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Karaivanov, D Structural analysis of compound planetary gear trains. Balkan Journal of Mechanical Transmissions, Volume 1 (2011), Issue 1, pp.

33-45, ISSN 20695497.

Balkan Journal of Mechanical Transmissions


Volume 1 (2011), Issue 1, pp. 38-45
Balkan Association of Power Transmissions (BAPT)

ISSN 20695497

ROmanian Association of MEchanical Transmissions (ROAMET)

STRUCTURAL ANALYSIS OF COMPOUND PLANETARY GEAR TRAINS


Dimitar KARAIVANOV
ABSTRACT. The development of an engineering method for structural analysis of multi-carrier planetary gear trains is reviewed. This method is based on lever analogy between the simple (one-carrier) and coupled (multi-carrier) planetary gear trains. The method allows the fast and easy determination of the speed ratio, torques, efficiency and power flow directions of coupled planetary gear trains. Ways to choice of the optimal parameters of a structural scheme are presented.

Especially a software for optimal choice of a structural scheme (and its parameters) by three criteria (efficiency, overall dimensions and backlash) for two-carrier two-speeds planetary gearboxes is proposed. Possible directions
for further research are analyzed. KEYWORDS. planetary gear trains, structural schemes, optimization, efficiency.

1. INTRODUCTION Because of their undisputed qualities and great potentiality the planetary gear trains are gaining wider application. The compact kinematic scheme and the favourable effect of sharing the load among several planets enable the transmission of much power when making a wide range of transmission ratios. On the other hand, their exceptional variety, increased complexity and considerable lack of clarity in relation to the common non-planetary gear trains require a systematic approach in their research, so that optimal decisions can be made. Fig. 1 shows the most common planetary gear train as a building component of the compound planetary gears (2k-h planetary gear by Planetary Gears, 1977).
TS = (1 + t ) .T1
3

The aim of this paper is to make an analysis of the results given by former research on compound multi-carrier planetary gear trains consisting of simple planetary gear trains of the given type (Fig. 1), and to suggest directions for further development of the research. 2. STRUCTURAL SYMBOL OF WOLF-ARNAUDOV Structural analysis of compound planetary gear trains is much facilitated if the coupling simple planetary gears are represented with the structural symbol of Wolf (Wolf, 1958) (a circle with three shafts), in which Arnaudov depicts (Arnaudov, 1984) the three external shafts with lines of different thickness according to the magnitudes of their corresponding torques (Fig. 1). Thus the necessity for describing the shafts (related to possible technical errors) is avoided and the scheme is perceived in a faster and simple way. The more complex a kinematic scheme is, the more obvious the advantage of the structural symbol (Arnaudov and Karaivanov, 2005, 2010) becomes. 3. LEVER ANALOGY

T3 = t.T1

T1 T3

2 1 TS

T3 = +t

T1

0
T = +1 1

TS = (1 + t )

Fig. 1. The most often used single-carrier planetary gear train and its torques 1 sun-gear; 2 satellites; 3 ring-gear; S - carrier Here is the best combination of the planetary gear trains qualities. The internal meshing provides for lower contact stress and smaller overall dimensions (the other gears are located in the ring gear). The fact that the planets are with one rim renders the gear train not only easier to manufacture, but also more compact. These characteristics of the gear train have firmly established its use in reducers, as well as in most of the leading planetary mechanisms in machinery (Planetary Gears, 1977).

The torques of the three external shafts are depicted in Fig. 1. They are in a strictly defined ratio, no matter what the operating mode of the gear trains is with 1 degree of freedom (as a reducer or multiplier) or with 2 degrees of freedom (differentiating or summating). When the losses are disregarded, i.e. efficiency 0 = 13( S ) = 31( S ) = 1 this ratio is as follows:

T1 : T3 : TS = TD min : TD max : T =

= T1 : t.T1 : (1 + t ) .T1 = +1: +t : (1 + t )


where :

(1)

T1 TD min is the torque of the sun gears shaft; T3 TD max - torque of the ring gears shaft; Ts T -

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Karaivanov, D Structural analysis of compound planetary gear trains. Balkan Journal of Mechanical Transmissions, Volume 1 (2011), Issue 1, pp. 33-45, ISSN 20695497.

