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Lecture Design of Spur Gear

Machine Design – II covers gears and spur gears. Gears transmit rotational motion from one shaft to another. Spur gears have teeth parallel to the axis of rotation and are used widely. Key terms in gears include pitch circle, pitch diameter, pressure angle, addendum, dedendum, circular pitch, and diametral pitch. Spur gears have advantages of being compact and providing positive drives but also have limitations like requiring precise alignment and lubrication.

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0% found this document useful (0 votes)
78 views97 pages

Lecture Design of Spur Gear

Machine Design – II covers gears and spur gears. Gears transmit rotational motion from one shaft to another. Spur gears have teeth parallel to the axis of rotation and are used widely. Key terms in gears include pitch circle, pitch diameter, pressure angle, addendum, dedendum, circular pitch, and diametral pitch. Spur gears have advantages of being compact and providing positive drives but also have limitations like requiring precise alignment and lubrication.

Uploaded by

Owais Ahmad Khan
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPTX, PDF, TXT or read online on Scribd
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Machine Design – II

Code: ME- 311


Credit Hours: 3
Lecture
Introduction to Gears and Spur
Gear
Dr. Muhammad Imran
Mechanical Engineering Program
University of Engineering & Technology Taxila
GEARS
Gear
• A gear is a component within a
transmission device that transmits
rotational force to another gear or
device

• Power transmission is the moment of


energy from its place of generation to a
location where it is applied to
performing useful work
Introduction to Gear
 The wheel B will be rotated by the wheel A so as long as the tangential force exerted by the
wheel A does not exceed the maximum frictional resistance between the two wheels.
 When the tangential force (P) exceeds the frictional resistance (F), slipping will take place
between the two wheels. Thus the friction drive is not a positive drive.
Note : Kinematically, the friction wheels running without slip and toothed gearing are
identical. But due to the possibility of slipping of wheels, the friction wheels can only
be used for transmission of small powers.
ADVANTAGES OF GEAR DRIVES
• 1- Compact as compared to belt and chain drives.
• 2- Positive drives.
• 3- wide range of speed ratios.(6:1 to 4900:1)
• 4- High speed ratio than belt drives
• 5- Used for shafts parallel, intersecting, non-parallel, non-
intersecting.
• 6- Large power transmission
• 7- Transmits power at higher speed.
LIMITATIONS OF GEAR DRIVES

• 1- Costly.
• 2- Can’t be used over a long distance.
• 3- Requires precise alignment of shafts.
• 4- Requires continuous lubrication.
CLASSIFICATION OF GEARS.

• 1- Parallel axis Gears.- Spur Gears.


• Helical Gears.
• Herringbone Gears.
• Rack and pinion.
• Internal gears.
• 2- intersecting axis Gears- Bevel Gears.
• 3- Non intersecting and Worm Gears
• perpendicular axis Gears
• 4- Non intersecting and Crossed
• Non parallel axis Gears- Helical Gears
Spur Gear
 Teeth is parallel to axis of rotation
 Transmit power from one shaft to
another parallel shaft
 Used in Electric screwdriver,
oscillating sprinkler, windup alarm
clock, washing machine and
clothes dryer
Internal & External Gear
 Internal Gears are gear teeth generated
in the internal diameter of a cylinder
 External gears have the gear teeth
generated on the outside diameter of the
component.
 While there are several different types of
gears, only two can be produced as both
internal and external gears, spur and
helical gears.
Helical Gear
 The teeth on helical gears are cut at an angle to the
face of the gear
 This gradual engagement makes helical gears operate
much more smoothly and quietly than spur gears
 One interesting thing about helical gears is that if the
angles of the gear teeth are correct, they can be
mounted on perpendicular shafts, adjusting the
rotation angle by 90 degrees
 Are used in transmitting torques
between parallel or non parallel
shafts, they are not as noisy as spur gears
Herringbone Gear
 To avoid axial thrust, two
helical gears of opposite hand
can be mounted side by side, to
cancel resulting thrust forces.

