Addis Ababa Science & Technology University

College of Electrical and Mechanical

Engineering
Department of Electromechanical Engineering
Design of Machine Elements-II
By: Birhanemeskel A. (MSc in Mechatronics)
 Chapter-Four
Mechanical Drives
❑ How do we transmit power from one place to an other?

❑ Belt, chain and gear drives are often called ‘mechanical’ drives.

❑ A mechanical drive is defined as a mechanism, which is intended

to transmit mechanical power over a certain distance, usually
involving a change in speed and torque.
❑ There are two types of drives—rigid and flexible.
❑ Belt, chain and rope drives are called ‘flexible’ drives while
gear drives are called rigid or non-flexible drives.
❑ In flexible drives, there is an intermediate link such as belt,
rope or chain between the driving and driven shafts. Since this
link is flexible, the drives are called ‘flexible’ drives.
❑ In flexible drives, the rotary motion of the driving shaft is first converted
into translatory motion of the belt or chain and then again converted into
rotary motion of the driven shaft. Thus, a flexible element is superimposed
between the driving and driven elements.

❑ In gear drives, there is direct contact between the driving and driven shafts
through the gears.

❑ In gear drives, rotary motion of the driving shaft is directly converted into
rotary motion of the driven shaft by means of pinion and gear.
❑ The advantages of flexible drives over rigid drives are as follows:
i. Flexible drives transmit power over a comparatively long distance due to an
intermediate link between driving and driven shafts.
ii. Since the intermediate link is long and flexible, it absorbs shock loads and
damps vibrations.
iii. Flexible drives provide considerable flexibility in the location of the driving
and driven shafts. The tolerances on the center distance are not critical as
compared with a gear drive.
iv. Flexible drives are cheap compared to gear drives. Their initial and
maintenance costs are low.
❑ The disadvantages of flexible drives are as follows:
i. They occupy more space.
ii. The velocity ratio is relatively small.
iii.In general, the velocity ratio is not constant.
Belt Drives
❑ Belts are used to transmit power between two shafts by means of
friction. A belt drive consists of three elements—driving and
driven pulleys and an endless belt, which envelopes them.
❑ Belt drives offer the following advantages compared with other types of
drives:

i. Belt drives can transmit power over considerable distance between the axes
of driving and driven shafts.

ii. The operation of belt drive is smooth and silent.

iii. They can transmit only a definite load, which if exceeded, will cause the belt
to slip over the pulley, thus protecting the parts of the drive against overload.

iv. They have the ability to absorb the shocks and damp vibration.

v. They are simple to design and they have low initial cost
❑ The disadvantages of belt drives compared to other types of drives
are

i. Belt drives have large dimensions and occupy more space.

ii. The velocity ratio is not constant due to belt slip.

iii. They impose heavy loads on shafts and bearings.

iv. There is considerable loss of power resulting in low efficiency.

v. Belt drives have comparatively short service life.

❑ Belt drives are mainly used in electric motors, automobiles,
machine tools and conveyors. Depending upon the shape of the
cross-section, belts are classified as flat belts and V-belts. Flat
belts have a narrow rectangular cross-section, while V-belts have a
trapezoidal cross-section.
Chain Drives
❑ A chain drive consists of an endless chain wrapped around two
sprockets. A chain can be defined as a series of links connected
by pin joints.

❑ The sprocket is a toothed wheel with a special profile for the

teeth. The chain drive is intermediate between belt and gear
drives.

❑ It has some features of belt chain drives and some of gear drives.
Chain drive
The advantages of chain drives compared with belt and gear drives
are as follows:

▪ Chain drives can be used for long as well as short center

distances.

▪ A number of shafts can be driven in the same or opposite

direction by means of the chain from a single driving sprocket.

▪ Chain drives have small overall dimensions than belt drives,

resulting in compact unit.
▪ A chain does not slip and to that extent, chain drive is a positive
drive.

