange coupling relative to each another. After
loading the two halves of the flanged coupling are clamped to-
gether by six screws. The whole gearbox is mounted on low
friction trunnion bearings which allow the measurement of the
total driving torque by measuring the static torque reaction force
applied to an electronic load cell. The external drive is applied
through the right lower shaft of the rig via a coupling on the
outside of the gear box. This coupling can be disconnected to allow
the gearbox to swing freely on its trunnion bearings when cali-
brating the reaction force load cell. The two gears mounted on the
top shaft each have 1 mm diameter axial holes drilled in one of
their teeth to allow measurement of gear tooth bulk temperatures.
Thermocouples are embedded within these holes which are situ-
ated approximately level with the pitch line and 2 mm below the
driving surface. The upper shaft is provided with centrally and
radially drilled holes to allow for the connection of the thermo-
couples via special silver/graphite slip rings.
The test oil was supplied to the gears from an electrically heated
10 liter tank capable of heating the oil to 200°C and controlling the
temperature to within 61°C. In this work the maximum oil tem-
perature was 100°C. The oil in the tank was continuously stirred to
prevent the development of hot spots. All oil supply and drainage
pipes were of stainless steel. A preset variable delivery constant
displacement metering pump supplied oil to the gearbox at the rate
of 0.27 l/s via a high pressure steel mesh element filter rated at 1
mm. The two gear meshes were supplied with their own 1 mm
diameter jets of oil. The oil feed tubes were mounted indepen-
dently of the gearbox and passed through clearance holes in the top
of the gear casing. Splashing of the oil at these holes was prevented
by a simple labyrinth arrangement. This configuration left the
gearbox completely free of forces that would otherwise have
occurred due to flexible oil pipes.