torque of the carriers shaft;

t=

T3 TD max z = = 3 > +1 T1 TD min z1


- basic

the formulae (1). This concept is illustrated in Fig. 4 with a two-carrier gear train (Arnaudov and Karaivanov, 2005). The numbers in circles mark the order of determination of the torques as follow:

- torque ratio of the gear train;

0 = 13( S ) = 31( S )

efficiency of the gear train (with fixed carrier). This circumstance gave grounds to Arnaudov (1984) and Molian (1985) to compare the gear train to a lever (Molian compared it to a hoist, a hydraulic press and a screw drive) where the three forces are in a specific ratio (Fig. 2).
FS F = (1 + t )

7 T = +0,25 A 5 0,75
tI = 4

PA
+1

PB
tII = 3 TB = 4

6
F1 FD min = + 1

TC = +3,75

4 3

+3 2

Fig. 4. Two-carrier planetary gear train structural scheme and torques with no regard to losses Second stage ( t II

1
F3 FD max = + t

Fig. 2. Lever analogue to the planetary gear train Every coupled multi-carrier gear train with three external shafts has its lever analogue, where the torques are in the same ratio as in the simple gear train, determined by the reduced torque ratio tred

= 3 ): Sun gear torque T1II = +1

Ring gear torque Carrier torque

T3 II = t II .T1II = ( +3)( +1) = +3

TSII TB = (T1II + T3 II ) = 4 T3 II = t II .T1II = ( +3)( +1) = +3

First stage ( t I

= 4 ): T1I = T3 I : t I = 3 : 4 = 0, 75
shaft torque

TI : TIII : TS = TD min : TD max : T =

= TI : tred .TI : (1 + tred ) .TI = +1: +tred : (1 + tred )

Ring gear torque Sun gear torque Carrier torque Input

(2)

An analysis of all the possible structural schemes of coupled two-carrier planetary gear trains with three external shafts is made using lever analogy (Karaivanov, 2000, b) (Fig. 3)

TSI TC = (T1I + T3 I ) = +3, 75

TA = T1I + T1II = 0, 75 + 1 = +0, 25


When the losses are disregarded

TA . A = TB . B and so

the kinematic speed ratio could be obtained from the torques TA of the input and TB of the output shafts determined with no regard to losses ( Fig. 3. Coupled two-carrier planetary gear train with three external shafts Relations are deduced for determining the speed ratios, efficiencies, reduced backlash and stiffness of the coupled gear train as functions of the parameters of the component gear trains. 3. ENGINEERING METHOD FOR STRUCTURAL ANALYSIS 3.1. Determination of speed ratio In a series of publications a method for engineering analysis of coupled planetary gear trains is proposed on the basis of the symbol of Wolf-Arnaudov (Arnaudov and Karaivanov, 2001; 2003; 2004; 2005, a; 2005, b; 2010; Karaivanov and Arnaudov, 2001). The torques are denoted on the corresponding shafts, beginning with one of the sun gears, which is assigned a torque equal to +1. The torques of the other shafts are determined through the torque ratio t by

= 1)
(3)

ik =

A T = B = f ( t I , t II ,...) B TA
4 = +16 +0, 25

as a function of the torque ratios of the component trains. In the example (Fig. 4)

ik =

3.2. Power analysis Losses in the gear train are determined with efficiency

PB TB . B = <1 PA TA . A

(4)

In order to take the losses in the coupled gear train into account, one must know the efficiency of the component gear trains when the carrier is fixed the so called basic efficiency 0 .

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Karaivanov, D Structural analysis of compound planetary gear trains. Balkan Journal of Mechanical Transmissions, Volume 1 (2011), Issue 1, pp. 33-45, ISSN 20695497.

Besides, the direction of the rolling (relative) power must be determined from the sun gear to the ring gear (when T1 = 1 , T3 = 0 .t ) or from the ring gear to the sun-gear ( T3

One could say that it combines the accuracy of the Willis method with the clearness of the Kutzbach method, which are used only for determination of the speed ratio. The method is successfully applied in several directions. Analysis of existing constructions The application of the method for complex three- and fourstage planetary gear trains, including gearboxes is demonstrated in (Arnaudov and Karaivanov, 2005, a) and (Arnaudov and Karaivanov, 2005, b). Difficulty could appear only when determining the direction of the rolling power of a component gear trains working with two degrees of freedom. To be more specific, the direction is not straightforward, but could be determined by simple calculations (Arnaudov and Karaivanov, 2010). For example, the speed ratio and efficiency could be determined for the gear train in Fig. 4 and 5.