▪ The efficiency of chain drives is high. For properly lubricated

chain, the efficiency of chain drive is from 96% to 98%.

▪ Chains are easy to replace.

▪ Atmospheric conditions and temperatures do not affect the

performance of chain drives. They do not present any fire hazard.
Gear Drives
❑Gears are defined as toothed wheels or multilobed cams, which transmit
power and motion from one shaft to another by means of successive
engagement of teeth.

❑Gear drives offer the following advantages compared with chain or belt
drives:

✓ It is a positive drive and the velocity ratio remains constant.

✓ The center distance between the shafts is relatively small, which results in
compact construction.
✓ It can transmit very large power, which is beyond the range of
belt or chain drives.

✓ It can transmit motion at very low velocity, which is not possible

with the belt drives.

✓ The efficiency of gear drives is very high, even up to 99 per cent

in case of spur gears.

✓ A provision can be made in the gearbox for gear shifting, thus

changing the velocity ratio over a wide range.
❑ Gear drives are, however, costly and their maintenance cost is also higher.
The manufacturing processes for gears are complicated and highly
specialized. Gear drives require careful attention for lubrication and
cleanliness. They also require precise alignment of the shafts.

❑ Gears are broadly classified into four groups, viz., spur, helical, bevel and
worm gears. In case of spur gears, the teeth are cut parallel to the axis of
the shaft. As the teeth are parallel to the axis of the shaft, spur gears are
used only when the shafts are parallel. Spur gears impose radial loads on
the shafts.
❑ The teeth of helical gears are cut at an angle with the axis of the shaft. The
magnitude of the helix angle of pinion and gear is same; however, the
hand of the helix is opposite. A right-hand pinion meshes with a left-hand
gear and vice versa. Helical gears impose radial and thrust loads on shafts.

❑ There is a special type of helical gear, consisting of two helical gears with
the opposite hand of helix. It is called herringbone gear. The construction
results in equal and opposite thrust reactions, balancing each other and
imposing no thrust load on the shaft. Herringbone gears are used only for
parallel shafts.
❑ Bevel gears have the shape of a truncated cone. The size of the gear tooth,
including the thickness and height, decreases towards the apex of the
cone. Bevel gears are normally used for shafts, which are at right angles
to each other. This, however, is not a rigid condition and the angle can be
slightly more or less than 90 degrees. The tooth of the bevel gears can be
cut straight or spiral. Bevel gears impose radial and thrust loads on the
shafts.
❑ The worm gears consist of a worm and a worm wheel. The worm is in the
form of a threaded screw, which meshes with the matching wheel. The
threads on the worm can be single or multi-start and usually have a small
lead. Worm gear drives are used for shafts, the axes of which do not
intersect and are perpendicular to each other. The worm imposes high
thrust load, while the worm wheel imposes high radial load on the shafts.
Worm gear drives are characterized by high speed reduction ratio.
Spur Gear Terminologies
➢ Pinion: A pinion is the smaller of the two mating gears.

➢ Gear: A gear is the larger of the two mating gears.

➢ Velocity Ratio (i): Velocity ratio is the ratio of angular velocity of the driving gear to the
angular velocity of the driven gear. It is also called the speed ratio.

➢ Transmission Ratio (i’) The transmission ratio (i’) is the ratio of the angular speed of the
first driving gear to the angular speed of the last driven gear in a gear train.

➢ Pitch Surface: The pitch surfaces of the gears are imaginary planes, cylinders or cones
that roll together without slipping.
➢ Spur gear terminologies
➢ Pitch Circle: The pitch circle is the curve of intersection of the pitch surface of revolution
and the plane of rotation. It is an imaginary circle that rolls without slipping with the
pitch circle of a mating gear. The pitch circles of a pair of mating gears are tangent to
each other.

➢ Pitch Circle Diameter: The pitch circle diameter is the diameter of the pitch circle. The
size of the gear is usually specified by the pitch circle diameter. It is also called pitch
diameter. The pitch circle diameter is denoted by d’.

