Lec 3- ME322 2022 Jan 13

• Contact Angle
• Interference
• Tooth System
• Gear Train
• Force analysis

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Contact ratio

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Contact ratio

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For mating gear has more teeth than the pinion. Smallest number of
teeth on the pinion without interference

•N

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Minimum No. of Teeth on pinion to avoid interference for a given gear

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•

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• For full depth gears (i.e., k = 1) engaging with rack, minimum teeth on the pinion to avoid
interference is
• z1 = 31.9 = 32 for 14.5° pressure angle
• z1 = 17.097 = 17 for 20° pressure angle
• z1 = 13.657 = 14 for 22.5° pressure angle
rounded to integer value.
The equation (2.8) indicates that the minimum number of teeth on pinion permissible and it depends
on the gear ratio and pressure angle.
From the practical consideration it is observed that rack gear generation and hobbing process for
lower value than the one given earlier, a little undercutting takes place and the strength of the gear is
not affected.
Hence, corresponding minimum number of teeth are 27, 14 and 12 for 14.5°, 20° , and 22.5° instead
of 32, 17 & 14.

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• It can be observed here that by varying the various parameters, it is possible to get infinite
varieties of gears. In practice if we use such large varieties of gears, then the manufacture, quality
check, replacement in the case of failure all become more complicated. To overcome this, standard
gear systems are evolved and these are dealt in detail here.
• Earlier the definition of interference in gears was illustrated by many figures and methods of
avoiding interference were dealt in detail. For easy recollection of interference, refer to Fig. 3.2
where the interference portion of the teeth is shown in red.

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2.7 Line of action

• d

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 where nL is the speed of the last gear in the train and nF is the speed of the first

e is positive if the last gear rotates in the same sense as the first, and
negative if the last rotates in the opposite sense.

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As a rough guideline, a train value of up to 10 to 1 can be obtained with one pair
of gears.

Greater ratios can be obtained in less space and with fewer dynamic problems
by compounding additional pairs of gears. A two-stage compound gear train, such as
shown in fig , can obtain a train value of up to 100 to 1.

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 compound reverted gear train
It is sometimes desirable for the input shaft and the output shaft of a two-stage compound gear train to be in-
line,

This requires the distances between the shafts to be the

same for both stages of the train, which adds to the
complexity of the design task. The distance constraint
is

The diametral pitch relates the diameters and the numbers of

teeth,

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3.1 INTRODUCTION

• In lecture 2 various terminologies used in describing a gear and a gear pair in mesh was dealt in
detail. For convenience, the gear nomenclature is reproduced in Fig. 3.1

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3.2. STANDARD TOOTH SYSTEMS FOR SPUR GEARS

• To reduce the varieties of gears to a manageable numbers, standards are evolved. Standard makes
it easy for design, production, quality assurance, replacement etc. Three commonly used pressure
angles are 14.5° , 20° and 25° pressure angle systems as shown in Fig. 3.3.
• In this, one can have full depth gears or stronger stub tooth gears. In Standard tooth system for
metric gears, addendum: a =1m, dedendum: b= 1.25m where as the for the stub tooth gears,
addendum a = 0.8m and dedendum: b= 1.0m.
• The shorter tooth makes it stronger and its load carrying capacity increases. It also helps in
avoiding interference in certain cases.

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How the various spur gear tooth parameters are fixed in standard gear system is given in Table 3.1

Item 20 degree full depth 20 degree stub 25 degree full depth

Addendum a 1m 0.8m 1m
Dedendum b 1.25m 1m 1.25m
Clearence c 0.25m 0.2m 0.25m
Working depth 2m 1.6m 2m
Whole depth h 2.25m 1.8m 2.25m
Tooth thickness t 1.571m 1.571m 1.571m
Face width f 9m-14m 9m-14m 9m-14m

Fillet radius min. 0.3m 0.3m 0.3m

Top land min. 0.25m 0.25m 0.25m

14.5° and 25° stub tooth systems have become obsolete now.
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3.3 PROFILE SHIFTED GEARS

• Interference in smaller number of tooth pinions can be avoided by having unequal addendum,
longer addendum for the pinion and shorter for the gear as seen in the earlier figure. These are
called profile shifted gears or non-standard gears (Fig. 3.4).
• AGMA defines the addendum modification coefficient as x1 and x2 which sums up to zero, being
equal in magnitude and opposite in sign.

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• +ve coefficient applied to pinion increases the addendum and –ve coefficient applied to gear
decreases the addendum. The net effect is to shift the pitch circles away from the base circle of the
pinion and eliminate that non-involute portion of pinion tooth below the base circle.
• The standard coefficients are ±0.25 and ±0.50 which add and subtract 25% and 50% of the
standard addendum, respectively. The limit approach occurs when the pinion tooth becomes
pointed. How the tooth appears in profile shifted gears is shown in Fig.3.5

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 Fig. 3.5 Influence of Profile shift on the shape of gear teeth
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3.3.1 WHAT PROFILE SHIFTING DOES TO GEARS

• The pinion becomes thicker at the base and thus stronger.

• The gear tooth correspondingly weakens since full depth gear tooth is stronger than full depth
pinion tooth, thus equalizes the strength.
• The unequal addendum tooth forms increase the sliding velocity at the tooth tip.
• Consequently tooth surface stresses increase.
• The friction losses in the gear mesh also increase at high sliding velocities.

