Lecture Design of Spur Gear
Lecture Design of Spur Gear
• 1- Costly.
• 2- Can’t be used over a long distance.
• 3- Requires precise alignment of shafts.
• 4- Requires continuous lubrication.
CLASSIFICATION OF GEARS.
• Worm Gears
– Efficiency ~ 45%-97%
SPEED RATIO
It is a common point of
contact between two
pitch circles.
Pressure angle/ angle of obliquity
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
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.
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)
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 gear construction may have different designs depending upon the size and its application.
•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.
1. First of all, find the normal load (WN), acting between the tooth
surfaces. It is given by
WN = WT / cos φ
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,
6. Now the diameter of the gear shaft (d ) is determined by using the following relation, i.e.
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.
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