 Herringbone gears are mostly used


on heavy machinery.
Rack & Pinion Gear
 Rack and pinion gears are used to
convert rotation (From the pinion)
into linear motion (of the rack)
 A perfect example of this is the
steering system on many cars
Bevel Gear
 Bevel gears are useful when the direction of a
shaft's rotation needs to be changed
 They are usually mounted on shafts that are 90
degrees apart, but can be designed to work at
other angles as well
 The teeth on bevel gears can be straight. spiral or
hypoid
 Locomotives, marine applications, automobiles,
printing presses, cooling towers, power plants,
steel plants, railway track inspection machines,
etc.
Worm and Worm Wheel
 Worm gears are used when large gear
reductions are needed. It is common for
worm gears to have reductions of 20:1,
and even up to 300:1 or greater
 Many worm gears have an interesting
properly that no other gear set has: the
worm can easily turn the gear, hut the
gear cannot turn the worm.
 Worm gears are used widely in material
handling and transportation machinery,
machine tools, automobiles etc
SELECTION OF TYPE OF GEARS
• 1- Relative position of Input and output shafts.
• 2- Speed Ratio.
• 3- Efficiency.
• 4- Input speed.
• 5- Power to be transmitted.
• 6- Cost.
Gear Types With
Efficiency

• Spur gears Chain and Sprockets
– Efficiency ~ 95% - 98% – Efficiency ~ 95% - 98%

• Belt and Pulley


– Efficiency ~ 85%-98% (timing belt best)
• Bevel Gears
– Efficiency ~ 90% - 95%

• Worm Gears
– Efficiency ~ 45%-97%
SPEED RATIO

Sr. no Gear Drive Red. Ratio


1 Single stage spur/ Helical Gear 6:1
2 Two stage spur or Helical gear 35:1
3 Three stage spur or Helical gear 200:1

4 Bevel gear drive 6:1


5 Single stage worm gear 70:1
6 Two stage worm gear 4900:1
Terms Used in Gear
Gear is an important power
transmitting element , its calculations
depend on certain factors, some basic
terminologies of these factors are
discussed further.
TERMINOLOGY IN SPUR GEAR
Terminology of Spur Gear
Pitch Circles
 It is an imaginary circle which by pure rolling action,
would give the same motion as the actual gear.
Pitch Circle Diameter
 It is the diameter of the pitch circle. The
size of the gear is usually specified by the
pitch circle diameter. It is also called as
Pitch diameter.
Pitch Point

 It is a common point of
contact between two
pitch circles.
Pressure angle/ angle of obliquity

 It is the angle between the common


normal to two gear teeth at the point of
contact and the common tangent at the
pitch point. It is usually denoted by ø.
The standard pressure angle are and 20°.
Addendum & Dedendum
 Addendum is the radial distance
of a tooth from the pitch circle
to the top of the tooth.
 Dedendum is the radial distance
of a tooth from the pitch circle
to the bottom of the tooth.
Circular Pitch
 The distance measured on the circumference of the
pitch circle from a point of one tooth to the
corresponding point on the next tooth. it is usually
denoted by pc.
Diametral Pitch
 It is the ratio of number of teeth to the pitch circle diameter in millimeters. It
denoted by pd.
Diametral pitch,

where T = Number of teeth, and D =Pitch circle diameter.


Module
 It is the ratio of the pitch circle diameter in
millimeters to the number of teeth. It is
usually denoted by m.
Mathematically,
Clearance
 It is the radial distance from the top of the
tooth to the bottom of the tooth, in a
meshing gear.
Total depth
 It is the radial distance
between the addendum and
the dedendum circle of a gear.
It is equal to the sum of the
addendum and dedendum.
Working depth
 It is radial distance from the addendum
circle to the clearance circle.
 It is equal to the sum of the addendum
of the two meshing gears.
Tooth Space
 It is the width of the tooth measured along the pitch circle.

Tooth thickness
 It is the width of space between the two adjacent teeth measured
along the pitch circle.
Backlash
 It is the difference between the tooth space and the tooth thickness, as
measured on the pitch circle.
 Face of tooth
It is surface of the tooth above the pitch
surface.
 Top Land
It is the surface of the top of the tooth.
 Flank of the tooth
It is the surface of the tooth below the pitch
surface.
 Face width
It is the width of the gear tooth measured
parallel to its axis.
Profile. It is the curve formed by the face
and flank of the tooth.
Fillet radius. It is the radius that
connects the root circle to the profile of
the tooth.
Path of contact. It is the path traced by
the point of contact of two teeth from the
beginning to the end of engagement.
Length of the path of contact. It is the
length of the common normal cut-off by
the addendum circles of the wheel and
pinion.
Arc of contact. It is the path traced by a
point on the pitch circle from the
beginning to the end of engagement of
a given pair of teeth. The arc of
contact consists of two parts, i.e.
(a) Arc of approach. It is the portion of
the path of contact from the beginning
of the engagement to the pitch point.
(b) Arc of recess. It is the portion of the
path of contact from the pitch point to
the end of the engagement of a pair of
teeth.
 Angle Φ has the values of 20 or 25 degrees.
 Angle 14.5 have been also used.
 Gear profile is constructed from the base circle. Then additional clearance
are given.
Contact Ratio
The ratio of the length of arc of contact to the
circular pitch is known as contact ratio i.e. number
of pairs of teeth in contact.
The average number of teeth in contact (at any
one point) as the gears rotate together.
Where a–
addendum circle b
– base circle
pb – base pitch = db/N (N – no.
of teeth) rap, rag - addendum radii of the mating pinion
and gear rbp, rbg - base circle radii of the mating pinion
and gear