3.3.2 WHEN PROFILE SHIFTING IS USED

• When the interference is to be avoided

• When predetermined centre distance has to be attaine

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•

Fig. 3.6 Illustration for involutometry

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 3.4.1 TOOTH THICKNESS AT
ANY POINT ON THE TOOTH
PROFILE

Fig. 3.7 Tooth layout for finding tooth thickness at any point
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 Fig. 3.7 Tooth layout for finding tooth thickness at any point
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Force Analysis—Spur Gearing

Free-body diagrams of the forces and moments acting (d) Resolution of gear forces
upon two gears of a simple gear train
•
• F23= force exerted by gear 2 against gear 3
• The force of gear 2 against a shaft a is F2a. We can also write Fa2 to mean the force of a shaft a
against gear 2. Unfortunately, it is also necessary to use superscripts to indicate directions. The
coordinate directions will usually be indicated by the x, y, and z coordinates, and the radial and
tangential directions by superscripts r and t. With this notation, Ft43 is the tangential component of
the force of gear 4 acting against gear 3. Figure (a) shows a pinion mounted on shaft a rotating
clockwise at n2 rev/min and driving a gear on shaft b at n3 rev/min. The reactions between the
mating teeth occur along the pressure line.
• In Fig.(b) the pinion has been separated from the gear and the shaft, and their effects have been
replaced by forces. Fa2 and Ta2 are the force and torque, respectively, exerted by shaft a against
pinion 2. F32 is the force exerted by gear 3 against the pinion. Using a similar approach, we obtain
the free-body diagram of the gear shown in Fig. (c).
•
•
Force Analysis—Bevel Gearing

•
 (e) Bevel-gear tooth forces

The three forces Wt, Wr, and Wa are at right angles to each other and can be used to determine the bearing
loads by using the methods of statics.
Force Analysis—Helical Gearing

• Figure (f) is a three-dimensional view of the forces acting against a helical-gear tooth. The point of
application of the forces is in the pitch plane and in the center of the gear face.

(f) Tooth forces acting on a right-hand helical gear

•

(12)

(13)
Force Analysis—Worm Gearing

• If friction is neglected, then the only force exerted by the gear will be the force W, shown in Fig.
(g) having the three orthogonal components Wx, Wy, and Wz.

(g) Drawing of the pitch cylinder of a worm, showing the forces exerted upon it by the worm gear
•
(14)

(15)
It is helpful in using Eq. (14) and (15) to observe that the gear axis is
parallel to the x direction and the worm axis is parallel to the z direction and that we
are employing a right-handed coordinate system.

(16)
•
•

Helix angle ѱ, deg Efficiency, η

1.0 25.2
2.5 45.7
5.0 62.0
7.5 71.3
10.0 76.6
15.0 82.7
20.0 85.9
30.0 89.1

Efficiency of Worm Gearsets for f = 0.05

3.5 DESIGN OF GEAR BLANKS

Fig. 3.8 Design of gear blanks for small diameter gears d < 200 mm

The design of gear blank depends on the size, load carrying capacity, speed of operation, space
limitations
and application.
Small gears up to a pitch diameter of 200 mm are normally made of solid blanks as in Fig. 3.8, (a) to
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(c).
 However in these gears, sometimes to reduce the weight and inertia in higher sizes, material is
removed in the web portion where the stress is low by turning process Fig. 3.8 (d) or turning and
drilling process Fig.3.8 (e) to (g) especially for high speed operation. In multi-speed gear boxes to
make the arrangement compact, cluster and sliding gears as shown in Fig. 3.9 (a) to (e) are used. The
gaps between the gears should be adequate to relieve the gear cutter.

Fig.3.9 Cluster and sliding gears

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• Many a times, the tool relief does not result in compact drive. Hence, to further make it compact,
glue jointed or shrink fitted co
• mposite gears shown in Fig. 3.10 (a) and (b) are often used.

Fig. 3.10 Glue-jointed / shrink fitted composite gears

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• In the case of medium sized gears normally forging process is used. The wheels are made solid or
cored as shown in Fig. 3.11 (a). Cast wheel with crossed I shaped spokes shown in Fig. 3.11 (b)
are used when the diameter is < 1000mm and f is < 200mm.

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• Many a times to reduce the cost of the gears, rimmed construction is used. Here the central portion
of the gear wheel is made of lower grade steel as the stress encountered here is less and the gear
portion rim is press fitted or shrunk on the central portion. The rim is prevented from loosening by
grub screws as seen in Fig. 3.11 (c).
• Large gears are normally cast as in Fig. 3.12 (a) to (d) with web straight or inclined. To reduce the
weight of the gears, non stressed portion is made hollow by keeping cores. When a small number
of high quality gears are required, the gears made with rimmed, bolted or welded construction as
shown in Fig. 3.11 (e) to (g).
• To save alloy steel, large wheels are made with fretting rings. Wheel central portions are made
from Cast iron or cast steel. The ring is forged or roll expanded from special steel of tooth
material. For f > 500 mm two Fretting rings are hot-fitted on the centers.

Fig. 3.12 Design of large gear blanks

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• Set screws to prevent loosening are also provided. When wheels are made in small quantities, to
reduce the weight, welding is employed. Care should be taken to ensure adequate rigidity in these
cases.
• The empirical formulae for finding proportions of spur gear wheel are given in Fig.3.13 (a) and
that for a bevel gear wheel is given in Fig. 3.13 (b).

(a) (b)

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Fig. 3.13 Gear wheel proportions (a) spur gear (b) bevel gear 55
The empirical formulae for finding proportions of welded wheel elements are shown in Fig. 3.14

Fig. 3.14 Spur gear wheel proportions for weld construction

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The empirical formulae for finding proportions of wheel elements of cast spur and helical gears are
given in Fig. 3.15

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Fig. 3.15 Spur gear proportions for cast wheels 57