Name: Aarsh Trivedi

Roll No: 16BME176D

Sub: MD 2 Case Study
Topic: Worm Gear
 Machine Design - 2
Application of worm gear:-
1) Tuning Instruments – most guitars, basses, banjos and other stringed instruments use
a worm gear for the tuning mechanism to work. The gear’s force reduction is the main
reason for this, coupled with the locking capability that keeps the desired string
tightness in place. This type of worm gear is different to most as you can tune both up
and down; whereas most worm gears can only be turned in one direction.

2) Elevators/Lifts – worm gears can often be found in the machinery of common

elevators/lifts because of their compact size and non-reversible properties. As the
gear/load cannot transmit motion back through the worm/hoist, using this type of gear
can act as a secondary braking system. This means the load cannot free fall and load
speed is easily regulated.

3) Torsen Differential – Large trucks or off road vehicles, such as hummer, often need
to deliver amounts of torque to the each wheel, depending on what action the vehicle is
performing. For example, wheels need to spin at different speeds whilst turning a corner
as the inside wheels travel a shorter distance. A vehicle’s torsen differential will handle
 this movement via a combination of worm and worm gears that separate each individual
wheel’s performance.

4) Gates and Conveyor Belts – typical worm drives can only be turned in one direction,
which means that conveyor belts and security gates lock-up when not being used and
will not run backwards. Automatic security gates will often adopt two worm drives, one
to open and another to close. This means the gate can be locked in each direction and
cannot be breached or forced.

5) Automatic steering systems – one of the steering systems of a car has a worm screw
as its basic component.in these systems, the worm screw constantly engages with a spur
gear. The screw connects to the steering wheel through a “steering column”, and the
wheel does so to the steering arm. Thanks to this mechanism, for each turn of the
steering wheel, the car’s wheel turns by a certain angle which depends on the gear ratio
in use.
6) Speed reducers – worm drive speed reducers are widely used across various industrial
applications since they offer significant gear ratios in small spaces. On the other hand
transmission of the movement is performed at 90 degree, which allows for the
transmission to be performed at a right angle. As a drawback, worm screw speed
reducers are subjected to greater friction due to their sliding, which causes high
operation temperatures and greater energy expenditure.
Manufacturers of worm gears:-
1) Global Engineers, Ahmedabed.
2) Shree Ambica Krupa Engineering works, Ahmedabad.
3) Excellent Engineering, Mumbai.
4) Makharia Machineries Pvt Ltd, Mumbai.s
5) EMCO Engineering, Mumbai.
6) Super Mech industries, Ahmedabad.
7) Shakti Engineers, Ahmedabad.
8) Laxmi Gears, Ahmedabad.

Indian Standard Used to Design Worm Gear

IS 3734 (1983):- DIMENSIONS FOR WORM GEARING.

IS 7443 (2002): Methods for Load Rating of Worm Gears [PGD 31: Bolts, Nuts and
Fasteners Accessories].
IS 2458:2001:- Vocabulary of gear terms —Definitions related to geometry (first revision).
IS 2467:1963:- Notation for toothed gearing.
IS 5267:1969:- Glossary of terms for worm gears.
IS 7403:1974:- Code of practice for selection of standard worm and helical gear boxes.

Materials used for manufacturing of Worm Gears.

As for the materials for production, in general, worm is made of hard metal like steel and steel
may be plain carbon steel or alloy steel while the worm gear is made from relatively soft metal
such as aluminium bronze. This is because the number of teeth on the worm gear is relatively
high compared to worm with its number of starts being usually 1 to 4, by reducing the worm
gear hardness, the friction on the worm teeth is reduced. Another characteristic of worm
manufacturing is the need of specialised machine for gear cutting and tooth grinding of worms.
The worm gear, on the other hand, may be made with the hobbing machine used for spur gears.
But because of the different tooth shape, it is not possible to cut several gears at once by
stacking the gear blanks as can be done with spur gears.

The Analytical model used to design it/ the Mathematical model.