Greater the contact ratio, smoother and


quieter
Standard Gear Teeth
Item 20o full depth 20o Stub 25o full depth

Addendum a 1/P 0.8/P 1/P

Dedendum 1.25/P 1/P 1.25/P

Clearance f 0.25/P 0.2/P 0.25/P

Working depth 2/P 1.6/P 2/P

Whole depth 2.25/P 1.8/P 2.25/P

Tooth thickness 1.571/P 1.571/P 1.571/P

Face width 9/P<b<13/P 9/P<b<13/P 9/P<b<13/P


Law of Gearing
• The common normal must always pass through the
pitch point at the point of contact between a pair of
teeth.
• This is the fundamental condition that must be
satisfied when designing profiles for the teeth
of gear wheels.
• Consider the portions of the two teeth, one on
wheel 1 (or pinion) and the other on wheel 2, as
shown by thick line curves in Figure.
• Let the two teeth come in contact at point Q, and the
wheels rotate in the directions as shown in the figure.
• Let TT be the common tangent and MN be the
common normal to the curves at the point of contact
Q.
• From the centers, O1 and O2, draw O1M and O2N
perpendicular to MN.
• A little consideration will show that the point Q
moves in the direction of QC, when considered as a
point on wheel 1, and in the direction of QD when
considered as a point on wheel 2.
• Let V1 and V2 be the velocities of point Q on wheels
1 and 2 respectively. If the teeth are to remain in
contact, the components of these velocities with the
normal MN must be equal.
V1Cosα = V2Cosβ
(ω1 × O1Q ) Cosα = ( ω2 × O2Q )Cosβ
(ω1 × O1Q )×(O1M/O1Q) =(ω2 × O2Q) × (O2N/O2Q)
ω1 × O1M = ω2 × O2N
ω1 / ω2 = O2N/O1M
Also from similar triangles, O1MP and O2NP
O2N/O1M = O2P/O1P
So,
ω1 / ω2 = O2N/O1M = O2P/O1P
Notes :
1. The above condition is fulfilled by teeth of involute form, provided that the root circles
from which the profiles are generated are tangential to the common normal.

2. If the shape of one tooth profile is arbitrary chosen and another tooth is designed to
satisfy the above condition, then the second tooth is said to be conjugate to the first. The
conjugate teeth are not in common use because of difficulty in manufacture and cost of
production.
Forms of teeth
The conjugate teeth are not in common use. Therefore, in actual
practice, following are the two types of teeth commonly used.

1. Cycloidal teeth

2. Involute teeth.
Cycloidal Teeth
A cycloid is the curve traced by a point on the circumference of a circle which rolls without
slipping on a fixed straight line. When a circle rolls without slipping on the outside of a
fixed circle, the curve traced by a point on the circumference of a circle is known as
epicycloid. On the other hand, if a circle rolls without slipping on the inside of a fixed
circle, then the curve traced by a point on the circumference of a circle is called
hypocycloid.

Construction of cycloidal teeth of a gear.


Involute Teeth
An involute of a circle is a plane curve generated by a point on a tangent, which rolls on
the circle without slipping or by a point on a taut string which is unwrapped from a
reel.

Construction of involute teeth.