➢ Pitch Point: The pitch point is a point on the line of centers of two gears at which two
pitch circles of mating gears are tangent to each other.
➢ Top land The top land is the surface of the top of the gear tooth.

➢ Bottom land The bottom land is the surface of the gear between the flanks of adjacent
teeth.

➢ Involute An involute is a curve traced by a point on a line as the line rolls without
slipping on a circle.

➢ Base Circle The base circle is an imaginary circle from which the involute curve of the
tooth profile is generated. The base circles of two mating gears are tangent to the
pressure line.

➢ Addendum Circle The addendum circle is an imaginary circle that borders the tops of
gear teeth in the cross section.
➢ Addendum (ha) The addendum (ha) is the radial distance between the pitch and the
addendum circles. Addendum indicates the height of the tooth above the pitch circle.

➢ Dedendum Circle The dedendum circle is an imaginary circle that borders the bottom of
spaces between teeth in the cross section. It is also called root circle.

➢ Dedendum (hf) The dedendum is the radial distance between pitch and the dedendum
circles. The dedendum indicates the depth of the tooth below the pitch circle.

➢ Clearance (c) The clearance is the amount by which the dedendum of a given gear
exceeds the addendum of its mating tooth.

➢ Face of Tooth The surface of the gear tooth between the pitch cylinder and the
addendum cylinder is called the face of tooth.
➢ Flank of Tooth The surface of the gear tooth between the pitch cylinder and the root
cylinder is called flank of the tooth.

➢ Face Width (b) Face width is the width of the tooth measured parallel to the axis.

➢ Fillet Radius The radius that connects the root circle to the profile of the tooth is called
fillet radius.

➢ Circular Tooth Thickness The length of the arc on the pitch circle subtending a single
gear tooth is called circular tooth thickness. Theoretically, circular tooth thickness is half
of the circular pitch.

➢ Working Depth (hk) The working depth is the depth of engagement of two gear teeth,
that is, the sum of their addendums.
➢ Pressure Angle The pressure angle is the angle which the line of action makes with the
common tangent to the pitch circles. The pressure angle is also called the angle of
obliquity. It is denoted by α.

➢ Circular Pitch The circular pitch (p) is the distance measured along the pitch circle
between two similar points on adjacent teeth. Therefore,
𝜋𝑑 ′
𝑝= ൗ𝑧

Where z is the number of teeth.

➢ Diametral Pitch The diametral pitch (P) is the ratio of the number of teeth to the pitch
circle diameter. Therefore,
𝑃 = 𝑧ൗ𝑑 ′
➢ Module The module (m) is defined as the inverse of the diametral pitch. Therefore,

1 𝑑′
m= =
𝑃 𝑧

➢ The center to center distance between two gears having 𝑧𝑝 and 𝑧𝑔 teeth is given by

1 ′ ′
1
𝑎 = 𝑑𝑝 + 𝑑𝑔 = (𝑚𝑧𝑝 + 𝑚𝑧𝑔 )
2 2
𝑚
𝑎 = (𝑧𝑝 + 𝑧𝑔 )
2

Where a is center to center distance, 𝑧𝑝 and 𝑧𝑔 are the number of teeth on the pinion and
gear respectively.
➢ The gear ratio (i) that is, the ratio of the number of teeth on gear to that on pinion is
given by,

𝑧𝑔 𝑛𝑝
𝑖= =
𝑧𝑝 𝑛𝑔

Where 𝑛𝑝 and 𝑛𝑔 are the speed of pinion and gear respectively.

Law of gearing
The fundamental law of gearing states ‘The common normal to the tooth profile at the
point of contact should always pass through a fixed point, called the pitch point, in order to
obtain a constant velocity ratio’.
 ➢ C is the point of contact between the
teeth of the two gears and NN is the
common normal at the point of
contact.

