Drive Line Analysis

for Tooth Contact

Optimization of
High-Power Spiral
Bevel Gears
J. Rontu, G. Szanti and E. Mäsä

(Printed with permission of the copyright holder, the American Gear Manufacturers Association, 1001 N. Fairfax Street, Fifth
Floor, Alexandria, VA 22314-1587. Statements presented in this paper are those of the author(s) and may not represent the
position or opinion of the American Gear Manufacturers Association.)

Management Summary
It is common practice in high-power gear design to apply reliefs to tooth flanks; they are meant to prevent stress
concentration near the tooth edges. Gears with crowning have point contact without load, and when load is applied,
instantaneous contact turns from point into a Hertzian contact ellipse. The contact area grows and changes location as
load increases. To prevent edge contact, the gear designer has to choose suitable reliefs considering contact indentations
as well as relative displacements of gear members.
In the majority of spiral bevel gears, spherical crowning is used. The contact pattern is set to the center of the ac-
tive tooth flank and the extent of the crowning is determined by experience. Feedback from service, as well as from
full-torque bench tests of complete gear drives, has shown that this conventional design practice leads to loaded contact
patterns, which are rarely optimal in location and extent. Oversized reliefs lead to small contact area, increased stresses
and noise, whereas undersized reliefs result in an overly sensitive tooth contact.
Today it is possible to use calculative methods to predict the relative displacements of gears under operating load
and conditions. Displacements and deformations originating from shafts, bearings and housing are considered. Shafts
are modeled based on beam theory. Bearings are modeled as 5-degree-of-freedom supports with non-linear stiffness in
all directions. Housing deformations are determined by FEM analysis and taken into account as translations and rota-
tions of bearing outer rings. The effect of temperature differences, bearing preload and clearances are also incorporated.
With the help of loaded tooth contact analysis (LTCA), it is possible to compensate for these displacements and
determine a special initial contact position that will lead to well-centered, full-torque contact utilizing a reasonably large
portion of the available tooth flank area. At the same time, crowning can be scaled to the minimum necessary amount.
This systematic approach leads to minimum tooth stressing, lower noise excitation, increased reliability and/or power
density as compared to conventional contact design method.

Introduction contact stresses because the area in contact at a particular mo-

In a majority of spiral bevel gears produced, the tooth ment is reduced. With constantly growing demands for higher
contact is initially placed at the center of the tooth flank dur- power density and lower noise generation, there are pressures
ing manufacturing. Sufficient crowning is applied to prevent for decreased crowning. In a larger sense, there is often a great
the contact from reaching tooth edges under load. However, need to optimize tooth flank topography for a certain applica-
the use of large crowning also has a downside of increasing tion. This requires accurate knowledge about the behavior of
56 GEARTECHNOLOGY June/July 2011 www.geartechnology.com
tooth contact under load. Regardless of the optimization goal, cally always used to calculate shaft deflection, but there are
the change of relative position of bevel gears under load is an significant differences in the way bearings are modeled. At
important factor. the simplest level, bearings are considered as radially stiff
When loads and temperature differences are applied to a “hinges” that do not represent reality very well. In the more
gear drive, the relative position of pinion and wheel changes advanced software, such as used in DLA described in this pa-
due to deformations and displacements related to bearings, per, bearing internal geometry and stiffness nonlinearity are
shafts and housing. This causes changes in the tooth con- considered in order to accurately model real behavior.
tact—the significance of which is dependent on magnitude Bearing Stiffness
and mutual relations of the displacements as well as charac- Gears are usually supported by a gear unit housing with
teristics of the tooth geometry. One of the main concerns is rolling bearings. Bearing stiffness varies significantly, de-
the spreading and movement of contact pattern that, ideally, pending on the type of rolling element (Fig. 2) affecting the
should be located at the center of the tooth flank under load displacement behavior of the shaft-bearing system. Another
and cover as much of the flank area as possible. If the behav- significant factor is the internal alignment capability (Fig. 3).
ior of the contact pattern is known, pre-compensation can be continued
applied in the finish machining of tooth flanks to ensure good
running properties under load. This usually means that the
tooth flank topography is modified so that the initial contact
pattern (without load) is moved from the center of the flank
by a certain amount.
Traditionally, the knowledge of tooth contact behavior
has been attained through practical experience, but that re-
quires time-consuming and expensive prototype testing. An
alternative approach is one based on computer simulation, by
which significant cost savings are possible. In recent years,
tooth contact optimization based on loaded tooth contact anal-
ysis (LTCA) has been applied with good success in numerous
customer projects involving marine, industrial and automo-
tive bevel gear applications. Using LTCA, the mesh of spi- Figure 1—Relative displacements of bevel gears.
ral bevel gears is simulated using 3-D tooth geometry, taking
into account the actual, relative position of gears under load.
This paper describes a computational process used to deter-
mine how the relative position of bevel gears changes when
load and temperature differences are applied on a gear drive.
The process is a combination of different calculation methods
displacement δ1

