UNIT-II

1. DESIGN OF SPUR GEAR AND HELICAL GEAR

A gear or cogwheel is a rotating machine part having cut teeth, or cogs, which mesh
with another toothed part to transmit torque. Geared devices can change the speed,
torque, and direction of a power source. Gears almost always produce a change in
torque, creating mechanical, through their gear ratio, and thus may be considered
a simple machine. The teeth on the two meshing gears all have the same shape Two
or more meshing gears, working in a sequence, are called a gear train or
a transmission. A gear can mesh with a linear toothed part, called a rack, thereby
producing translation instead of rotation.

The gears in a transmission are analogous to the wheels in a crossed

belt pulley system. An advantage of gears is that the teeth of a gear prevent slippage.

When two gears mesh, if one gear is bigger than the other, a mechanical advantage is
produced, with the rotational speeds, and the torques, of the two gears differing in
proportion to their diameters.

In transmissions with multiple gear ratios—such as bicycles, motorcycles, and cars—

the term "gear" as in "first gear" refers to a gear ratio rather than an actual physical
gear. The term describes similar devices, even when the gear ratio is continuous
rather than discrete, or when the device does not actually contain gears, as in
continuously. Gears are used to transmit power between shafts rotating usually at
different speeds. Some of the many types of gears are illustrated below.

Spur Gear and Helical Gear

In order to demonstrate briefly the development of gear drives, from first principles
through to safety implications, we consider here only spur gears. Knowledge of these
is fundamental to understanding the behaviour of geometrically more complex types,

A pair of meshing gears is a power transformer, a coupler or interface which marries

the speed and torque characteristics of a power source and a power sink (load). A
single pair may be inadequate for certain sources and loads, in which case more
complex combinations such as the above gearbox, known as gear trains, are
necessary. In the vast majority of applications such a device acts as a speed reducer in
which the power source drives the device through the high speed low torque input
shaft, while power is fed from the device to the load through the low speed high
torque output shaft.

Speed reducers are much more common than speed -up drives not so much because
they reduce speed, but rather because they amplify torque. Thus gears are used to
accelerate a car from rest, not to provide the initial low speeds (which could be
accomplished by easing up on the accelerator pedal) but to increase the torque at
the wheels which is necessary to accelerate the vehicle. Torque amplification is the
reason for the gearbox's increasing sturdiness mentioned above.

These notes will consider the following aspects of spur gearing:-

 Overall kinetics of a gear pair (for cases only of steady speeds and loads) 
 Tooth geometry requirements for a constant velocity ratio (eg. size and
conjugate action) 
 Detailed geometry of the in volute tooth and meshing gears 


Kinetics of a Gear

Overall kinetics of a gear pair Analysis of gears follows along familiar lines in that we
onsider kinetics of the overall assembly first, before examining internal details such
as individual gear teeth. The free body of a typical single stage gearbox is shown. The
power source applies the torque T1 to the input shaft, driving it at speed ω1 in the
sense of the torque (clockwise here). For a single pair of gears the output shaft
rotates at speed ω2 in the opposite sense to the input shaft, and the torque
T2supplied by the gearbox drives the load in the sense of ω2. The reaction to this
latter torque is shown on the free body of the gearbox - apparently the output
torque T2 must act on the gearbox in the same sense as that of the input torque T1.

The gears appear in more detail in Fig ( i) below. O 1 and O2 are the centres of the
pinion and wheel respectively. We may regard the gears as equivalent pitch
cylinders which roll together without slip - the requirements for preventing slip due
to the positive drive provided by the meshing teeth is examined below. Unlike the
addendum and dedendum cylinders, pitch cylinders cannot be measured directly;
they are notional and must be inferred from other measurements.