➢ 𝐶𝐴 is the velocity of the point C, when

➢ Let O1 and O2 be centers of the it is considered on the gear 1, while

two gears rotating with angular 𝐶𝐵 is the velocity of the point C, when

velocities 𝜔1 and 𝜔2 it is considered on the gear 2.

respectively.
➢ 𝐶𝐴 ⊥ 𝑂1 𝐶 and 𝐶𝐵 ⊥ 𝑂2 𝐶

➢ 𝐶𝐴 = 𝜔1 ∗ 𝑂1 𝐶 and 𝐶𝐵 = 𝜔2 ∗ 𝑂2 𝐶

𝜔1 𝑂2 𝐶 𝐶𝐴
Then = ∗ −−−−−− −(1)
𝜔2 𝑂1 𝐶 𝐶𝐵

➢ The projections of the two vectors 𝐶𝐴 and 𝐶𝐵 , i.e., 𝐶𝐷 , along the common normal NN
must be equal, otherwise the teeth will not remain in contact and there will be a slip.

➢ ∆𝑂1 𝐶𝐺 & ∆𝐶𝐴𝐷 are similar, and ∆𝑂2 𝐹𝐶 & ∆𝐶𝐷𝐵 are similar, hence

𝑂1 𝐶 𝑂1 𝐺 𝐶𝐴 𝑂1 𝐶 𝑂2 𝐹
➢ = −−−−−−− −(2) ➢ From (2) and (3), 𝐶𝐵
=
𝑂2 𝐶
∗
𝑂1 𝐺
−−−− −(4)
𝐶𝐴 𝐶𝐷

𝑂2 𝐶 𝑂2 𝐹 𝜔1 𝑂2 𝐹
➢ = −−−−−−− −(3) ➢ From (1) and (4), = −−−− −(5)
𝐶𝐵 𝐶𝐷 𝜔2 𝑂1 𝐺
➢ Similarly ∆𝑂1 𝐺𝑃 & ∆𝑂2 𝐹𝑃 are similar, hence

𝑂2 𝐹 𝑂2 𝑃
➢ = −−−−−−− −(6)
𝑂1 𝐺 𝑂1 𝑃

𝜔1 𝑂2 𝑃
➢ From (5) and (6), = −−−− −(7)
𝜔2 𝑂1 𝑃

➢ Also 𝑂1 𝑃 + 𝑂2 𝑃 = 𝑂1 𝑂2

𝜔
➢ Therefore, for a constant velocity ratio ( 1 ), P should be a fixed point. This point P is
𝜔2

called the pitch point.

➢ There are three standard systems for the shape of gear teeth. They are as follows:

i. 14.5° full depth involute system

ii. 20° full depth involute systems

iii. 20° stub involute system

Backlash
Backlash is defined as the amount by which the width of tooth space exceeds the thickness
of the engaging tooth measured along the pitch circle. It is illustrated in below. In general,
backlash is the play between mating teeth and it occurs only when teeth are in mesh.
➢ The objectives for providing backlash are the following:

i. Backlash prevents the mating teeth from jamming together. The mating
teeth do not make contact on both sides simultaneously. This makes the
teeth roll together freely and smoothly.

ii. Backlash compensates for manufacturing errors.

iii. Backlash compensates for thermal expansion of teeth.

➢ It is provided by increasing a center to center distance in a gear assembly.

Force Analysis
➢ In gears, power is transmitted by means of a force exerted by the tooth of the driving
gear on the meshing tooth of the driven gear. The figure below, shows the tooth of the
driving pinion exerting a force 𝑃𝑁 on the tooth of the driven gear.
➢ According to the fundamental law of gearing, this resultant
force 𝑃𝑁 always acts along the pressure line. The resultant
force 𝑃𝑁 can be resolved into two components tangential
component 𝑃𝑡 and radial component 𝑃𝑟 at the pitch point.