and is hereafter referred to as drive line analysis (DLA). In

addition to the methods usually used in DLA, some alterna-
tive approaches are also mentioned to provide a more general
overview of applicable methods.
Relative Position of Bevel Gears
In nominal position, the pitch cone apexes of bevel pinion
and wheel (if not a hypoid gear pair) coincide. Deviation from load F1
this position (location + orientation) can be fully defined by Figure 2—Radial stiffness of different bearing types (Ref. 2).
four displacement values, hereafter referred to as relative dis-
placements. As shown in Figure 1, they consist of deviation α
of shaft angle (S); offset (E); pinion axial location (P); and
wheel axial location (G).
Driveline Analysis
To fully understand tooth contact behavior in a certain ap-
plication, the chain of events from assembly (tooth contact
adjustment) to operating conditions (loads and temperature
differences applied) must be traced. To accurately determine
displacement of bevel gears, a detailed analysis of the whole
drive line—consisting of shafts, bearings and housing—is re-
quired. The “core” of analysis is comprised of separate cal-
culation models for pinion shaft and wheel shaft, hereafter
referred to as shaft-calculation models. These models are used
to simulate deformations and displacements of shafts and
bearings. Commercial software with ranging levels of capa-
bilities is available for this purpose. Beam theory is practi- Figure 3—Bearing internal alignment capability.

www.geartechnology.com June/July 2011 GEARTECHNOLOGY 57

 Fr Ft perpendicular
Fa to sketch plane

A– A

A
dm
Fr
δ 0

ne
h co
δr
pitc

A
b
MD
Figure 4—Deformation of individual element contact. Figure 5—Application point of tooth forces.

External
clearance
df Internal
clearance

Z
X
Y
Figure 7—Examples of internal and external bearing clear-
ances.
Figure 6—Application point used in shaft calculation.

COLD CLEARANCE BEFORE CLEARANCE AFTER

ASSEMBLY ASSEMBLY

CLEARANCE
REDUCTION

SHRINK FIT
WARM
Figure 8—Clearance reduction due to temperature difference Figure 9—Clearance reduction due to shrink fit (Ref. 3).
(Ref. 3).