Mathematical Modeling
Worm sets are generally rated by their capacity to handle a particular level of input power,
output power, or allowable torque at a particular speed for the input or output shaft. The
AGMA power rating is based on pitting and wear resistance, as this is the usual failure mode
for worm sets. The AGMA rating (ANSI/AGMA 6034-B92) is based on 10 h of continuous
operation under a uniform load.
The input-power rating, PInput, is given by Pinput =Poutput + Ploss
Where, Ploss is the power lost due to friction in the mesh (kW).
The output power is given by
Poutput = nWtgdg /1.91 * 10^7mG
Where, n = rotational speed of the worm (rpm), Wtg = worm gear tangential force (N),
Poutput = output power (kW), mG = gear ratio, and dg = mean gear diameter (mm).
The power lost is given by
Ploss = VtWf /1000
Where, Ploss = lost power (kW), Vt = sliding velocity at the mean worm diameter (m/s), and
Wf = friction force (N).
The AGMA tangential load on a worm gear is given by
Wt = CsCmCv dg^0.8 F/ 75.948
Where, Cs = materials factor, dg = mean diameter of the gear (mm), F = effective face width
(mm), Cm = ratio correction factor, and Cv = velocity factor.
The friction force can be determined by
Wf = f Wt/ cos l cos fn
Where, f = coefficient of friction, Wt = tangential load on the worm gear tooth (N), l = lead
angle, and fn = normal pressure angle of the worm thread at the mean diameter.
The sliding velocity at the mean worm diameter can be determined by
Vt = ndm /19.098 cos l
Where, n = rotational speed of the worm (rpm), and dm = mean worm diameter (mm).
Values for the ratio correction factor, the velocity factor, and materials factors can be found
from tables provided in the ANSI/AGMA 6034-B92 standard. The following equations for
450 Chapter 11 the ratio correction factor, the velocity factor, and materials factors provide
approximations to the values given in the tables.
The ratio correction factor Cm is a function of the gear ratio, mG.
For 3 < mG < 20
Cm = 0.02 (-mG^2 + 40mG – 76)^0.5 + 0.46
For 20 < mG < 76
Cm = 0.0107(- mG^2 + 56mG + 5145)^0.5
For mG > 76
Cm = 1.1483 -0.00658mG
For 0 < Vt < 3.556 m/s
Cv = 0.659e^-0.2165Vt
For 3.556 < Vt < 15.24 m/s
Cv = 0.652Vt^-0.571
For Vt > 15.24 m/s
Cv = 1.098Vt^-0.774
For Vt = 0, take f = 0.15.
For 0 <Vt < 0.0508 m/s
f = 0.124e^(2.233Vt0.645)
For Vt > 0.0508 m/s
f = 0.103e^(1.185Vt0.45)
The materials factor Cs depends on the method of casting.
For C < 76.2 mm, an initial estimate for the materials factor can be obtained from
Cs =720 + 0.000633C^3
This value can be compared to the values obtained for the relevant means of casting, as
indicated by the following relationships and the smaller value used.
For sand cast gears then:
for dm < 63.5 mm, Cs =1000
for dm > 63.5 mm, Cs = 1859.104 – 476.5454 log10 dm
For chill cast bronze gears then:
for dm < 203.2 mm, Cs = 1000
for dm > 203.2 mm, Cs = 2052.011 – 455.8259 log10 dm
For centrifugally cast gears then:
for dm < 635 mm, Cs = 1000
for dm > 635 mm, Cs = 1503.811 – 179.7503 log10 dm
The efficiency, in percent, for worm gearing is given by
h = (Poutput /Pinput) * 100
Substituting for the output power
h = (nWt dm /1.91 * 10^7mGPinput) * 100
where, Poutput = rated output power (kW), Pinput = rated input power (kW), n = rotational
speed of the worm (rpm), Wt = tangential load on the worm gear (N), dm = mean diameter of
the gear (mm), mG = gear ratio.

Free Body Diagram

Forces acting on it with sketch

When the worm gear is transmitting power, the forces acting on the worm are similar to those
on a power screw. Fig shows the forces acting on the worm. It may be noted that the forces on
a worm gear are equal in magnitude to that of worm, but opposite in direction to those shown
in fig
The various forces acting on the worm may be determined as follows:
1. Tangential force on the worm

WT = 2*torque on worm/pitch circle diameter of worm (DW)

= Axial force or thrust on the worm gear

The tangential force (WT) on the worm produces a twisting moment of magnitude
(WT*DW/2) and bends the worm in the horizontal plane.
2. Axial force or thrust on the worm
 WA = WT/ tan ⅄ = tangential force on the worm gear
= 2*Torque on the worm gear/ pitch circle diameter of worm gear (DG)
The axial force on the worm tends to move the worm axially, induces an axial load on
the bearings and bends the worm in a vertical plane with a bending moment of
magnitude (WA*DW/2).