Interference of involute gear
The phenomenon when the tip of a tooth undercuts the root on its mating gear is
known as interference.
interference may only be
prevented, if the addendum
circles of the two mating gears
cut the common tangent to the
base circles between the points
of tangency.
Transmitted Load

With a pair of gears or gear sets, Power


is transmitted by the force developed
between contacting Teeth
Beam Strength of Gear Teeth –
Lewis Equation
Permissible working Stress =
PC = Circular pitch

The Value of y in terms of number of teeth may be expressed as follows


Permissible working stress for Gear Teeth in Lewis Equation

The permissible working stress (ბW) in the Lewis equation depends upon the material for which an allowable
static stress (ბO) may be determined. The allowable static stress is the stress at the elastic limit of the material.
It is also called the basic stress. In order to account for the dynamic effects which become more severe as the
pitch line velocity increases, the value of ბW is reduced.
Dynamic Tooth Load
Dynamics load are due to following reasons:
A deformation factor (C) depends upon the error in action between teeth, the class of
cut of the gears, the tooth form and the material of the gears. The following table
shows the values of deformation factor (C) for checking the dynamic load on gears.
Static Tooth Load
The static tooth load (also called beam strength or endurance strength of the tooth) is
obtained by Lewis formula by substituting flexural endurance limit or elastic limit stress (ბe)
in place of permissible working stress (ბW).
Static tooth load or beam strength of the tooth,
Ws = ბe.b.pc.y = ბe.b.π m.y (as PC= π m)

•Buckingham suggests the following relationship between WS(Static) and


WD(Dynamic).

• For steady loads, WS ³ 1.25 WD


• For pulsating loads, WS ³ 1.35 WD
• For shock loads, WS ³ 1.5 WD
• For steel, the flexural endurance limit (se) may be obtained by using the following
relation : se = 1.75 × B.H.N. (in MPa)
Wear Tooth Load
The maximum load that gear teeth can carry, without premature wear, depends upon the radii of
curvature of the tooth profiles and on the elasticity and surface fatigue limits of the materials. The
maximum or the limiting load for satisfactory wear of gear teeth, is obtained by using the following
Buckingham equation, i.e.
WW = DP.b.Q.K
WW = Maximum or limiting load for wear in newtons,
DP = Pitch circle diameter of the pinion in mm,
b = Face width of the pinion in mm,
Q = Ratio factor
2  V .R.  2TG
=  , for external gears
V.R.  1 TG  TP
2  V .R.  2TG
=  , for internal gears.
V.R. – 1 TG – TP
V.R. = Velocity ratio = TG / TP,
K = Load-stress factor (also known as material combination factor) in
N/mm2.
Causes of Gear Tooth Failure
1. Bending failure. Every gear tooth acts as a cantilever. If the total repetitive dynamic load acting on the gear
tooth is greater than the beam strength of the gear tooth, then the gear tooth will fail in bending, i.e. the gear tooth
will break. In order to avoid such failure, the module and face width of the gear is adjusted so that the beam
strength is greater than the dynamic load.
2. Pitting. It is the surface fatigue failure which occurs due to many repetition of Hertz contact stresses. The
failure occurs when the surface contact stresses are higher than the endurance limit of the material. The failure
starts with the formation of pits which continue to grow resulting in the rupture of the tooth surface. In order to
avoid the pitting, the dynamic load between the gear tooth should be less than the wear strength of the gear tooth.
3. Scoring. The excessive heat is generated when there is an excessive surface pressure, high speed or supply of
lubricant fails. It is a stick-slip phenomenon in which alternate shearing and welding takes place rapidly at high
spots. This type of failure can be avoided by properly designing the parameters such as speed, pressure and proper
flow of the lubricant, so that the temperature at the rubbing faces is within the permissible limits.
4. Abrasive wear. The foreign particles in the lubricants such as dirt, dust or burr enter between the tooth and
damage the form of tooth. This type of failure can be avoided by providing filters for the lubricating oil or by using
high viscosity lubricant oil which enables the formation of thicker oil film and hence permits easy passage of such
particles without damaging the gear surface.
5. Corrosive wear. The corrosion of the tooth surfaces is mainly caused due to the presence of corrosive
elements such as additives present in the lubricating oils. In order to avoid this type of wear, proper anti-corrosive
additives should be used.
Design Procedure for Spur Gear
Step 1:
Design tangential tooth load obtained from power transmitted and
pitch line velocity by using following relation
Wt=(P/v)*Cs
Wt = Permissible tangential tooth load (Newton)
P = Power transmitted in watts.
V = Pitch line Value = (πDN)/60
D = Pitch circle diameter in metres.
Cs = Service factor.
We know that circular pitch,
pc = π (D / T) = π (m) ...(∵ Module = m = D / T)