➢ The tangential component Pt is a useful load because it

determines the magnitude of the torque and consequently the
power, which is transmitted.
➢ The radial component 𝑃𝑟 is a separating force, which is always
directed towards the center of the gear.

➢ The torque, T transmitted by the gears is given by,

𝑃
𝑇=
𝜔

𝑑′ 2𝑃
➢ And, 𝑇 = 𝑃𝑡 ∗ → 𝑃𝑡 =
2 𝑑′𝜔

𝑃𝑟
➢ tan 𝛼 = → 𝑃𝑟 = 𝑃𝑡 ∗ tan(𝛼)
𝑃𝑡

𝑃𝑡
➢ 𝑃𝑁 =
cos(𝛼)
The above analysis of the gear tooth force is based on the following
assumptions:
i. As the point of contact moves, the magnitude of the resultant force 𝑃𝑁 changes. This
effect is neglected in the above analysis.

ii. It is assumed that only one pair of teeth takes the entire load. At times there are two
pairs, which are simultaneously in contact and share the load. This aspect is neglected
in the analysis.

iii. The analysis is valid under static conditions, i.e., when the gears are running at very
low velocities. In practice, there is dynamic force in addition to force due to power
transmission. The effect of this dynamic force is neglected in the analysis.
BEAM STRENGTH OF GEAR TOOTH
The analysis of bending stresses in gear tooth was done by Wilfred Lewis. In the Lewis
analysis, the gear tooth is treated as a cantilever beam. The tangential component (Pt)
causes the bending moment about the base of the tooth.
➢ The Lewis equation is based on the following assumptions:

i. The effect of the radial component (Pr), which induces compressive stresses, is
neglected.

ii. It is assumed that the tangential component (Pt) is uniformly distributed over the face
width of the gear. This is possible when the gears are rigid and accurately machined.

iii. The effect of stress concentration is neglected.

iv. It is assumed that at any time, only one pair of teeth is in contact and takes the total
load.
➢ It is observed that the cross-section of the tooth varies from the free end to the fixed
end. Therefore, a parabola is constructed within the tooth profile and shown by a dotted
line in Figure. The advantage of parabolic outline is that it is a beam of uniform strength.
For this beam, the stress at any cross section is uniform or same. The weakest section of
the gear tooth is at the section XX, where the parabola is tangent to the tooth profile.

➢ At the section XX, ➢ The bending stresses are given by

𝑀𝑏 = 𝑝𝑡 ∗ ℎ 𝜎𝑏 =
𝑀𝑏 ∗𝑦
=
12∗𝑝𝑡 ∗ℎ∗𝑡
=
6𝑝𝑡 ∗ℎ∗𝑡
𝐼 2∗𝑏𝑡 3 𝑏𝑡 2
𝑏𝑡 3
𝐼= 𝜎𝑏 ∗𝑏𝑡 2
12 ➢ 𝑝𝑡 = , dividing both sides by m,
6ℎ
𝑡
𝑦= 𝑚∗𝜎𝑏 ∗𝑏𝑡 2 𝑡2 𝑡2
2 ➢ 𝑝𝑡 = = 𝑚𝑏𝜎𝑏 ∗ = 𝑚𝑏𝜎𝑏 𝑌, 𝑌 =
6𝑚ℎ 6𝑚ℎ 6𝑚ℎ
➢ In the above equation, Y is called the Lewis form factor. The equation gives the
relationship between the tangential force (Pt) and the corresponding stress 𝜎𝑏 . When
the tangential force is increased, the stress also increases.

➢ When the stress reaches the permissible magnitude of bending stresses, the
corresponding force (Pt) is called the beam strength.

➢ Therefore, the beam strength (Sb) is the maximum value of the tangential force that the
tooth can transmit without bending failure. Replacing (Pt) by (Sb), the above equation is
modified in the following way:

✓ 𝑆𝑏 = 𝑚𝑏𝜎𝑏 𝑌, this equation is called Lewis Equation.

