1. UNIT - IV
GEARS

2. GEAR…..
Power transmission is the movement of energy from its place of generation to a location where it is applied to performing useful work
A gear is a component within a transmission device that transmits rotational force to another gear or device

3. TYPES OF GEARS 1. According to the position of axes of the shafts.
Parallel
1.Spur Gear
2.Helical Gear
3.Rack and Pinion
b. Intersecting
Bevel Gear
c. Non-intersecting and Non-parallel
worm and worm gears

4. 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

5. External and Internal spur Gear…

6. 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

7. Helical Gear…

8. Herringbone gears
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.

9. Rack and pinion
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

10. Bevel gears
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.

11. Straight and Spiral Bevel Gears

12. WORM AND WORM GEAR
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 property that no other gear set has: the worm can easily turn the gear, but the gear cannot turn the worm
Worm gears are used widely in material handling and transportation machinery, machine tools, automobiles etc

13. WORM AND WORM GEAR

14. NOMENCLATURE OF SPUR GEARS

15. NOMENCLATURE….
Pitch surface: The surface of the imaginary rolling cylinder (cone, etc.) that the toothed gear may be considered to replace.
Pitch circle: A right section of the pitch surface.
Addendum circle: A circle bounding the ends of the teeth, in a right section of the gear.
Root (or dedendum) circle: The circle bounding the spaces between the teeth, in a right section of the gear.
Addendum: The radial distance between the pitch circle and the addendum circle.
Dedendum: The radial distance between the pitch circle and the root circle.
Clearance: The difference between the dedendum of one gear and the addendum of the mating gear.

16. NOMENCLATURE….
Face of a tooth: That part of the tooth surface lying outside the pitch surface.
Flank of a tooth: The part of the tooth surface lying inside the pitch surface.
Circular thickness (also called the tooth thickness): The thickness of the tooth measured on the pitch circle. It is the length of an arc and not the length of a straight line.
Tooth space: pitch diameter The distance between adjacent teeth measured on the pitch circle.
Backlash: The difference between the circle thickness of one gear and the tooth space of the mating gear.
Circular pitch (Pc) : The width of a tooth and a space, measured on the pitch circle.

17. NOMENCLATURE….
Diametral pitch (Pd): The number of teeth of a gear unit pitch diameter. The diametral pitch is, by definition, the number of teeth divided by the pitch diameter. That is,
Where
Pd = diametral pitch
N = number of teeth
D = pitch diameter
Module (m): Pitch diameter divided by number of teeth. The pitch diameter is usually specified in inches or millimeters; in the former case the module is the inverse of diametral pitch.
m = D/N

18. VELOCITY RATIO OF GEAR DRIVE
d = Diameter of the wheel
N =Speed of the wheel
ω = Angular speed
velocity ratio (n) =

19. GEAR TRAINS
A gear train is two or more gear working together by meshing their teeth and turning each other in a system to generate power and speed
It reduces speed and increases torque
Electric motors are used with the gear systems to reduce the speed and increase the torque

20. Types of Gear Trains Simple gear train Compound gear train
Planetary gear train
Simple Gear Train
The most common of the gear train is the gear pair connecting parallel shafts. The teeth of this type can be spur, helical or herringbone.
Only one gear may rotate about a single axis

21. Simple Gear Train

22. Compound Gear Train
For large velocities, compound arrangement is preferred
Two or more gears may rotate about a single axis

23. Planetary Gear Train (Epicyclic Gear Train)

24. Planetary Gear Train…
In this train, the blue gear has six times the diameter of the yellow gear
The size of the red gear is not important because it is just there to reverse the direction of rotation
In this gear system, the yellow gear (the sun) engages all three red gears (the planets) simultaneously
All three are attached to a plate (the planet carrier), and they engage the inside of the blue gear (the ring) instead of the outside.

25. Planetary Gear Train…
Because there are three red gears instead of one, this gear train is extremely rugged.
planetary gear sets is that they can produce different gear ratios depending on which gear you use as the input, which gear you use as the output, and which one you hold still.

