【正文】 erval in which the gear pair generates noise in its design application. According to Welbourn [1], a 50% reduction in transmission error can be expected to reduce gearbox noise by 6 dB (sound pressure level, SPL). Transmission error was calculated using the LDP software (Load Distribution Program) developed at the Gear Laboratory at Ohio State University [3].The “optimization” was not strictly mathematical. The design was optimized by calculating the transmission error for different geometries, and then choosing a geometry that seemed to be a good promise, considering not only the transmission error, but also factors such asstrength, losses, weight, cost, axial forces on bearings, and manufacturing.When choosing microgeometric modifications and tolerances, it is important to take manufacturing options and cost into consideration. The goal was to use the same finishing method for the optimized gears as for the reference gears, namely grinding using a KAPP VAS 531 and CBNcoated grinding a specific torque and gear macrogeometry, it is possible to define a gear microgeometry that minimizes transmission error. For example, at no load, if there are no pitch errors and no other geometrical deviations, the shape of the gear teeth should be true involute, without modifications like tip relief or involute crowning. For a specific torque, the geometry of the gear should be designed in such a way that it pensates for the differences in deflection related to stiffness variations in the gear mesh. However, even if it is possible to define the optimal gear microgeometry, it may not be possible to manufacture it, given the limitations of gear machining. Consideration must also be given to how to specify the gear geometry in drawings and how to measure the gear in an inspection machine. In many applications there is also a torque range over which the transmission error should be minimized. Given that manufacturing tolerances are inevitable, and that a demand for smaller tolerances leads to higher manufacturing costs, it is important that gears be robust. In other words, the important characteristics, in this case transmission error, must not vary much when the torque is varied or when the microgeometry of the gear teeth varies due to manufacturing [3] was used to calculate the transmission error for the reference and optimized gear pair at different torque levels. The robustness function in LDP was used to analyze the sensitivity to deviations due to manufacturing tolerances. The “min, max, level” method involves assigning three levels to each parameter. 噪音優(yōu)化的升降梭箱齒輪的設(shè)計(jì)選擇宏觀和微觀給予低于原（參考）齒輪傳動誤差。 Welbourn [1]定義在這個項(xiàng)目它的目的是減少傳輸?shù)淖畲箢A(yù)測在齒輪嚙合誤差幅度為“之間的輸出齒輪的實(shí)際位置和地位，將占據(jù)如果齒輪傳動是完美結(jié)合的差異。對傳輸錯誤第一諧波是總傳輸錯誤的一部分，其頻率等于齒輪嚙合頻率變化幅度。據(jù)Welbourn [1]，在傳輸錯誤減少50％，可以預(yù)計(jì)將減少6分貝（聲壓級，SPL）變速箱噪音?！皟?yōu)化”是沒有嚴(yán)格的數(shù)學(xué)。當(dāng)選擇微觀幾何形態(tài)修改和公差，重要的是要考慮選擇和制造成本。輸入特定的扭矩和齒輪轉(zhuǎn)速，它可以定義一個齒輪微觀幾何形態(tài)的最大限度地減少傳輸錯誤。對于一個特定的扭矩，在齒輪幾何設(shè)計(jì)應(yīng)以這樣一種方式，它在撓度與在齒輪嚙合剛度變化差異進(jìn)行補(bǔ)償。還必須考慮如何在指定的圖紙和如何衡量在驗(yàn)機(jī)的齒輪幾何。由于制造公差是不可避免的，而且為更小的公差要求導(dǎo)致制造成本較高，這是很重要的齒輪是強(qiáng)大的。LDP [3]是用來計(jì)算的傳輸錯誤參考和不同層次優(yōu)化扭矩齒輪副。而“最小，最大，水平”的方法包括三個層次分配給每個參數(shù)。rn Johansen at Volvo Technology. The author’s contribution was the evaluation of the results of different housing number of measuring points were chosen in areas with high vibration velocities. At each measuring point the vibration response due to the excitation was evaluated as a power spectral density (PSD) graph. The goal of the housing redesign was to decrease the vibrations at all measuring points in the frequency range 1000 to 3000 Hz. 有限元分析，用于優(yōu)化傳輸該。振動不是唯一要考慮的，重量，成本，可用做空間，鑄造進(jìn)行了審議。這種模式是核對更詳細(xì)的房屋實(shí)體單元模型，以確保簡化并沒有改變太多的動態(tài)特性。齒輪分別為軸和齒輪，梁建模軸承太多。這支部隊(duì)的幅度被選為10從齒輪靜載荷％。有限元分析是由羅多約翰森沃爾沃技術(shù)。數(shù)量評價(jià)結(jié)果分別在高振動速度的地區(qū)選擇。房屋重新設(shè)計(jì)的目標(biāo)是減少在頻率范圍1000至3000赫茲的所有測點(diǎn)的振動。 Discussion and conclusionsIt seems to be possible to decrease the gear noise from a transmission by decreasing the static loaded transmission error and/or optimizing the housing. In the present study, it is impossible to say how much of the decrease is due to the gear optimization and how much to the housing optimization. Answering this question would have required at least one more noise measurement, but time and cost issues precluded this. It would also have been interesting to perform the noise measurements on a number of transmissions, both before and after optimizing the gears and housing, in order to determine the scatter of the noise of the transmissions. Even though the goal of decreasing the gear noise by 10 dB was not reached, the goal of reducing the gear noise in the wheel loader cab to 15 dB below the overall noise was achieved. Thus the noise optimization was successful. 這似乎是可以減少通過減少靜態(tài)加載的傳輸錯誤和/或優(yōu)化該從傳動齒輪的噪音。要回答這個問題將需要至少有一個更大的噪音測量，但時間和成本問題排除這一點(diǎn)。即使在10分貝降低齒輪噪音的目的沒有達(dá)到，減少在輪式裝載機(jī)駕駛室齒輪噪音低于15分貝噪音的總體目標(biāo)是實(shí)現(xiàn)。3 SUMMARY OF APPENDED PAPERS3 追加論文摘要 Paper A: Gear Noise and Vibration – A Literature SurveyThis paper presents an overview of the literature on gear noise and vibration. It is divided into three sections dealing with transmission error, dynamic models, and noise and vibration measurement. Transmission error is an important excitation mechanism for gear noise and vibration. It is defined as “the difference between the actual position of the output gear and the position it would occupy if the gear drive were perfectly conjugate” [1]. The literature survey revealed that while most authors agree that transmission error is an important excitation mechanism for gear noise and vibration, it is not the only one. Other possible timevarying noise excitation mechanisms include friction and bending moment. Noise produced by these mechanisms may be of the same order of magnitude as that produced by transmission error, at least in the case of gears with low transmission error [4]. The second section of the paper deals with dynamic modeling of gearboxes. Dynamic models are often used to predict gearinduced vibrations and investigate the effect of changes to the gears, shafts, bearings, and housing. The literature survey revealed that dyn