➢ It is observed that m and b are same for pinion as well as for gear.
➢ When different materials are used, the product (σb Y) decides the weaker between
pinion and gear. The Lewis form factor Y is always less for a pinion compared with gear.
When the same material is used for the pinion and gear, the pinion is always weaker
than the gear

➢ The values of the Lewis form factor Y for 20° full-depth involute system, are given in the
table given below.
➢ EFFECTIVE LOAD ON GEAR TOOTH

➢ When gears rotate at very low speed, almost at zero velocity, the transmitted load (Pt)
can be considered to be the actual force present between two meshing teeth. However,
in most of the cases, the gears rotate at an appreciable speed and it becomes necessary
to consider the dynamic force resulting from the impact between mating teeth. The
dynamic force is induced due to the following factors:
i. inaccuracies of the tooth profile;
ii. errors in tooth spacing;
iii. misalignment between bearings;
iv. elasticity of parts; and
v. inertia of rotating disks.
➢ There are two methods to account for the dynamic load—

A. approximate estimation by the velocity factor in the initial stages of gear design and

B. precise calculation by Buckingham’s equation in the final stages of gear design

A. Approximate estimation by the velocity factor in the initial stages of gear design

➢ It is difficult to calculate the exact magnitude of dynamic load in the initial stages of gear
design. To overcome this difficulty, a velocity factor C𝑉 developed by Barth is used.

𝐶𝑠 ∗𝑃𝑡
✓ 𝑃𝑒𝑓𝑓 =
𝐶𝑉

𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑡𝑜𝑟𝑞𝑢𝑒 𝑠𝑡𝑎𝑟𝑡𝑖𝑛𝑔 𝑡𝑜𝑟𝑞𝑢𝑒

➢ Where, C𝑠 is service factor, C𝑠 = , 𝑓𝑜𝑟 𝑚𝑜𝑡𝑜𝑟𝑠 C𝑠 =
𝑟𝑎𝑡𝑒𝑑 𝑡𝑜𝑟𝑞𝑢𝑒 𝑟𝑎𝑡𝑒𝑑 𝑡𝑜𝑟𝑞𝑢𝑒
➢ C𝑉 is the velocity factor, The values of the velocity factor are as follows:

➢ For ordinary cut gears with 𝑣 < 10 𝑚Τ𝑠 ✓ Where v is the pitch line velocity
𝜔𝑑′
3 𝑣= 𝑚/𝑠
C𝑉 = 2
3+𝑣
➢ For accurate cut gears with 𝑣 < 20 𝑚Τ𝑠
6
C𝑉 =
6+𝑣
➢ For precision cut gears 𝑣 > 20 𝑚Τ𝑠
5.6
C𝑉 =
5.6 + √𝑣
B. Precise calculation by Buckingham’s equation in the final stages of gear design
➢ The effective load is given by,
𝑷𝒆𝒇𝒇 = 𝑪𝒔 𝑷𝒕 + 𝑷𝒅
➢ where, (Pd) is the dynamic load or additional load due to dynamic
conditions between two meshing teeth. Buckingham has used a term
‘incremental dynamic load’ for ( Pd). The dynamic load is given by,
Where,
21𝑣(𝐶𝑒𝑏 + 𝑃𝑡 ) ✓ C is deformation factor (N/mm2)
𝑃𝑑 = − −(∗) ✓ e = sum of errors between two
21𝑣 + 𝐶𝑒𝑏 + 𝑃𝑡
meshing teeth (mm)
✓ b = face width of tooth (mm)
➢ The deformation factor C depends upon the modulii of elasticity of materials for pinion
and gear and the form of tooth or pressure angle. It is given by,
Where,
𝑘 ✓ k = constant depending upon the form of tooth
𝐶=
1 1 ✓ 𝐸𝑝 = modulus of elasticity of pinion material
+
𝐸𝑝 𝐸𝑔 (N/mm2 )
✓ 𝐸𝑔 = modulus of elasticity of gear material
(N/mm2 )