Thus, the pitch line velocity may also be obtained by using the
following relation, i.e.
v = (π D. N)/60 = (π (m.T) . N)/60 …(∵ D=mT)
= (pc .T . N)/60
• where m = Module in metres, and
T = Number of teeth.
N= Speed in r.p.m
Step 2:
Apply the Lewis equation as follows:
WT = sW.b.pC.y = sw.b.p m.y
WT = (so.Cv) b.p m.y ….(∵ sW = so.Cv)
so = Allowable static stress
sW = Permissible working stress
Lewis equation is applied only
1) for two weaker of the two wheel (i.e Pinion or gear )
2) Both Pinion and Gear are made same material, then pinion is weaker.
3) When pinion and gear are made of different materials, then the product of (sw × y) or (so × y) is the
*deciding factor. The lewis equation is used to that wheel for which (sw × y) or (so × y) is less.
4) The product (sw × y) is called strength factor of the gear.
5) The face width (b) may be taken as 3 pC to 4 pC (or 9.5 m to 12.5 m) for cut teeth and 2 p C to 3 pC
(or 6.5 m to 9.5 m) for cast teeth.
Step 3:
Calculate Dynamic Load (WD) on the tooth by Buckingham equation
i.e. WD = WT + WI
WD = WT +
WD = Dynamic load
WT = Tangential load
WI = Increment load
C = Service factor
WT =P/v where P in watts and v in m/s.
Step 4:
Find static tooth load ( i.e Beam strength or endurance strength of the tooth)
WS = ბe.b.pC.y = ბe.b.π.m.y
For safety against breakage, WS should be greater than WD.

Step 5:
Find the wear tooth Load,

WW = DP.b.Q.K
The Wear load (WW) should not be less than the dynamic load (WD).
Example 28.1
The following particulars of a single reduction spur gear are given :
Gear ratio = 10 : 1; Distance between centres = 660 mm approximately; Pinion transmits 500 kW at 1800
r.p.m.; Involute teeth of standard proportions (addendum = m) with pressure angle of 22.5°; Permissible normal
pressure between teeth = 175 N per mm of width. Find :
1. The nearest standard module if no interference is to occur;
2. The number of teeth on each wheel;
3. The necessary width of the pinion; and
4. The load on the bearings of the wheels due to power transmitted.

Solution:
Given :
G = TG / TP = DG / DP = 10
L = 660 mm
P = 500 kW = 500 × 103 W
NP = 1800 r.p.m.
f = 22.5°
WN = 175 N/mm width
Step 1:
Nearest standard module if no interference is to occur
Let m = Required module,
TP = Number of teeth on the pinion,
TG = Number of teeth on the gear,
DP = Pitch circle diameter of the pinion, and
DG = Pitch circle diameter of the gear.
We know that minimum number of teeth on the pinion in order to avoid interference,
Step 2:
Number of teeth on each wheel
We know that number of teeth on the pinion,
TP = DP / m = 120 / 8 = 15 Ans.
number of teeth on the gear,
TG = G × TP = 10 × 15 = 150 Ans.
Step 3:
Necessary width of the pinion
Step 4:
Load on the bearing of the wheels
We know that the radial load on the bearings due to the power transmitted.
WR = WN . sin f
= 47 840 × sin 22.5°
= 18 308 N
= 18.308 kN Ans.
Example 28.2
A bronze spur pinion rotating at 600 r.p.m. drives a cast iron spur gear at a transmission ratio of 4 : 1.
The allowable static stresses for the bronze pinion and cast iron gear are 84 MPa and 105 MPa
respectively.
The pinion has 16 standard 20° full depth involute teeth of module 8 mm. The face width of
both the gears is 90 mm. Find the power that can be transmitted from the standpoint of strength.
Given:
NP = 600 r.p.m.
V.R. = TG / TP = 4
σOP = 84 MPa = 84 N / mm2
σOG = 105 MPa = 105 N/mm2
TP = 16
m = 8 mm
b = 90 mm
WT = swP.b.p m.yP
= (sOP × Cv) b.p m.yP (∵ sWP = sOP.Cv)
= 84 × 0.427 × 90 × p × 8 × 0.097
= 7870 N
\ Power that can be transmitted
= WT × v
= 7870 × 4.02
= 31 640 W
= 31.64 kW Ans.
Example 28.3
A pair of straight teeth spur gears is to transmit 20 kW when the pinion rotates at
300 r.p.m. The velocity ratio is 1 : 3. The allowable static stresses for the pinion
and gear materials are 120 MPa and 100 MPa respectively.
The pinion has 15 teeth and its face width is 14 times the module.
Determine : 1. module; 2. face width; and 3. pitch circle diameters of both the
pinion and the gear from the standpoint of strength only, taking into consideration
the effect of the dynamic loading.