26. Planetary Gear Train… They have higher gear ratios.
They are popular for automatic transmissions in automobiles.
They are also used in bicycles for controlling power of pedaling automatically or manually.
They are also used for power train between internal combustion engine and an electric motor

27. Gear Train.
Combination of two or more gears when they made to mesh each other to transmit power from one shaft to another.

28. Types of Gear Train. Simple Gear Train Compound Gear Train
Riveted Gear train
Epicycle Gear Train

29. Simple Gear Train
When there is only one gear on each shaft.

30. Why we use idler gear ?
The only function of the idler gear is to change the direction of rotation.
It has no affect on the gear ratio.

31. Module t=Number of teeth on the gear D=Pitch circle diameter,
N=speed in rpm
m=module=D/t
Module must be same for all gears otherwise they would not mesh.

32. The velocity v of any point on the circle must be the same for all the gears, otherwise they would be slipping.

35. Power Transmission
The power transmitted by a torque is given by
In an ideal gear box, the input and output powers are the same so;

36. It follows that if the speed is reduced, the torque is increased and vice versa. In a real gear box, power is lost through friction and the power output is smaller than the power input. The efficiency is defined as:

37. When there are more than one gear on a shaft,it is called a
Compound Gear Train
When there are more than one gear on a shaft,it is called a
compound gear train

38. Compound Gear train
For large velocities ratios, compound gear train arrangement is preferred.
The velocity of each tooth
on A and B are the same so:
A tA = B tB
-as they are simple gears.
Likewise for C and D,
C tC = D tD.

41. Reverted Gear Train
When the axes of the first driver and the last driven are co-axial, then the gear train is known as
reverted gear train.
In a reverted gear train, the motion of the first gear and the last gear is same.

42. Epicyclic Gear Train
Epicyclic means one gear revolving upon and around another. The design involves planet and sun gears as one orbits the other like a planet around the sun.

43. Epicyclic Gear Train
A small gear at the center called the sun, several medium sized gears called the planets and a large external gear called the ring gear.

44. Velocity ratio of epicyclic gear train
velocity ratio of epicyclic gear train is the ratio of the speed of the driver to the speed of the driven or follower.
The following two methods may be used for finding out the velocity ratio of an epicyclic gear train.
Tabular method
2. Algebraic method

45. 1. Tabular method TA = Number of teeth on gear A
TB = Number of teeth on gear B.
Suppose that the arm is fixed.
Therefore, the axes of both the gears are also
fixed relative to each other. When the gear A makes one revolution anticlockwise, the gear B will make TA / TB
NB / NA = TA / TB
Since NA = 1 revolution, therefore
NB = TA / TB
Assuming the anticlockwise rotation as positive and clockwise as negative.

47. 2. Algebraic method
In this method, the motion of each element of the epicyclic train relative to the arm is set down in the form of equations. The number of equations depends upon the number of elements in the gear train. Let the arm C be fixed in an epicyclic gear train as shown in Fig
Therefore,
Seed of the gear A relative to the arm C= N(A)-N(C)
Speed of the gear B relative to the arm C= N(B) –N(C)

49. Compound Epicyclic Gear Train (Sun and Planet Gear)

52. ADVANTAGES of Simple Gear Train
to connect gears where a large center distance is required
to obtain desired direction of motion of the driven gear ( CW or CCW)
to obtain high speed ratio

53. ADVANTAGES of Compound Gear Train
A much larger speed reduction from the first shaft to the last shaft can be obtained with small gear.
If a simple gear trains used to give a large speed reduction, the last gear has to be very large.

54. Advantages of Riverted Gear Train
The reverted gear trains are used in automotive transmissions, lathe back gears, industrial speed reducers, and in clocks (where the minute and hour hand shafts are co-axial).

55. ADVANTAGES of Epicyclic Gear Train
They have higher gear ratios.
They are popular for automatic transmissions in automobiles.
They are also used in bicycles for controlling power of pedaling automatically or manually.
They are also used for power transmission between internal combustion engine and an electric motor.