= t 0 ). About this determination see (Arnaudov and

Karaivanov 2010). The torques of the shafts are determined with losses following the order assumed in the kinematic analysis (Fig. 5) and the ratio of the torques is determined
7 5

TA = +0,2943
0,7057
tI = 4

PA
+1
1

tII = 3

PB
TB = 3,91
3

0I = 0,97
6

0 II = 0,97

TC = +3,6157

2,91
4

+ 2,91
2

ik =

Fig. 5. Two-carrier planetary gear train structural scheme and torques with taking losses into account

TB 4 = = +16 TA +0, 25

T iT = B TA
The efficiency is determined from (3), (4) and (5)

(5)

iT =

TB 3,91 = = 13, 2858 TA +0, 2943


iT 13, 2858 = = 0,8304 = 83, 04% ik +16

TB i T = T = A = f ( tI ,0 I , t II ,0 II ,...) ik TB TA
as a function of the torque ratios ( t I , efficiencies ( 0 I , 0 II , ...) of the component gear trains. In the example (Fig. 4 and Fig. 5)

=
(6)

Comparative analysis The simplicity and clarity of the method make it suitable for comparative analysis of various structural schemes, the aim being the choice of the most appropriate one. It is used in the study of two-carrier gear trains with one degree of freedom (Karaivanov, 2000, b), as well as in the study of two-speed planetary gear trains (Karaivanov and Troha, 2006; Troha, 2011). Precursory analysis The depiction of even the most complex kinematic scheme with the symbol of Wolf-Arnaudov and the assignment of + and - signs to the shafts (according to the torque directions) allow the determination of the rotational direction of the output shaft and the existence of internal circulation or internal power division in the gear train. When the torques of the shafts which comprise an external composite shaft are in one direction, there is power division in the gear train (Fig. 6a). Otherwise, there is power circulation (Fig. 6b).

t II , ...) and the basic

3,91 = 13, 286 and +0, 2943 13, 286 = = 0, 949 14 iT =


3.3. Application It should be noted that the proposed method has significant advantages: - simultaneous determination of the speed ratio, internal power flows and efficiencies; - it shows the torque magnitudes of all shafts (which is important in complex schemes); - allows the determination of load spectra of all shafts and gears; - clarity and possibility for accuracy checks;

PB PA +

PA t II

tI


a)

+
tI

t II

PB

b)

Fig. 6. Simple way for determining the existence of power circulation

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Karaivanov, D Structural analysis of compound planetary gear trains. Balkan Journal of Mechanical Transmissions, Volume 1 (2011), Issue 1, pp. 33-45, ISSN 20695497.

Structural analysis Works (Arnaudov and Karaivanov, 2001; 2005; Karaivanov, 2000, b; Karaivanov and Troha, 2005; 2006) are dedicated to the structural analysis of the two-carrier planetary gear trains (Fig. 7) and (Karaivanov and Troha, 2006) features the case of a two-speed gear train with four external shafts and two brakes (Fig. 8)

The impact of the structural scheme and its parameters on the backlash and reduced stiffnesses of the external shafts is studied. The above algorithms are deduced for two-carrier planetary gear trains with three external shafts, but following the method suggested in (Karaivanov, 2000, a) they could be applied to multi-carrier gear trains. The optimization by minimal overall dimensions is reduced to determination of the pitch diameter of the ring gears of the component trains, based on strength calculations with given material, thermal processing and other influential factors (Ivanov, 1990; Karaivanov, 2000, b; Vuli and Stefanovi-Mar., 2006; Stefanovi-Mar. and Milovanevi, 2010). In the case of efficiency optimization the method is under constant development. In this regard, the accuracy of the engineering method depends on the accuracy of determination of the coupling gears internal efficiencies. In Arnaudov and Karaivanov, 2001; Karaivanov, 2000, b and Panev, 2005 the latter are assumed constant. In (Arnaudov and Karaivanov, 2003; Karaivanov and Troha, 2005; 2006) the impact of the component gears number of teeth is taken into account. The assumed approach is to determine the meshing losses by one of the formulae (Mller, 1998 ; Planetary Gears, 1977 ; Troha at al., 2009) and to determine the other losses with coefficients (based on experimental results (Predki at al., 2002)) = (1 + k B + k S + k C ). z (7) where