One essential for correct meshing of the gears is that the size of the teeth on the
pinion is the same as the size of teeth on the wheel. One measure of size is the
circular pitch, p, the distance between adjacent teeth around the pitch circle ( ii);
thus p = πD/z where z is the number of teeth on a gear of pitch diameter D. The SI
measure of size is the module, m = p/π - which should not be confused with the SI
abbreviation for metre. So the geometry of pinion 1 and wheel 2 must be such that:
D1 / z1 = D2 / z2 = p /π = m
A gear train comprising two or more pairs is termed compound when the wheel of
one stage is mounted on the same shaft as the pinion of the next stage. A compound
train as in the above gearbox is used when the desired speed ratio cannot be achieved
economically by a single pair. Applying to each stage in turn, the overall speed ratio
for a compound train is found to be the product of the speed ratios for the individual
stages.
Selecting suitable integral tooth numbers to provide a specified speed ratio can be
awkward if the speed tolerance is tight and the range of available tooth numbers is
limited. Until the advent of computers allowed such problems to be solved by
iterative trials, techniques based on continued fractionswere used. Appendix A is
provided to illustrate the concepts and advantages of continued fractions and
attendant Padé approximations - this is for general interest, not just for gears.

2 DESIGN PROCEDURE OF SPUR GEAR

STEP 1: Calculation of Gear Ratio

Use i=N1/N2=Z1/Z2

STEP 2: Selection of Material

If the material is not given select a suitable material from PSG.8.5

STEP 3: Calculation of Gear Life

If the gear life is not given assume the gear life as 20,000 hrs.

STEP 4: Calculation of Initial Design Torque

[Mt] = Mt х K х Kd
Kd х K = 1.3 (initially assume the symmetric
scheme from PSG 8.15
Ko = 1.5 (assuming medium shock or medium load from table)
STEP 5: Calculation Of Design Bending Stress [σb] and Design
Contact Stress [σc]
To find [σb]: Refer the formula PSG.8.18
To find [σc]: Refer the formula PSG .8.16

STEP 6: Calculation of Centre Distance (a) Refer the formula PSG.8.13

STEP 7: Selection of Number of Teeth (Z1 & Z2)

If not given assume Z1 = 20
Z2 = i х Z1

STEP 8: Calculation of Module (m) Refer the formula PSG.8.22

STEP 9: Recalculation of Centre Distance(a) Refer the formula PSG8.22

STEP 10: Calculation of b, d1, v and ψp

b = ψ х a for ψ refer PSG 8.14 table 10 d = m х Z
v = ∏ х D х N / 60
ψp = b / d

STEP 11: Selection of Suitable Quality of Gear

Refer PSG.8.16 table no 15

STEP 12: Recalculation of Design Torque [Mt]

[Mt] = Mt х K х Kd х Ko
K = Refer the value from PSG.8.15 table no 14
Kd = Refer the value from PSG.8.16 table no 15
Ko = Refer the value from the
table

STEP 13: Check for Bending Stress Refer PSG. 8.13A

STEP 14: Check for Contact Stress Refer PSG.8.13 table no 8 for spur gears

STEP 15: Calculation of Basic Dimensions of the Gear Pair Refer the formulas
PSG.8.22.

STEP 1: Calculation of Gear Ratio

Use i=N1/N2=Z1/Z2
 SOLVED PROBLEM

Design a spur gear drive to transmit 22.5 kW at 900 rpm; Speed ratio is 2.5; Material
for pinion and wheel are C15 steel; Working life of the gears as 10000 hours.
Solution

Power = 22.5 kW

I=2.5

Material for pinion and wheel = C15 steel

Step 1: Material properties

From PSG Data Book Pg.No. 8.16 for C15 steel

HRC = 60

CR = 220

Step 2: Calculation of gear life

N = working hours x 60 x pinion speed

= 54 x 107 cycle

Step 3: Calculation of equivalent Young’s Modulus

From PSG Data Book Pg.No. 8.14 for C15 steel

Eq = 1.7 x 106 kgf/cm2

Step 4: calculation of design bending stress

From PSG Data Book Pg.No. 8.18 for C15 steel

Life factor for bending = 1

FOS = 2

Endurance limit = 2100 kgf/cm2

Fillet stress concentration factor = 1.2

Design bending stress = 122.7 N/mm2

Step 5: calculation of surface contact stress

Surface contact stress = CR x HRC x KCL

= 7723 kgf/cm2

Step 6: calculation of design torque

Design torque = Mt x kd x k

kd x k = 1.3

Mt = 2435 kW/N

= 2435.5 kgf/cm2

Design torque = 3166 kgf/cm

Step 7: Calculation of approx. centre distance from PSG D.B 8.13A

Substitute E and face width value in the formulae

a=142.7 mm

Step 8:Calculation of Z1 and Z2

Assume Z1=25

Z2=I x Z1

=63

Step9:Calculation of module

From DB 8.22 , m=2a/(Z1+Z2)

M=3.24 mm.