3. Radial or separating force on the worm,

WR = WA*tanф = Radial or separating force on the worm gear
The radial or separating force tends to force the worm gear out of mesh. This force also
bends the worm in the vertical plane.

Design constraints

Many factors come into consideration while designing a worm gear drive. These factors
are deflection of worm shaft, bending stress developed in wheel teeth, compressive
stress developed and heat developed. For designing the pair, the stress that necessitates
the selection of the biggest dimensions is the ultimate deciding factor. Design
constraints are to be considered for the design of worm gear drive are, bending stress,
compressive, center distance, axial module, gear ratio and number teeth on worm gear.
The following design constraints are adopted from [9] and Design Data book [10].
In designing a worm and worm gear, the quantities like the power transmitted, speed,
velocity ratio and the centre distance between the shafts are usually given and the
quantities such as lead angle, lead and number of threads on the worm are to be
determined. In order to determine the satisfactory combination of lead angle, lead and
centre distance, the following method may be used:
From fig we find that the centre distance,
X = (DW + DG)/ 2
 The centre distance may be expressed in terms of the axial lead (l), lead angle (⅄) and
velocity ratio (V.R), as follows:

X = (1/ 2π)*(cot ⅄ + V.R.)

In terms of normal lead (lN = l cos ⅄ + V.R.)

X = (lN / 2π)*[(1/sin ⅄) + (V.R/cos ⅄)]

Since the velocity ratio (V.R) is usually given, therefore the equation contains three
variables i.e. x, lN and ⅄. The right hand side of the above equation may be calculated
for various values of velocity ratios and the curves are plotted as shown in fig. the
lowest point on each of the curves gives the lead angle which corresponds to the
minimum value of x / LN. This minimum value represents the minimum centre distance
that can be within a given lead or inversely the maximum lead that can be used with a
given centre distance.

Factor of Safety

FACTOR OF SAFETY is the ratio of ultimate strength of the material to allowable stress.
The term was originated for determining allowable stress. The ultimate strength of a given
material divided by an arbitrary factor of safety, dependent on material and the use to which it
is to be put, gives the allowable stress. In present design practice, it is customary to use
allowable stress as specified by recognized authorities or building codes rather than an arbitrary
factor of safety. One reason for this is that the factor of safety is misleading, in that it implies
a greater degree of safety than actually exists. For example, a factor of safety of 4 does not
mean that a member can carry a load four times as great as that for which it was designed. It
also should be clearly understood that, though each part of a machine is designed with the same
factor of safety, the machine as a whole does not have that factor of safety. When one part is
stressed beyond the proportional limit, or particularly the yield point, the load or stress
distribution may be completely changed throughout the entire machine or structure, and its
ability to function thus may be changed, even though no part has ruptured. Although no definite
rules can be given, if a factor of safety is to be used, the following circumstances should be
taken into account in its selection:
1. When the ultimate strength of the material is known within narrow limits, as for
structural steel for which tests of samples have been made, when the load is entirely
a steady one of a known amount and there is no reason to fear the deterioration of
the metal by corrosion, the lowest factor that should be adopted is 3.
2. When the circumstances of (1) are modified by a portion of the load being variable,
as in floors of warehouses, the factor should not be less than 4.
3. When the whole load, or nearly the whole, is likely to be alternately put on and taken
off, as in suspension rods of floors of bridges, the factor should be 5 or 6.
4. When the stresses are reversed in direction from tension to compression, as in some
bridge diagonals and parts of machines, the factor should be not less than 6.
5. When the piece is subjected to repeated shocks, the factor should be not less than
10.
6. When the piece is subjected to deterioration from corrosion, the section should be
sufficiently increased to allow for a definite amount of corrosion before the piece is
so far weakened by it as to require removal.
7. When the strength of the material or the amount of the load or both are uncertain,
the factor should be increased by an allowance sufficient to cover the amount of the
uncertainty.
8. When the strains are complex and of uncertain amount, such as those in the
crankshaft of a reversing engine, a very high factor is necessary, possibly even as
high as 40.
9. If the property loss caused by failure of the part may be large or if loss of life may result, as
in a derrick hoisting materials over a crowded street, the factor should be large.
Ergonomically designed

A screw jack is a gearbox assembly (either worm gear or bevel gear) and a transmission product
(lead screw, ball screw or roller screw) which through use of a motor is used to convert rotary
into linear motion. They can be used to push, pull, tension, lock, unlock, tilt, pivot, roll, slide
and lift or lower loads, anything from a few kilos to thousands of tonnes. Screw jacks are
essential components in automated machinery.
Cost of worm Gear