Fig. 7. Ways of connecting the coupling gear trains in a two-carrier train

Fig. 8. Two-speed gear train with two brakes All the possible variants of connecting the co gear trains in a two-carrier gear train with three external shafts are described in 21 structural schemes (Karaivanov, 2000) which fit in a perspicuous table. In the case of three-carrier gear trains, the variants are much more. Adding the possibility of more than three external shafts (in gearboxes) brings the necessity for using a computer in detailed structural analyses. It is in this regard that the method is appropriate. Simple relations are susceptible to algorithmization and the computer can synthesize schemes on its own, determine their speed ratios, efficiencies and other parameters, and sift out the suitable ones. 4. OPTIMIZATION The engineering method presented in item 3 is appropriate for the choice of the optimal parameters of a structural scheme. In (Karaivanov, 2000, b) an algorithm is proposed for determining the torque ratios of the component planetary gear trains so as to obtain maximum efficiency of the coupled one with given speed ratio and efficiencies of the component trains. The impact of the structural scheme and its parameters on the overall dimensions of the gear trains is studied. Relations are deduced for easy determination of the torques of the sun gear shafts of the component gear trains as a function of the input torque. These relations serve as the basis for an algorithm for choosing the torque ratios of the component gear trains in which a given speed ratio of the coupled train is fulfilled with minimal overall dimensions.

is the coefficient of total loss; - the coefficient of meshing loss;

k B = 0,06 0,07 is the coefficient of planet bearing loss; kS = 0,09 0,01 is the coefficient of sealing loss; kC = 0,25 0,02 is the coefficient of churn and crushing
loss. The values on the left are for the high-speed stage. The basic efficiency of the coupling train becomes 0 = 1 (8) So far the possibilities for optimal choice of a structural scheme by a given criterion have been reviewed. Analogous methods could be developed with regard to other parameters backlash, stiffness (Karaivanov, 2000, b), mass, technological parameters (Dimchev, 2000; Stefanovi-Mar. and Milovanevi, 2010). Actually, what rouses interest is the development of methods for multi-criterion optimization, which will enable the choice of the best structural scheme (Karaivanov, 2001; Karaivanov and Troha, 2005; 2006). The different parameters reach their best values in different combinations of tI , tII and tII. Besides, the mono-criterion optimizations by the corresponding characteristics are

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Karaivanov, D Structural analysis of compound planetary gear trains. Balkan Journal of Mechanical Transmissions, Volume 1 (2011), Issue 1, pp. 33-45, ISSN 20695497.

multi-directional. For the aimed parameter maximum value is sought, for

0 red

2.

d 3 , (backlash) and the

mass minimum, and for the stiffness according to the case at hand. Because the optimizational problem is multipurpose, multi-directional and diverse, a compromise solution is sought. One way is to find a Pareto-optimal solution (Stoyanov, 1983; Panev, 2005; Stefanovi-Mar. and Milovanevi, 2010). Because of the different dimensions and variations of the different criteria, they are normalized by transition to nondimensional quantitative valuations. The generalized criterion is given. It is expressed by a purpose function, obtained through the scalar product of the vectors with components weight coefficients and nondimensional purpose function. The weight coefficients express the priorities of the criteria. Thus the different degree of importance of the different criteria for each particular case of application of the gear is considered. The optimal decision regarding the control parameters tI,, tII and tII is when the purpose function reaches its minimum. (Karaivanov and Troha, 2006) features a structural analysis of two-speed ( iBr1 and iBr 2 ) two-carrier planetary gear trains (Fig.8). A software has been developed for optimal choice of a structural scheme (and its parameters) by three criteria (efficiency, overall dimensions and backlash) for these trains (Troha, Petrov and Karaivanov 2009). For this reason the following approach for determining and 1.