Select the std module from PSG DB 8.3

Std module=4mm

Step10: Recalculation of centre distance

Based on Std module value ,Recalculate the a value

a=200 mm
 Step11:Calculation of Face width

WKT Face width=.3 x 200

=60 mm

Step 12: calculation of pitch line velocity

V=3.14*d*N/60 m/sec

=3.14*.1*900/60

=4.7 m /sec

Step13:Selection of Quality of the Gear

From PSG D B 8.2, Based on Velocity select the IS Quality

Quality of the Gear is 8

Step14:Recalculation of Design Torque

Design Torque=M*K*Kd

=2435*1.4*1.03

=351195 Nmm

Step15:Checking of Bending Stress

From PSG DB 8.13, for spur gear

Bending stress=(i+1)/(a*m*y)*Mt

=60.13 N/mm2

This value is less than Design Bending stress value. Design

Step16:Checking of Surface contact stress

From PSG D B 8.13,Subtitute E,I,b,M and a value in the formulae

Find calculated surface contact stress

Surface contact stress=483 N/mm2

This value is less than Design value .so design is safe.

2.HELICAL GEAR

Double helical gears and herringbone gears are similar but the difference is that
herringbone gears don't have a groove in the middle like double helical gears do.
Double helical gears overcome the problem of axial thrust presented by "single"
helical gears, by having two sets of teeth that are set in a V shape. A double helical
gear can be thought of as two mirrored helical gears joined together. This
arrangement cancels out the net axial thrust, since each half of the gear thrusts in
the opposite direction resulting in a net axial force of zero. This arrangement can
remove the need for thrust bearings. However, double helical gears are more
difficult to manufacture due to their more complicated shape.

For both possible rotational directions, there exist two possible arrangements for the
oppositely-oriented helical gears or gear faces. One arrangement is stable, and the
other is unstable. In a stable orientation, the helical gear faces are oriented so that
each axial force is directed toward the center of the gear. In an unstable orientation,
both axial forces are directed away from the center of the gear. In both
arrangements, the total axial force on each gear is zero when the gears are aligned
correctly. If the gears become misaligned in the axial direction, the unstable
arrangement generates a net force that may lead to disassembly of the gear train,
while the stable arrangement generates a net corrective force. If the direction of
rotation is reversed, the direction of the axial thrusts is also reversed, so a stable
configuration becomes unstable, and vice versa.

Stable double helical gears can be directly interchanged with spur gears without any
need for different bearings.

Design Procedure of Helical Ge

STEP 1: Calculation of Gear Ratio

Use i=N1/N2=Z1/Z2

STEP 2: Selection of Material

If the material is not given select a suitable material from PSG.8.5

STEP 3: Calculation of Gear Life

If the gear life is not given assume the gear life as 20,000 hrs.

STEP 4: Calculation of Initial Design Torque

[Mt] = Mt х K х Kd
Kd х K = 1.3 (initially assume the symmetric PSG 8.15
scheme from
Ko = 1.5 (assuming medium shock or medium load from table)
STEP 5: Calculation Of Design Bending Stress [σb] and Design Contact
Stress [σc]
To find [σb]: Refer the formula
To find [σc]: Refer the formula

STEP 6: Calculation of Centre Distance (a) Refer the

formula

STEP 7: Selection of Number of Teeth (Z1 & Z2)

If not given assume Z1 = 20
Z2 = i х Z1

STEP 8: Calculation of Module (m) Refer the formula

STEP 9: Recalculation of Centre Distance(a) Refer the PSG8.22 for helical gears

STEP 10: Calculation of b, d1, v and ψp

b = ψх a for ψ refer PSG 8.14
d=mхZ
v = ∏ х D х N / 60
ψp = b / d
 STEP 11: Selection of Quality of Gear Refer PSG.8.16 table

STEP 12: Recalculation of Design Torque [Mt]

[Mt] = Mt х K х Kd х Ko
K = Refer the value from PSG.8.15
Kd = Refer the value from PSG.8.16
Ko = Refer the value from the table

STEP 13: Check for Bending Stress Refer PSG. 8.13A

STEP 14: Check for Contact Stress Refer PSG.8.13

STEP 15: Calculation of Basic Dimensions of the Gear Pair Refer the formulas
PSG.8.22.