In shaft calculation models used in DLA, bearings are mod-

eled as supports with five degrees of freedom—two radial,
two tilt and one axial direction (Fig. 11). The “missing sixth
degree of freedom” is the bearing rotation, which is typically
of no interest.
Nonlinear bearing stiffness in every direction is modeled
starting from deformations of individual contacts between
rolling elements and raceways (Fig. 4), also taking into ac-
count the internal clearance and operational contact angle.
With this modeling method it is possible to accurately predict
Figure 10—Example of radial bearing load on FE model of the distribution of loads and, subsequently, the displacements.
housing. Although nonlinear bearing stiffness leads to iterative calcu-
lation, the calculation times are minimal due to the analytical
58 GEARTECHNOLOGY June/July 2011 www.geartechnology.com
theories applied. A more detailed description of the modeling analysis, performed with commercial software. Bearing reac-
theory can be found in DIN ISO 281, Supplement 4 (Ref. 1). tions obtained from preliminary shaft calculation models are
Loads used as loadings for the FE model. Loads are applied to the
Tooth forces are considered as point loads acting on the radial and axial support surfaces of bearings as pressure dis-
center of the tooth flank at mean pitch diameter dm (Fig. 5). tributions with resultant forces corresponding to the bearing
Tooth force components Ft, Fr and Fa are calculated based on reactions (Fig. 10). External loads are applied if such exist.
mean spiral angle bm, normal pressure angle an and pitch cone After the FE model is solved, translation and rotation
angle d. Especially for the wheel, the axial location of the values of bearing bores are extracted from the displacement
acting point of the tooth forces does not always represent the results. With displacements as the main result, a relatively
axial location where the forces are actually conveyed to the coarse FE mesh (compared to, for example, stress analysis) is
shaft. An example of such a situation is presented in Figure sufficient. In shaft calculation models, bearing bore displace-
6. In shaft calculation models this is taken into account by ments are described with the same five degrees of freedom as
transferring the tooth forces axially by a distance of df and bearing stiffness (Fig. 11)—i.e., three translational and two
correspondingly adding two bending moments My = Fr df and rotational displacements are used to describe movement of
Mx = Ft df. The same principle is used to correctly model bear- one bearing bore. These values can be extracted from the FE
ing reactions in cases with bearings with a non-zero pressure node displacements in different ways. One way is to choose
angle (e.g., taper roller bearings). representative nodes with 90° spacing from the support sur-
In addition to tooth forces there are usually external forces faces and calculate the five displacement values from them. A
that also need to be included, such as propeller thrust force in more sophisticated method is to place a node in the middle of
marine thrusters. They are applied to their appropriate loca- the bearing bore and connect it to the cylindrical surface by
tion on the shaft using the same principles as with the tooth beam elements with very small axial stiffness and ball joint-
forces. The weight of components is seldom important from type connections at the ends. In this way the displacement
deformations’ point of view, but might instead be significant of the center node directly represents the sought after values.
for other reasons discussed later in this paper. Similar results can also be achieved by fitting an un-deformed
Bearing Clearances and Pre-Load cylinder to the displacement field using a best-fit procedure.
Depending on the arrangement, bearing clearance and pre- All of the mentioned methods have been used successfully as
tension can have significant influence on gear displacements. a part of DLA.
In shaft calculation models, values in operating conditions are After the shaft calculation models are re-run using the
used, which often differ significantly from assembly values bearing bore displacements, changes in bearing reactions are
due to temperature differences. Clearances can be divided checked. If considerable change is observed, the FE model is
into internal and external clearances (Fig. 7). continued
Internal radial clearances in operating conditions are cal-
culated based on clearance class (e.g., CN, C3, etc.), shrink-
fits of bearing rings and temperature difference between inner
and outer ring (Figs. 8–9). Both internal and external radial
clearances cause shaft displacement, but internal clearance
also affects bearing stiffness. Therefore, precise, external ra-
dial clearance should be modeled as movement of the outer
ring, not as increased internal clearance. However, the sig-
nificance of this matter is minor. In axial direction, internal
and external clearances are basically the same thing. Axial
pre-load/external axial clearance in operating conditions is
calculated based on initial setting (assembly), temperature
difference between shaft and housing, distance of bearings RADIAL
and bearing pressure angle. TRANSLATION 2

External radial clearances are used when bearings need

RADIAL
to be free in the axial direction. External axial clearances are ROTATION 2
sometimes applied to bearings in O or X arrangement to pre-
AXIALTRANSLATION
vent excessive preloading due to temperature differences. Ide-
ally, these clearances should be reduced to very small values
in operating conditions, in which case their influence on dis-
placements would be negligible. However, because tempera- RADIAL
ROTATION 1
ture differences are usually not exactly known in the design
phase (with clearances chosen preferably “on the safe side,” RADIAL
TRANSLATION 1
i.e.—too large rather than too small) and gear drives are often
loaded in different operating temperatures, consideration of
external clearances is also a part of DLA.
Deformation of Gear Housing Figure 11—Determination of bearing displacement from FE
Deformation of gear housing is considered through FE results.