✓ 𝑘 = 0.107 → 14.5° 𝑓𝑢𝑙𝑙 𝑑𝑒𝑝𝑡ℎ 𝑖𝑛𝑣𝑜𝑙𝑢𝑡𝑒

✓ 𝑘 = 0.111 → 20° 𝑓𝑢𝑙𝑙 𝑑𝑒𝑝𝑡ℎ 𝑖𝑛𝑣𝑜𝑙𝑢𝑡𝑒
✓ 𝑘 = 0.115 → 20° 𝑠𝑡𝑢𝑏 𝑖𝑛𝑣𝑜𝑙𝑢𝑡𝑒
➢ Values of deformation factor C (𝑁/𝑚𝑚2 )

➢ The error e in equation (∗) is given by

Where,
𝑒 = 𝑒𝑝 + 𝑒𝑔 ✓ 𝑒𝑝 = error for pinion
✓ 𝑒𝑔 =error for gear
➢ The error e depends upon the quality of the gear and the method of manufacture. There
are twelve different grades from Gr. 1 to Gr. 12 in decreasing order of precision. The
expected error on the gear tooth is considered to be equal to tolerance.
➢ The tolerances for adjacent pitch error (e) are given in Table below. These tolerances are
calculated by using the following basic equation:
Where,
∅ = 𝑚 + 0.25 𝑑′ ✓ ∅ = tolerance factor
✓ 𝑚 = module (mm)
✓ 𝑑′ = pitch circle diameter
➢ WEAR STRENGTH OF GEAR TOOTH

➢ The failure of the gear tooth due to pitting occurs when the contact stresses
between two meshing teeth exceed the surface endurance strength of the
material. Pitting is a surface fatigue failure, characterized by small pits on
the surface of the gear tooth. In order to avoid this type of failure, the
proportions of the gear tooth and surface properties, such as surface
hardness, should be selected in such a way that the wear strength of the
gear tooth is more than the effective load between the meshing teeth.
➢ This theory is made from theory of contact stress.

Contact stress

➢ The wear strength is the maximum value of the tangential force that the
tooth can transmit without pitting failure.
Where,
𝑆𝑤 = 𝑏𝑄𝑑′ 𝑝 𝐾 ✓ 𝑆𝑤 is the wear strength of gear tooth (N)
✓ 𝑄 is the ratio factor
✓ 𝐾 is the load stress factor
➢ The ratio factor Q is defined as,
2𝑧𝑔
➢ 𝑄= , for external gear and
𝑧𝑔 +𝑧𝑝
2𝑧𝑔
➢ 𝑄= , for internal gear
𝑧𝑔 −𝑧𝑝

➢ The load stress factor K for 20° pressure angle is defined as,
𝐵𝐻𝑁 2
𝐾 = 0.16
100
Where, BHN is Brinell Hardness Number.
➢ Note: For the 20° full-depth involute tooth system, it is always safe to assume the
number of teeth on the pinion as 18 or 20.
➢ ESTIMATION OF MODULE BASED ON BEAM STRENGTH