PROBLEM ON HELICAL GEAR

Design a helical gear to transmit 15KW at 1400 rpm with the following specifications:
Speed reduction is 3. Pressure angle 20°. Helix angle 15°. The material of both the
gears is C45 steel. Allowable static stress 180N/mm 2. Surface endurance limit is 800
N/mm2. Young’s modulus of material= 2 x 105 N/mm2.
Design steps
1. Material selection: Pinion and gear - C45 steel (Given)
2. Calculation of z1 and z2:
Assume z1=20
z2= i x z1 = 3 x 20 = 60
3.Calculation of tangential load on tooth (Ft)
Ft= (P/v) x Ko

d1 N1 N1  mn z1 
v 60
 
60  cos  1000 

 1400 mn  20
  1.518mn
601000 cos15
Ko= 1.25 assuming medium shock
 15 103 12353.45
Ft  1.25 
1.518mn mn
4. Calculation of Initial dynamic load (Fd)
Fd= Ft /Cv
Cv= 6/6+v for v=5 to 20 m/s and carefully cut gears
Cv= 6/6+15= 0.286 assuming v= 15m/s
12353.45 1 43237.075
Fd   
mn 0.286 mn
5. Calculation of beam strength
Fs= π.mn.b.σb.y
b=10mn
σb=180 N/mm2
For 20° involute
0.912
y  0.154 
zeq

z1 20
z eq    22.192  23
Where
cos 3  cos 3 15

0.912
y  0.154   0.1143
23
2
Fs    mn  10 mn  180  0.1143  646 .62 mn
6. Calculation of normal module
Fs ≥ Fd

2 43237.075
646.62mn 
mn
mn  4.058mm
The nearest standard module is 5mm
7. Calculation of b,d and v
Face width (b)= 10mn=10 x 5=50mm

mn 5
d1   z1   20  103 .53
cos  cos 15
d1 N1   103 .53  10 3  1400
v   7.59 m / s
60 60
8.Recalculation of beam strength (Fs)
Fs  mnb b y
Fs    5  50 180  0.1143  16158.78N
9. Calculation of accurate dymanic load (Fd)

21v (cb cos 2   Ft ) cos 

Fd  Ft 
21v  cb cos 2   Ft
Ft=P/v=15 x 103/7.59=1976.28N
C-Deformation factor-11860e for steel and 20° full depth
e=0.025 for mn upto 5 and carefully cut gears
c=11860 x 0.025=296.5N/mm
Substituting we get Fd=17772N
10. Check for beam strength
We find Fs<Fd. Design is unsatisfactory. To reduce Fd, try precision gear. For
precision gears, e=0.0125
Then c= 11860x0.0125=148.25
New Fd=10863.26N
Now Fs>Fd. Design is satisfactory
11. Maximum wear load (Fw)

d1  b  Q  K w
Fw 
cos 2 
Q-Ratio factor-2i/i+1= 2x 3/3+1=1.5
 2
1
f es sin  n 1
Kw    
1 .4  E1 E2 
800 2  sin 20  1 1 
Kw   5
 5
1 .4  2  10 2  10 

Kw=1.5635N/mm2
Substituting we get Fw=13011.8N
12. Check for wear
Fw>Fd. Hence design is satisfactory.
13. Calculation of basic dimensions of pinion and gear
Data book Page no. 8.22- Find all the basic dimensions using the formula given.
ASSIGNMENT PROBLEMS
1. Design a pair of spur gear drive to transmit 7.5 kW at 50 rpm with a speed
reduction of 3; the number of teeth on pinion is to be 20. Select suitable
materials.
2. A pair of helical gears subjected to moderate shock loading is to transmit
37.5kW at 1750 rpm of the pinion. The speed reduction ratio is 4.25 and the
helix angle is 15. The service is continuous and the teeths are 20 FD in the
normal plane. Design the gears, assuming a life of 10,000 hours.
3. Design a pair of spur gears with the following data. Center distance = 340mm
(approximately)
Power to be transmitted = 77.28 kW
Rpm of the pinion = 720
Speed reduction ratio = 5:1
Material to be used (a) C14 (b) 40Crl