Determination of minimum and maximum number of teeth of the crown gears z3I min = t I min .z1I , z3II min = t II min .z1II ,

z3I max = t I max .z1I , tI = z3 I z and t II = 3 II ; z1I z1II

z3II max = t II max .z1II ;

3. Determination of the current values of the torque ratios

4. Consecutive increase in the number of teeth of the crown gear of one gear train (e.g. the second one) one tooth at a time until the maximum value (determined in p. 2) is reached; 5. Consecutive increase in the number of teeth of the other gear train (e.g. the first one) one tooth at a time, while the cycle is repeated for the second gear train (p. 3) until the maximum value (determined in p. 2) is reached.; The program allows the inclusion of fulfillment check for the additional conditions when choosing the number of teeth: - coaxiality condition, i.e. - mounting condition

z2 =

z3 z1 = int 2

z3 + z1 = int k

tI

t II is used:
Choice of number of teeth for the sun gears of the coupling gear trains z1I and z1II ;
main parameters

The coaxiality condition is eluded by choosing appropriate corrections of the tooth meshing, which are even recommended from the standpoint of teeth bending stiffness. Fig. 9 shows the window for input data of the software, which determines within 3 cycles the current values of the various parameters of the coupling ( 0 I , 0 II , d 3 I , d 3 II ) and coupled ( 0 red ,

I , Br .1 , Br .2 , Br .1 , Br .2 )
t I and t II .

planetary gear trains as a function of

number of speed stages

desired interval ( of speed ratios )

relative working time of each stage

check the mounting condition

input torque

calculate equivalent efficiency


teeth number of sun gear first stage s econd stage weight coefficients efficiency overall dimensions
backlash

efficiency

overall dimensions

backlash

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Fig. 9. Program for optimal structural analysis of two-carrier planetary gear trains with 4 external shafts and 2 brakes (Troha at al., 2009)

Karaivanov, D Structural analysis of compound planetary gear trains. Balkan Journal of Mechanical Transmissions, Volume 1 (2011), Issue 1, pp. 33-45, ISSN 20695497. The thus established database is used for building the graphical relations of the changes in the parameters as a function of t I and t II , which contribute to the quick orientation of the designer in the capabilities of the various structural schemes. A major advantage of the proposed program is the possibility to take different indices and study their dependence on the torque ratios of the coupling gears. This enables the detailed study of the various structural schemes. 5. POSSIBLE DIRECTIONS FOR FURTHER RESEARCH ON COUPLED PLANETARY GEAR TRAINS 5.1. Structural analysis of multi-carrier planetary gear trains Due to the wide variety of possibilities for connecting the coupling gears one of the promising directions for further research is the profound structural analysis of three-stage planetary gear trains. A review of all the possible ways of connecting the three compound gear trains according to the number and situation of the external shafts would be of undoubted interest. As much interesting would be the use of brakes which allow changes in the functions of various coupled shafts (brake turned on fixed external, brake turned off internal shaft). Some examples can be found in (Arnaudov and Karaivanov, 2003; 2005, a; 2005, b; Karaivanov, 2000, a; Karaivanov and Arnaudov, 2001) but the thorough examination of the problem lies ahead. More attention should be paid to the structural analysis of three-carrier trains with three external shafts (Fig. 12). This study would have not only scientific, but pure applied value and would be beneficial to the practice of engineering.

iBr .1

iBr .2

tII tI
a)

iBr .2 iBr .1

Fig. 12. Ways of connecting the coupling planetary gear trains into coupled three-carrier planetary gear Based on this structural analysis methods could be devised for determination of structural schemes which allow implementation of a given speed (respectively torque) ratio. Thus, when solving a particular problem on choice of structural scheme one could limit the search to the appropriate schemes only. 5.2. Examining the power flows in three-carrier planetary gears
and

tI
b)
Fig. 10. The speed ratios

tII

iBr .1

iBr .2

(a) and their

correlation (b) as a function of the torque ratios of the coupling gears

tI

and

t II

Fig. 11 presents the result of the optimization of all variants which provide the desired speed ratios (the most appropriate structural scheme is given in the bottom row). The constructional, technological and economic optimization methods reviewed in p. 1 can be applied to the variant chosen by the method above (according to the specific case).

In some structural schemes of compound planetary gears the internal power circulation phenomenon is observed (Arnaudov and Karaivanov, 2004; Mller, 1998). In these gears the torque of one of the coupling shafts is greater than the output (input) torque of the coupled shaft as a whole. Due to this disadvantage the gears with internal power circulation are rarely used by designers, and always with caution. In the two-carrier planetary gears there is a constructional (design) criterion, by which is determined whether a given structural scheme is with internal circulation or internal power division (Mller, 1998). It would be interesting to see if there is a similar criterion in the three-carrier planetary gears.

