Q1.

IDENTIFY GEAR TRAINS

A gear is a toothed wheel which is used to transmit power and motion between machine parts.

Gears are used in many applications like automobile engines, household appliances, industrial
machine tools. When two gears of different sizes are meshed, the larger is called “gear” while the
smaller is “pinion”.

Gear Train:

A gear train is combination of two or more gears to change the speed or direction of motion of
shaft systems.

Sometimes, two or more gears are made to mesh with each other to transmit power from one
shaft to another. Such a combination is called a gear train.

Gear train types depends on the following factors:

 The relative position of the axes of shaft

 The velocity ratio required

Figure a. Gear train

They following are the different types of gear trains, depending upon the arrangement of wheels:
  Simple Gear Train
 Compound Gear Train
 Reverted Gear Train
 Epicyclic Gear Train

In the first three types of gear trains, the axes of the shaft over which the gears are mounted are
fixed relative to each other. But in case of epicyclic gear trains, the axes of the shafts on which
the gears are mounted may move relative to a fixed axis.

Simple Gear Train:

When every gear axes are fixed relative to the fixed frame and, there is only one gear on each
shaft, it is known as a simple gear train.

The number of shafts may be any. It may be noted that the motion of the driven gear is opposite
to the motion of the driving gear as shown in the diagram below.

Compound Gear Train:

When any shaft has more than one gear (first shaft or second shaft or intermediate shaft) i.e. two
gear have the same angular velocity, the gear drive is called a compound gear train.
t

Epicyclic gear train:

When the gear train is having a relative motion of axes it is called the epicyclic gear train.

The axis of at least one of the gears also moves relative to the frame.
Q2. CARRYOUT A DETAILED GEAR TRAIN DESIGN

GEAR TOOTH TERMINOLOGY

 Root Diameter: Diameter of root circle

 Pitch Diameter: Diameter of imaginary pitch circle specifying addendum and
dedendum
 Outside Diameter: Diameter of addendum (outside) circle Addendum: Radial
distance from pitch to top of tooth Dedendum: Radial distance from pitch to
bottom of tooth
 Circular Pitch: Distance on pitch circle from a point on one tooth to
corresponding point on the adjacent tooth
 Tooth Thickness: Thickness of a tooth along the pitch circle
 Clearance: Distance between top of a tooth and bottom of mating space
 Working Depth: Distance a tooth projects into mating space
 Whole Depth: Total height of the tooth
Pressure angle:

The pressure angle in a gear set is similar to that of the cam and follower and is defined as the
angle between the axis of transmission or line of action (common normal) and the direction of
velocity at the pitch point as shown in Figures 9-6 and 9-7. Pressure angles of gear sets are
standardized at a few values by the gear manufacturers. These are defined at the nominal center
distance for the gear set as cut. The standard values are 14.5°, 20°, and 25° with 20° being the
most commonly used and 14.5° now being considered obsolete. Any custom pressure angle can
be made, but its expense over the available stock gears with standard pressure angles would be
hard to justify. Special cutters would have to be made. Gears to be run together must be cut to
the same nominal pressure angle.

Changing Center Distance

When involute teeth (or any teeth) have been cut into a cylinder, with respect to a particular base
circle, to create a single gear, we do not yet have a pitch circle. The pitch circle only comes into
being when we mate this gear with another to create a pair of gears, or gear set. There will be
some range of center-to-center distances over which we can achieve a mesh between the gears.
There will also be an ideal center distance (CD) that will give us the nominal pitch diameters for
which the gears were designed. However, limitations of manufacturing processes give a low
probability that we will be able to exactly achieve this ideal center distance in every case. More
likely, there will be some error in the center distance, even if small.

Backlash
Another factor affected by changing center distance is backlash. Increasing the CD will increase
the backlash and vice versa. Backlash is defined as the clearance between mating teeth measured
along the circumference of the pitch circle. Manufacturing tolerances preclude a zero clearance,
as all teeth cannot be exactly the same dimensions, and all must mesh. So, there must be some
small difference between the tooth thickness and the space width (see Figure 9-9). As long as the
gear set is run with a no reversing torque, backlash should not be a problem. But, whenever
torque changes sign, the teeth will move from contact on one side to the other. The backlash gap
will be traversed and the teeth will impact with noticeable noise. This is the same phenomenon
as crossover shock in the form-closed cam. As well as in- creasing stresses and wear, backlash
can cause undesirable positional error in some applications. If the center distance is set exactly to
match the theoretical value for the gear set, the tooth-to-tooth composite backlash tolerance is in
the range of 0.0001 to 0.0007 in for precision gears. The increase in angular backlash as a
function of error in center distance is approximately

0g = 43 200(aC) minute of arc (9.3)

where $ = pressure angle, DC -- error in center distance, and d -- pitch diameter of the gear on
the shaft where the backlash is measured.

Sometimes, two or more than two gears are made to mesh with each other to transmit power
from one shaft to another. Such a combination is called gear trains or train of the toothed wheels.
It becomes necessary when it is required to obtained speed reduction within a small space.

1. DESIGN OF A SIMPLE GEAR TRAINS:

In case of a simple gear train;
i. Two external gears of a pair always move in opposite direction.
ii. All odd numbered gear moves in one direction and all even numbered gears
moves in the opposite direction.
Figure (A) Figure (B) Figure (C)

Speed Ratio:

The ratio of speed of the driven shaft to that of the driving shaft is speed ratio. It is negative (-ve)
when input and output gears rotates in the opposite directions and it is positive (+ve) when the
two rotate in the same direction.

Train Value:

Reciprocal of the speed ratio is known as the train value.

For figures 3.

w1 N 2 T
= =
w2 N 1 T

N3 T N4 T
= , =
N2 T N3 T

now, by multiplying

N 2 N3 N4 T T T
x x = x x
N 1 N2 N3 T T T

Where T-number of teeth

N-gear speed in rpm

N4 T
Speed ratio becomes =
N1 T

From the above equation, it is clear that the intermediate gears have no effect on the speed ratio.
It is very important to note the following;

1. When the center distance between the gears is large and we need constant velocity ratio,
the motion from one gear to another in each cases may be transmitted by the following
two methods;
i. By providing a large size gear.
ii. By providing one or more intermediate gears.

The first method is very inconvenient and uneconomical and hence, the second method is
generally adopted which is convenient and economical.

2. Intermediate gears are called idle gears as they do not affect the speed ratio or train value
of the system. It is also used to obtain the desired direction of motion of the driven gear.
3. When the number of intermediate gears are odd, the motion of the driven will be in the
opposite direction of the driver.

Speed ratio = speed of driven = number of teeth of driver

Speed of driver number of teeth of driven
2. DESIGN OF A COMPOUND GEAR TRAINS:
When a series of gears are connected in such a way that two or more gears rotates about
an axes with the same angular velocity (i.e. more than one gear on shaft), it is known s
compound gear train.

Figure 2.
We can observe that N 2=N 3 , N 4 =N 5

N 2 N4 N 6 T T T
x x = x x
N 1 N3 N 5 T T T

N6 T xT x T
=
N1
x

T xT T

Q3. PREPARE THE WORKING DRAWING OF GEAR TRAINS?