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Gear tooth friction directly influences power losses and temperature rise as well as system dynamic behavior. Recently it attracted many attentions as friction is considered one of the main sources of power losses in geared systems, such as in automotive transmissions. Coefficient of friction has been found not a constant but varies with different contact conditions, which partly makes the measurement of friction a difficult and expensive process. Therefore an analytical model that is capable of predicting it accurately becomes very much demanded. A few empirical formulae based on experimental data and analytical models based on lubrication theory are found in the literature. However, they are either not suitable for a general gear contact or too complex to adapt in gearing. In this paper, a new coefficient of sliding friction based on a thermal Elastohydrodynamic Lubrication (EHL) model is developed by a multiple linear regression analysis.

Fatigue testing of components is used to validate new product designs as well as changes made to existing designs. On new designs it is common to initially test parts at the design stage (design verification or DV) and then again at the production stage (production verification or PV) to make sure the performance has not changed. On changes to existing designs typically the life of the new part (B) is compared to that of the old part (A). When comparing the fatigue life Weibull analysis is normally used to evaluate the data. The expectation is that the B10 or B50 life of the new part or PV parts should be equal to or better than that of the old parts or the DV parts. However, fatigue testing has a great deal of inherent variability in the resulting life. In this paper the variability of numerous carburized and induction hardened components is examined.

Traditional methods often lead to truck component designs that are overly conservative. The ever-increasing need to reduce operational costs demands innovative means for producing parts that are light, durable and capable of carrying more loads. This paper discusses the far-reaching advantages of shape-optimization, beyond the fundamental stipulation of weight reduction. A suspension link is considered to demonstrate the benefits of an optimally shaped component.