In order to avoid failure of gear tooth due to bending,

✓ 𝑆𝑏 > 𝑃𝑒𝑓𝑓 → 𝑆𝑏 = 𝑓𝑠 ∗ 𝑃𝑒𝑓𝑓
𝐶𝑠
✓ 𝑃𝑒𝑓𝑓 = 𝑃,
𝐶𝑣 𝑡
2𝑇 2𝑃 𝑃
✓ 𝑃𝑡 = = = , 𝑑′ = 𝑚𝑧
,𝑇
𝑑′ 𝑚𝑧𝜔 𝜔
2 𝑏 𝑆𝑢𝑡 3 𝑓𝑠 ∗ 𝐶𝑠 ∗ 2𝑃
✓ 𝑆𝑏 = 𝑚𝑏𝜎𝑏 𝑌 = 𝑚 𝑌 𝑚=
𝑚 3 𝑏 𝑆𝑢𝑡
2 𝑏 𝑆𝑢𝑡 𝐶𝑠 2𝑃 𝐶𝑣 ∗ 𝑧𝜔 ∗ ∗ ∗𝑌
✓ 𝑚 𝑌 = 𝑓𝑠 ∗ ∗ 𝑚 3
𝑚 3 𝐶𝑣 𝑚𝑧𝜔
3 𝑓𝑠∗𝐶𝑠 ∗2𝑃
✓ 𝑚 = 𝑏 𝑆𝑢𝑡
𝐶𝑣 ∗𝑧𝜔∗𝑚∗ 3 ∗𝑌
➢ ESTIMATION OF MODULE BASED ON WEAR STRENGTH
In order to avoid failure of gear tooth due to pitting,

✓ 𝑆𝑤 > 𝑃𝑒𝑓𝑓 → 𝑆𝑤 = 𝑓𝑠 ∗ 𝑃𝑒𝑓𝑓

𝐶𝑠
✓ 𝑃𝑒𝑓𝑓 = 𝑃,
𝐶𝑣 𝑡
2𝑇 2𝑃 𝑃
✓ 𝑃𝑡 = = ,𝑇 = , 𝑑′𝑝 = 𝑚𝑧𝑝
𝑑′𝑝 𝑚𝑧𝑝 𝜔 𝜔
𝑏 3 𝑓𝑠 ∗ 𝐶𝑠 ∗ 2𝑃
✓ 𝑆𝑤 = 𝑏𝑄𝑑′
𝑝 𝐾 = 𝑚 𝑚 𝑄 𝑚𝑧𝑝 𝐾 𝑚=
2 𝑏
𝐶𝑣 ∗ 𝑧𝑝 ∗ 𝜔 ∗ ∗ 𝑄𝐾
✓ 𝑚 2 𝑏 𝐶𝑠
𝑄𝐾𝑧𝑝 = 𝑓𝑠 ∗ ∗
2𝑃 𝑚
𝑚 𝐶𝑣 𝑚𝑧𝑝 𝜔
𝑓𝑠∗𝐶𝑠 ∗2𝑃 𝑏
✓ 𝑚3 = 𝑏 , = 10
𝐶𝑣 ∗𝑧𝑝 ∗𝜔∗𝑚∗𝑄𝐾 𝑚
2
Example 4.1
➢ It is required to design a pair of spur gears with 20° full-depth involute teeth
based on the Lewis equation. The velocity factor is to be used to account for
dynamic load. The pinion shaft is connected to a 10 kW, 1440 rpm motor.
The starting torque of the motor is 150% of the rated torque. The speed
reduction is 4 : 1. The pinion as well as the gear is made of plain carbon
steel 40C8 (Sut = 600 N/mm2). The factor of safety can be taken as 1.5.
Design the gears, specify their dimensions and suggest suitable surface
hardness for the gears.
Example 4.2
➢ A pair of spur gears with 20° full-depth involute teeth consists of a 19 teeth pinion
meshing with a 40 teeth gear. The pinion is mounted on a crankshaft of 7.5 kW single
cylinder diesel engine running at 1500 rpm. The driven shaft is connected to a two-stage
compressor. Assume the service factor as 1.5. The pinion as well as the gear is made of
steel 40C8 (Sut = 600 N/mm2). The module and face width of the gears are 4 and 40 mm
respectively.

i. Using the velocity factor to account for the dynamic load, determine the factor of
safety.

ii. If the factor of safety is two for pitting failure, recommend surface hardness for the
gears.
Example 4.2 (Cont…)
iii. If the gears are machined to meet the specifications of Grade 8, determine the factor of
safety for bending using Buckingham’s equation for dynamic load.

iv. Is the gear design satisfactory? If not, what is the method to satisfy the design
conditions? How will you modify the design?