www.geartechnology.com June/July 2011 GEARTECHNOLOGY 59

 no longer valid and the process is repeated. Typically, only
dp
one iteration is required.
Effect of Temperature Differences to
Axial Location of Bevel Gears
In addition to bearing clearances and pretension, tempera-
ture differences also affect the axial location of bevel gears.
dw The significance is strongly dependent on the material of the
housing and the distance between the bevel gear centerlines
and axial bearing location (Fig. 12).
Effect of Gear Drive Orientation
during Tooth Contact Adjustment
Figure 12—Effective distance for temperature difference be-
tween housing and shafts.
Usually during the assembly of gear drives no thermal
differences exist. Therefore, bearing clearances (internal and
external) have significantly larger values compared to operat-
External
clearance ing conditions. In shaft calculation models it is assumed that
without load, shafts are initially in their nominal position—
Rolling element NOMINAL POSITION i.e., “hovering” in the middle of bearing clearances in the ra-
OF SHAFT
Internal
clearance
dial direction. However, during tooth contact adjustment, the
position of shafts might differ significantly from this assump-
tion due to the clearances and weight of components. This is
∆P especially true in cases where enlarged clearances are used
ACTUAL POSITION
OF SHAFT due to expected high-temperature differences. The matter is
illustrated with an example in Figure 13 where the horizontal
g
Orientation of gear unit
during tooth contact adjustment
shaft is displaced from its nominal position due to gravity and
internal/external bearing clearances. This corresponds to an
additional change in relative displacement P. Generally, also
Figure 13—Example of additional displacement (P) due to E, G and S displacements can be affected depending on the
gear unit orientation during tooth contact adjustment. bearing arrangement and orientation of the gear unit. In addi-
tion to clearances in radial direction, axial clearances can also
cause additional displacements. For(x1−example,
x2 ) (v1xvin
P  v1• v2   180 ) situations
2 
S = acos
with spring-loaded −∑
axial E
clearance
= (Fig. 7), the − av dur-
clearance
 v1 • v2  v2
v1xside
π
ing assembly might lie on the opposite as compared to
V
IS operating conditions. If significant displacements from the
P INION
AX
x E +a v
nominal
(xp− x2 )xposition
v2 of shafts are to be expected during tooth
GLOBAL = E ,where xp x2 + Pv1
WH
EE
LA
CO-ORDINATE
SYSTEM
 v2
contact adjustment, they are taken into account in the calcula-
XIS x tions. This requires knowledge of the orientation of the gear
drive during tooth contact adjustment.
(xp−Inx2addition
)x v2 = to,where clearances,
xp x2 +bearing deformation can also
S +∑ v1
contribute
E
to the gravity-induced
G vadditional
2
displacements.
V
One example is a taper roller bearing (small pressure angle)
without preload that has a small axial stiffness that can lead to
axial movement of the shaft if it has been subjected to large
 v • v  180 (x1− x2 ) (v1xv2 ) axial force from heavyweight components.
S = acos  v 1• v2   −∑ E= − av Calculation of Relative Displacements
 1 2  v1x v2
π
of Gear Members
After the relative displacements have occurred, pinion
E +a v
 (xp− x2 )x v2 and wheel are considered to be in arbitrary position in three
=E ,where xp x2 + Pv1
 v2 dimensional space, which can be described by location and
direction vectors x1, x2, v1 and v2 (Fig. 14). These vectors are
extracted from the results of shaft calculation models—i.e.,
(xp− x2 )x v2
= E ,where xp x2 +G v2 deflections and inclinations of the neutral axis at the locations
v1 of the bevel gear teeth (Fig. 15). Relative displacements E,
P, G and S are then calculated from the vectors using basic
Figure 14—Arbitrary position of gear member described with
vectors.
vector algebra.
When determining the vectors, care has to be taken so
that displacements from correct axial location on the shaft are
used. As Figure 6 demonstrates, the axial location of tooth
forces does not always coincide with the location that deter-
mines displacements of the bevel gear. The significance of
60 GEARTECHNOLOGY June/July 2011 www.geartechnology.com
this is magnified in cases where the shaft inclination changes
rapidly near the location of the bevel gear (Fig. 16).
Application of Analysis Results
Relative displacements are used in tooth geometry optimi-
zation—which is based on LTCA. In most cases, the goals of
optimization are related to noise, power density, robustness
and efficiency. Regardless of the goal, knowledge of the rela-
tive position of gears under load is a valuable piece of infor-
mation. For instance, in optimization for stresses the goal is
to distribute load evenly on the tooth and to utilize as much of
the tooth flank area as possible. When the relative displace-
ments become known, a centralized location of tooth contact
under load can be assured. Therefore the portion of crowning
that was previously intended to prevent edge contact—due to
Figure 15—Location on neutral axis where shaft displace-
unknown movement of tooth contact—can be reduced.
ments are taken.
The simplest case of optimization is the one with constant
load and operating conditions. The situation becomes more
complex when multiple load levels and different temperature
conditions have to be considered. In such cases drive line