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Karaivanov, D Structural analysis of compound planetary gear trains. Balkan Journal of Mechanical Transmissions, Volume 1 (2011), Issue 1, pp. 33-45, ISSN 20695497. Every more comprehensive research on the internal power circulation would be of particular interest and great practical use. 5.3. Studying efficiency Further developments should be aimed at more accurate determination of the coefficient values with regard to additional factors, such as angular velocity of the planets, etc. In (Troha at al., 2009) when working out the algorithm for losses determination one must consider the ratio of the torques of the sun gear shafts of the two stages 6. CONCLUSION On the basis of the previously mentioned, it can be concluded that there is a need for comprehensive research on the compound multi-carrier planetary gears, as they are a perspective product with a very dynamic development. The engineering approach, together with the optimization methods and the possibilities presented by modern-day software, allows the engineer to become quickly and easily acquainted with the capabilities of the various structural schemes and make the optimal choice in the very beginning of the design process. After that particular methods for optimal design could be applied (Dimchev. 2000; Vuli and Stefanovi-Mar., 2006). The suggested engineering method was positively accepted by the academic society (included in the education process in Kharkiv Aviation Institute, Ukraine), field of science (work (Arnaudov and Karaivanov, 2005, a) was translated in English in India, quoted in Serbia and Switzerland) and production specialists (in Germany and Switzerland). One of its advantages is its clarity which is particularly felt when comparing it to other works on similar problems (Bolotvskii, 2001; Vuli and Stefanovi-Mar., 2006; Stefanovi-Mar. and Milovanevi, 2010).

1 1

in

order to determine what values should be chosen for the coefficients in formula (7), having in mind that the values on the left are for the high-speed stage. When compiling a software it is possible to include more detailed expressions for bearing loss determination (Planetary Gears, 1977). The study on the efficiency could be extended beyond the bounds of the structural analysis, so that the received results could be applied for more precise calculations in the early stage of design. Regarding this aspect, the relativistic nature of the results should be considered (Karaivanov, 2000, b).

Results for the variants which provide the desired speed ratios

Optimal variant

Fig. 11. Software for optimal choice of a structural scheme by three criteria - results REFERENCES ARNAUDOV, K. (1984). Engineering analysis of the coupled (two-carrier) planetary gear trains. In: Proceedings of the National young school of the heavy machinebuilding [microfiche] , Varna (Bulgaria). (in Bulgarian). ARNAUDOV, K., KARAIVANOV, D. (2001) Engineering analysis of the coupled two-carrier planetary gearing through the lever analogy. In: Proceedings of the Int. Conf. on Mechanical Transmissions, April 5-9, Chongqing (China), pp. 44 49.