The tooth form factor y can be taken as


Given Data:
P = 20 kW = 20 × 103 W
NP = 300 r.p.m.
V.R. = TG / TP =3
sOP = 120 MPa = 120 N/mm2
sOG = 100 MPa = 100 N/mm2
TP = 15
b = 14 m(Module)
Spur Gear Construction
Introduction:

The gear construction may have different designs depending upon the size and its application.

Construction of spur gears

•When the dedendum circle diameter is slightly greater than the shaft diameter, then the pinion
teeth are cut integral with the shaft as shown in Fig(a).
•If the pitch circle diameter of the pinion is less than or equal to 14.75 m 60 mm (where m is the
module in mm), then the pinion is made solid with uniform thickness equal to the face width, as
shown in Fig(b).
•Small gears upto 250 mm pitch circle diameter are built with a web, which joins the hub and the
rim.
•The web thickness is generally equal to half the circular pitch or it may be taken as 1.6 m to 1.9 m,
where m is the module.
•The web may be made solid as shown in Fig(c) or may have recesses in order to reduce its
weight.
Gear with arms
The hub diameter is kept as 1.8 times the shaft diameter for steel gears, twice the shaft
diameter for cast iron gears and 1.65 times the shaft diameter for forged steel gears used for
light service. The length of the hub is kept as 1.25 times the shaft diameter for light service and
should not be less than the face width of the gear.
The thickness of the gear rim should be as small as possible, but to facilitate casting and to
avoid sharp changes of section, the minimum thickness of the rim is generally kept as half of
the circular pitch (or it may be taken as 1.6 m to 1.9 m, where m is the module). The thickness
of rim (tR) may also be calculated by using the following relation, i.e.

where T = Number of teeth, and


n = Number of arms.
The rim should be provided with a circumferential rib of thickness equal to the rim thickness.
Design of Shaft for Spur Gears
Designing of the shafts include calculation of the diameter of the shaft.
Design procedure:
In order to find the diameter of shaft for spur gears, the following
procedure may be followed.

1. First of all, find the normal load (WN), acting between the tooth
surfaces. It is given by

WN = WT / cos φ

where WT = Tangential load, and


φ = Pressure angle.
A thrust parallel and equal to WN will act at the gear centre.

2. The weight of the gear is given by

WG = 0.001 18 TG.b.m2 (in N)

where TG = No. of teeth on the gear,


b = Face width in mm, and
m = Module in mm.
3. Now the resultant load acting on the gear,

4. If the gear is overhung on the shaft, then bending moment on the shaft due to the resultant
load,
M = WR × x
where x = Overhang i.e. the distance between the centre of gear and the centre of bearing.

5. Since the shaft is under the combined effect of torsion and bending, therefore we shall determine the
equivalent torque. We know that equivalent torque,

where T = Twisting moment = W × D / 2


T G

6. Now the diameter of the gear shaft (d ) is determined by using the following relation, i.e.

where τ = Shear stress for the material of the gear shaft.


Note : Proceeding in the similar way as discussed above, we may calculate the diameter of the pinion
shaft.
Design of Arms for Spur Gears
Introduction:

The cross-section of the arms is calculated by assuming them as a cantilever beam fixed at the hub and loaded at
the pitch circle.

Design Procedure:
•It is assumed that the load is equally distributed to all the arms.
•The arms are designed for the stalling load.
•The stalling load is a load that will develop the maximum stress in the arms and in the teeth.
•This happens at zero velocity, when the drive just starts operating.
•The stalling load may be taken as the design tangential load divided by the velocity factor.

DG = Pitch circle diameter of the gear,


n = Number of arms, and
σb = Allowable bending stress for the material of the arms.
Now, maximum bending moment on each arm,

and the section modulus of arms for elliptical cross-section,

where a1 = Major axis, and b1 = Minor axis.\


The major axis is usually taken as twice the minor axis. Now, using the relation, σ b = M / Z, we
can calculate the dimensions a1 and b1 for the gear arm at the hub end.

Note :
The arms are usually tapered towards the rim about 1/16 per unit
length of the arm (or radius of the gear).
∴ Major axis of the section at the rim end

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