CENTRERLINE OF
analysis is repeated several times, with different input. The

MATING GEAR
resulting, optimal tooth geometry might be a compromise be-
tween several different load cases. Figure 17 is an example
of such a situation in an automotive application. With a 50%
load, the contact approaches the toe; and with a 100% load, df
the heel. In this case the crowning and initial contact pattern
location were chosen so that a satisfactory compromise be-
tween different loaded conditions was obtained.
In reality the actual relative position of gears under load ERROR IF
DISTANCE df
NOT
will vary in a certain range—even in cases with single load. CONSIDERED DEFLECTED NEUTRAL AXIS OF SHAFT

To some extent, the tooth geometry should be designed so

that it can withstand these variations; the essential sources of
variations include:
• Variation in tooth finish machining Figure 16—Shaft inclination changes.
• Variation in tooth contact adjustment during assembly
• Variation of housing machining and assembly clear
ances between components
• Variation of temperature and loading conditions
The first two of the mentioned sources of variations are 50% LOAD
strongly operator-specific, especially when the correctness of
tooth contact is judged by applying a marking color on the
tooth flanks and observing the contact pattern after rotation
of the gears. In tooth finish machining, variation is also af-
Pinion

fected by repeatability related to machine kinematics and tool

settings. In cases where gears are assembled to certain mount-
ing distances without checking the contact pattern, variation
is determined by a tolerance stack-up of related components. Toe Heel
Variation related to manufacturing deviations and assem- 100% LOAD
bly clearances usually increases with the number of mounting
surfaces between bevel gears and housing (Fig. 18). These de-
viations are distinguished from the gear unit’s orientation-de-
pendent deviations discussed earlier by the fact that they are
“locked” during assembly and will not change after the bolts
Pinion

are tightened. In shaft calculation models it is assumed that

relative positions (say, perpendicularity and concentricity) of
all mounting surfaces are free from deviations. Furthermore,
Toe Heel
the clearances between housing components (such as bear-
ing carriers and main housing) are not considered. Indeed, all
components are assumed to be situated in the middle of their
continued Figure 17—Tooth contact optimization in different load cases.

www.geartechnology.com June/July 2011 GEARTECHNOLOGY 61

 assembly clearances.
For each application, probable ranges of the abovemen-
tioned variations are determined and tooth contact’s sensitiv-
ity to them is analyzed. The results of this kind of sensitivity
study can either be used to specify appropriate tolerances for
the mentioned variations or to modify the tooth geometry to
accommodate for known tolerances.
Validation of Analysis Methods
To demonstrate the validity of the described analysis pro-
cedures, two actual example cases are presented. The dem-
onstration is done by comparing actual, documented loaded
contact patterns to ones determined by LTCA using the cal-
culated, relative displacements. LTCA is performed using Be-
cal software (Ref. 4). In Becal the simulation of mesh under
load is based on a combination of analytical and numerical
methods that have been calibrated against experimental data
as well as numerical reference calculations (Ref. 5).
In both example cases the relative displacements of gears
were determined by the analysis procedures described in this
paper and used in LTCA. Actual topography of tooth flanks
was measured with a coordinate measuring machine and used
in LTCA. The calculation methods of Becal require that the
measured topography deviations are approximated by a sec-
ond-order surface. Accuracy of the approximation declines
when the deviations form a complex surface. In all of the
examples, the deviations were such that the approximation
was able to represent reality with reasonable accuracy. To
improve the accuracy, areas of the tooth flanks that were con-
cluded to be free of contact were excluded from the surface
fitting procedure.

Example 1: Full-torque test of a marine thruster upper

gear unit. Actual loaded contact pattern was documented in a
Figure 18—Examples of constructions with large and small full-torque test under quasi-static conditions (slow roll). Tem-
number of mounting surfaces (marked with blue). perature differences were nonexistent and therefore omitted
from analysis. Basic construction of the gear unit and results
of DLA are presented in Figure 19. Comparison of actual and
calculated contact patterns showed good agreement (Fig. 20).
Note that the contact patterns calculated by Becal are pre-
sented in radial projection, but all dimensions are given along
tooth arc.

The results of DLA were also verified by directly measur-

ing shaft displacements during full-torque testing of another
gear drive of the same type. Figure 21 shows that the there
was good agreement between calculation and reality. The
effect of housing deformation on measurements (translation
and rotation of the surface to which the dial indicator was
attached) was taken into account to enable valid comparison.

