This problem led Leonard Euler to discover the involute tooth profile. The three cases in Figure 2 visualize the problem of non-constant ratio and are noncompliant with the first gearing law because of a ratio change from case to case. |N 2 x R 2 |, where i is the constant transmission ratio.V ОЈ = 0 also implies | N 1 x R 1 | = i.The first fundamental law of gearing quoted in The topics of this paper are structured accordingly in: Also, some assumptions about manufacturing and application procedures are discussed and compared to established practices today. In the following sections, certain statements and mathematical relationships of the published article are discussed and countering responses are presented and explained. This write-up is meant to be a response on behalf of established gear theory and manufacturing. However, reading the article carefully quickly reveals some key misperceptions and false assumptions.

The article seemingly questions the credibility of many scientists and gear engineers who worked on the theory and its improvement over approximately 100 years. Radzevich attempts to explain that hypoid gearsets designed and manufactured today lack good performance and are not perfect but approximate. News about Hypoid Gears?ДЄ recently published article by S.P. His pioneering contributions have been invaluable for the development of todayвЂ™s gear calculation and manufacturing processes. The contributions of both scientists are honored today by calling this system Wildhaber-Novikov gears.Д®rnest Wildhaber is the father of modern gear theory. Mikhail Novikov, a Russian scientist with no access to western publications, invented the same tooth profile independent from Wildhaber in 1956. The cylindrical gear tooth profile that is today called Wildhaber-Novikov gearing was invented by Ernest Wildhaber in 1926. Wildhaber received 279 patents, many of which changed the world of gearing. in 1919 and was hired by The Gleason Works as a gear theoretician. Figure 1: Features of pinion offset.Д®rnest Wildhaber emigrated from Switzerland to the U.S. Less than five years after the invention of hypoid gearing, all large automotive manufacturers around the world had converted their passenger cars and trucks to hypoid drive axles with a lower vehicle body.

The lower body also reduces the CV coefficient for air resistance, providing higher gas mileage. Lowering the center of gravity of a passenger car by 50mm reduces the inertia responsible for sideways rolling by more than 10 percent, which provides better vehicle handling and more active safety. This allows the vehicle designer to lower the floor of the vehicle and subsequently the entire body by the same amount. This is possible because the propeller shaft between engine/transmission and the driving axle is not positioned at the center of the drive axle but is lowered by the offset amount (Figure 1). Compared to spiral bevel gears, hypoid gears provide an offset that allows lowering of the body of rear wheel drive vehicles by 50mm or more. I n 1924, Ernest Wildhaber, a well-known gear scientist, invented hypoid gearing.

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