A significant advancement is the integration of shaft-hub calculations for parallel keys, interference fits, and involute splines. This allows calculations and data to be managed and exchanged directly within the system, with the corresponding individual modules being accessible in the system environment. The eAssistant or TBK modules can be opened directly in the system. Additionally, a new message window enhances transparency by centrally displaying notifications and results from the system calculation, as well as the bearing, gear, and shaft-hub calculations. The user interface has also been optimized: a new toggle in the status bar now allows for automatic recalculation after any input changes. All results, including graphics, are immediately updated, enabling users to instantly see the effects of parameter changes.
Furthermore, the STEP import for shaft geometries has been enhanced. A defeaturing option allows elements such as chamfers, radii, or holes to be removed. The bearing databases from SKF and NSK, along with the corresponding catalog data, have also been updated.
At the system level, multiple load cases can now be defined and flexibly selected for calculations.
The calculation of the line load distribution for gears has also been further developed. A supplementary flank line deviation (fma) can now be specified for the gear connection. This allows alignment errors, such as manufacturing-induced flank line deviations of the gears or parallelism errors of the shafts, to be taken into account. The line load calculation is then performed with the additional fma, where only the tooth engagement stiffness at constant gear tilt angles is considered. This is then incorporated into the load-bearing capacity calculation according to ISO 6336 Method B via the face load factor.
The representation of shaft stiffness through wheel bodies has also been significantly improved. Instead of the previous two options, there are now five possibilities available, including the use of a 3D FEM mesh to account for wheel body stiffness. Additionally, rotationally symmetric wheel body geometries can now be defined directly at the force element, while complex geometries can still be represented via 3D elastic components.
In the area of visualization, users benefit from expanded sectional views. In addition to quarter-section views, a 180° section is now available. Imported housings can be displayed with custom section directions, and 3D elastic components are also shown in the 2D views.
With these enhancements, GWJ Technology emphasizes its commitment to providing engineers and technicians worldwide with powerful tools for seamless and precise drivetrain calculations. The new version of the SystemManager enables the modeling of even more complex relationships in a realistic manner, significantly optimizing system design.
Visit www.gwj.de to learn more or contact GWJ at +49 (0) 5311293990 or send an email to info@gwj.de.
Furthermore, the STEP import for shaft geometries has been enhanced. A defeaturing option allows elements such as chamfers, radii, or holes to be removed. The bearing databases from SKF and NSK, along with the corresponding catalog data, have also been updated.
At the system level, multiple load cases can now be defined and flexibly selected for calculations.
The calculation of the line load distribution for gears has also been further developed. A supplementary flank line deviation (fma) can now be specified for the gear connection. This allows alignment errors, such as manufacturing-induced flank line deviations of the gears or parallelism errors of the shafts, to be taken into account. The line load calculation is then performed with the additional fma, where only the tooth engagement stiffness at constant gear tilt angles is considered. This is then incorporated into the load-bearing capacity calculation according to ISO 6336 Method B via the face load factor.
The representation of shaft stiffness through wheel bodies has also been significantly improved. Instead of the previous two options, there are now five possibilities available, including the use of a 3D FEM mesh to account for wheel body stiffness. Additionally, rotationally symmetric wheel body geometries can now be defined directly at the force element, while complex geometries can still be represented via 3D elastic components.
In the area of visualization, users benefit from expanded sectional views. In addition to quarter-section views, a 180° section is now available. Imported housings can be displayed with custom section directions, and 3D elastic components are also shown in the 2D views.
With these enhancements, GWJ Technology emphasizes its commitment to providing engineers and technicians worldwide with powerful tools for seamless and precise drivetrain calculations. The new version of the SystemManager enables the modeling of even more complex relationships in a realistic manner, significantly optimizing system design.
Visit www.gwj.de to learn more or contact GWJ at +49 (0) 5311293990 or send an email to info@gwj.de.