Example 2: Endurance test of bevel gears of an indus-

trial gear unit. In this case actual loaded contact patterns were
documented during an endurance test of an industrial gear
unit (Fig. 22). Comparison to calculated results showed good
agreement (Fig. 23). It should be noted that in this case the
tooth contact pattern was not yet optimized.

Figure 19 (Example 1)—Basic drive line construction and re- Without consideration of relative displacements, the cal-
sults of drive line analysis. culated contact pattern for the drive side would have looked
62 GEARTECHNOLOGY June/July 2011 www.geartechnology.com
Figure 20 (Example 1)—Comparison of actual and calculated
contact patterns. Figure 21—Comparison of measured and calculated shaft
displacements.

www.geartechnology.com June/July 2011 GEARTECHNOLOGY 63

 It is the gear designer’s responsibility to assess which factors
S are relevant, but it has also been seen that many factors with
E
P
little effect can add up to a significant one.
G
Outlook: Subjects for Future Study
1. Effect of dynamic loading. The following questions
are yet to be answered: Is the quasi-static approach
presented in this paper sufficient to represent dynamic
situations? How does the relative position of gears
vary during vibration? How should application factor
KA and dynamic factor Kv be dealt with in drive line
Figure 22 (Example 2)—Basic drive line construction and re-
sults of drive line analysis.
analysis?

2. Variation of tooth forces. Currently the tooth forces

are considered as components Ft, Fr and Fa that are
calculated at dm using bm, an and d. Friction is not
considered and the tooth forces are assumed to act on
the same point at all times. In reality the resultant of
tooth forces is comprised of multiple pressure distribu
tions acting on different tooth flanks. Location, direc
tion and magnitude of the resultant vary during mesh;
the effect of this variation to gear displacements should
be assessed.

3. Comparison to FEM-based LTCA. Thus far the vali-

dation based on contact patterns has been limited by
the accuracy of the Becal program. Becal’s semi-
analytical calculation approach results in short cal
culation times—but also limits accuracy. Another
limitation is the second-order surface approximation
Figure 23 (Example 2)—Comparison of actual and calculated
contact patterns under load.
method used to model actual tooth flank topography.
By using more accurate methods—such as a nonlinear
FE model—more accurate data could possibly be ob-
tained. In near future, an in-house-developed FE code
(Ref. 6) will be used for this task.

Acknowledgements
Great gratitude is expressed to the customers with whose
permission the pictures of the two example cases were pre-
sented in this paper.

References
1. DIN ISO 281Supplement Four. Rolling Bearings/Dynamic Load
Figure 24—Calculated contact pattern without consideration Ratings and Rating Life: Methods for Calculation of the Modified
of relative displacements. Reference Rating Life for Universally Loaded Rolling Bearings,
Berlin, 2003, Deutsches Institut für Normung.
as presented in Figure 24. This illustrates the significance of
2. FAG Bearing Catalog, December, 2008.
drive line analysis in this particular case. 3. SKF Bearing Catalog, January 2004.
4. Linke, H. et al. “The Development of the Program BECAL–an Ef-
Conclusions ficient Tool for Calculating the Stress of Spiral Bevel Gears,” Inter-
In this paper computational analysis procedures for deter- national Conference on Mechanical Transmissions, April 5–9, 2001,
mining relative displacements of spiral bevel gears under load Chongqing, China.
have been presented. The method has been verified by com- 5. Baumann, V. and J. Thomas. “Grundlagen zur Ermittlung der
Zahnflanken and Zahnfussbeanspruchung Bogenverzahnter Keg-
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elräder auf der Basis Experimentell Gestützter Näherungsbeziehu-
Significance of the presented factors (e.g., bearing clear- ngen,” Frankfurt: Forschungs–Vereinigung Antriebstechnik, 1995,
ances) greatly varies by application. The described analysis Abschlussbericht (FVA–Heft 429).
method is used to analyze gear drive constructions of differ- 6. Szanti, G. “Method for Designing Silent Running Spiral Bevel
ent designs. Therefore the goal has been to make the analysis Gears Using Loaded Tooth Contact Analysis,” JSME International
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64 GEARTECHNOLOGY June/July 2011 www.geartechnology.com