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Karaivanov, D Structural analysis of compound planetary gear trains. Balkan Journal of Mechanical Transmissions, Volume 1 (2011), Issue 1, pp. 33-45, ISSN 20695497. ARNAUDOW, K., KARAIVANOV, D. (2003). Die zusammengesetzten Mehrsteg-Planetendetriebe, ihre Systematik, Eigenschaften und Mglichkeiten, Internationale Tagung. In: Proceedings of the Power Transmissions03, Varna (Bulgarien), pp. 52-59. ISBN 954-90272-9-5 ARNAUDOW, K., KARAIVANOV, D. (2004). Die Blindleistung in Planetengetrieben. In: Proceedings of the IMRES04, , 16-17 September, Kragujevac (Serbia and Montenegro), pp. 587-594. ARNAUDOW, K., KARAIVANOV, D. (2005, a). Systematik, Eigenschaften und Mglichkeiten von zusammenge-setzten Mehrsteg-Planetengetrieben. Antriebstechnik, Nr. 5, pp. 58-65. ARNAUDOW, K., KARAIVANOV, D. (2005, b). Higher compound Planetary Gear Trains. VDI Berichte 1904 1 (Int. Conf. on Gears, September 14th to 16th, 2005, Garching near Munich, Germany), pp. 327-344. ISSN 0083-5560 BOLOTOVSKII, I.., at al. (2001). Three-stages planetary gear trains with one-rimmed satellites. In: Vestnik mashinostroenia, no. 1, pp. 3-9. (in Russian) DIMCHEV, G. (2000). Geometrical and technicaleconomical optimization of reducers with gear trains. Qualifying work for an a Full Professor. Technical University of Sofia. (in Bulgarian) IVANOV, A.N. (1990). Evaluation of the diameter overall dimensions of the planetary gear-boxes at the design stage. In: Vestnik mashinostroenia, no. 7, pp. 16-19. (in Russian) KARAIVANOV, D. (2000, a). On the comparative analysis of multy-stage reducers for hoists. In: Machinebuild Special edition (Int. Conf. HCTech'2000, 6-8 June, Sofia), pp. 35-39. ISSN 0025-455X (in Bulgarian) KARAIVANOV, D. (2000, b). Theoretical and experimental studies of the influence of the structure of the coupled two-carrier planetary gear trains on its basic parameters. Ddissertation. Univ. of Chemical Technology and Metallurgy, Sofia, (in Bulgarian) KARAIVANOV, D. (2001). Multi-parametric choice of two-stage planetary gear. In: Proceedings of the Technology, Assurance, Ecology 2122 June, V. Tarnovo (Bulgaria), pp. 49-59. (in Bulgarian) KARAIVANOV, D., ARNAUDOV, K. (2001). A study of two- and three-driven planetary gearings by the lever analogy. In: Proceedings of the 9th National Congress on Theoretical and Applied Mechanics, v. 1, Varna (Bulgaria), 19 22 September, pp. 351-356. KARAIVANOV, D., TROHA, S. (2005). On the structural Analysis of Coupled Planetary Gears. In: Machinebuilding and electrical engineering science edition no. 9, pp. 7683. ISSN 0025-455X. KARAIVANOV, D., TROHA, S.(2006). Examining the possibilities for using coupled two-carrier planetary gears in two-speed mechanical transmissions. In: Machinebuilding and electrical engineering, no. 5-6, pp. 124-127. ISSN 0025-455X. MOLIAN, S. (1985). A unified theory of differential mechanisms. In: Proc. Conf. Mech. and Mach., 17-18 Sept., Cranfield. Inst. Technol., pp. 1-12. MLLER, H.W. (1998) Die Umlaufgetriebe. 2. Auflage. Berlin, Springer-Verlag. PANEV, S. (2005). Optimization of the coupled two-carrier planetary gears parameters. In: Proceedings of the RaDMI 2005, 01-03 September, Vrnjacka Banja (Serbia and Montenegro), pp. 307-311. PLANETARY GEARS. HANDBOOK. (1977). Edit by V. N. Kudriavtsev and Iu. N. Kirdiashev. Leningrad, Mashinostroenie. (in Russian) PREDKI, W., JARHOV, F., KETTLER, J. (2002). Calculation method for the determination of the oil sump temperature of industrial planetary gears. In: VDI-Berichte 1665, v. 1 (International Conference on Gears, 13-15 March, Munich, pp. 507-522. ISSN 0083-5560. STEFANOVI-MARINOVI, J., MILOVANEVI, M. (2010). An Application of Multicriteria Optimization to Planetary Gear Transmissions. In: Proceedings of The International Conference Mechanical Engineering in XXI Century, 25-28 November, Ni (Serbia), pp. 133-136. STOYANOV, S.K. (1983). Optimization of Technological Objects. Sofia, Technika. (in Bulgarian) TROHA, S., PETROV, P., KARAIVANOV, D. (2009). On the optimization of coupled two-carrier planetary gears whit two coupling and four outside shafts. In: Machinebuilding and Electrical Engineering, 2009 (LVIII), no. 1, pp. 49-55. ISSN 0025-455X. TROHA, S. (2011). Analysis of a planetary change gear trains variants. Dissertation. Engineering Faculty, University of Rijeka (Croatia). (in Croatian) VELICU, R. (2006). Torques, power-flow and mechanical efficiency for 1 DOF two-planetary groups. In: Proceedings of Int. Conf. Power Transmissions06, 2526 April, Novi Sad (Serbia and Montenegro), pp. 153-158. ISBN 8685211-78-6. VULI, A., STEFANOVI-MARINOVI, J. (2006). Design parameters for planetary gear transmissions optimizations. In: Proceedings of the Int. Conf. Power Transmissions06, 25-26 April, Novi Sad (Serbia and Montenegro), p. 137-142. ISBN 86-85211-78-6. WOLF, A. (1958). Die Grundlagen der Unlaufgetriebe. Braunschweig (Germany), Friedr. Vieweg & Sohn.

CORRESPONDENCE Dimitar KARAIVANOV, Docent Dr. University of Chemical Technology and Metallurgy, Dept. of Applied Mechanics, 8 Kliment Ohridski Blvd.

1756 Sofia, Bulgaria


dipekabg@yahoo.com

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