Worm gear: cost:- Rs100

Worm wheel: cost:- Rs1000

Nu Worm Gear Box
Rs 5000/Unit

Performance of components

A worm drive is a gear arrangement in which a worm (which is a gear in the form of a screw)
meshes with a worm gear (which is similar in appearance to a spur gear). The two elements are
also called the worm screw and worm wheel. The terminology is often confused by imprecise
use of the term worm gear to refer to the worm, the worm gear, or the worm drive as a unit.
Like other gear arrangements, a worm drive can reduce rotational speed or transmit
higher torque. A worm is an example of a screw, one of the six simple machines.
One of the major advantages of worm gear drive units are that they can transfer motion in 90
degrees.
A gearbox designed using a worm and worm-wheel is considerably smaller than one made
from plain spur gears, and has its drive axes at 90° to each other. With a single start worm, for
each 360° turn of the worm, the worm-wheel advances only one tooth of the gear wheel.
Therefore, regardless of the worm's size (sensible engineering limits notwithstanding), the gear
ratio is the "size of the worm wheel - to - 1". Given a single start worm, a 20 tooth worm wheel
reduces the speed by the ratio of 20:1. With spur gears, a gear of 12 teeth must match with a
240 tooth gear to achieve the same 20:1 ratio. Therefore, if the diametrical pitch (DP) of each
gear is the same, then, in terms of the physical size of the 240 tooth gear to that of the 20 tooth
gear, the worm arrangement is considerably smaller in volume.
Breakage of component with practical photographs

1. Bending fatigue. This common type of failure is a slow, progressive failure caused by
repeated loading. It occurs in three stages:
 Crack initiation. Plastic deformation occurs in areas of stress concentration or
discontinuities, such as notches or inclusions, leading to microscopic cracks.
 Crack propagation. A smooth crack grows perpendicular to the maximum tensile
stress.
 Fracture. When the crack grows large enough, it causes sudden fracture.
As a fatigue crack propagates, it leaves a series of “beach marks” (visible to the naked eye)
that correspond to positions where the crack stopped (Figure 2). The origin of the crack is
usually surrounded by several concentric curved beach marks.

Most gear tooth fatigue failures occur in the tooth root fillet (Figure 3) where cyclic stress is
less than the yield strength of the material and the number of cycles is more than 10,000. This
condition is called high-cycle fatigue. A large part of the fatigue life is spent initiating cracks,
whereas a shorter time is required for the cracks to propagate.
2. Contact fatigue. In another failure mode, called contact or Hertzian fatigue, repeated
stresses cause surface cracks and detachment of metal fragments from the tooth contact surface
(Figure 4). The most common types of surface fatigue are macropitting (visible to the naked
eye) and micropitting.

Macropitting occurs when fatigue cracks start either at or below the surface. As the cracks
grow, they cause a piece of surface material to break out, forming a pit with sharp edges.

3. Wear. Gear tooth surface wear involves removal or displacement of material due to
mechanical, chemical or electrical action. The three major types of wear are adhesion, abrasion
and polishing. Adhesion is the transfer of material from the surface of one tooth to that of
another due to welding and tearing (Figure 5). It is confined to oxide layers on the tooth surface.
Adhesion is categorized as mild or moderate, whereas severe adhesion is termed scuffing
(described later).

Abrasion is caused by contaminants in the lubricant such as sand, scale, rust, machining
chips, grinding dust, weld splatter and wear debris. It appears as smooth, parallel scratches or
gouges (Figure 6).
Finally, polishing is fine-scale abrasion that imparts a mirror-like finish to gear teeth (Figure
7). Magnification shows the surface to be covered by fine scratches in the direction of sliding.
Polishing is promoted by chemically active lubricants that are contaminated with a fine
abrasive.

4. Scuffing. Severe adhesion or scuffing transfers metal from the surface of one tooth to that
of another (Figure 8). Typically, it occurs in the addendum or dedendum in bands along the
direction of sliding, though load concentrations can cause localized scuffing. Surfaces have a
rough or matte texture that, under magnification, appear to be torn and plastically deformed.
Failure criteria to be considered

1. Strength of worm gear teeth

2. Wear rating of worm gears
3. Thermal considerations
Software based analysis
New Advance Research
Scope of Optimization

This paper presents a novel method to obtain optimum design for a worm gear drive used in sugar
industries taking into account certain constraints of industrial relevance. The objective of this research
is to minimize volume of worm gear drive. Gear ratio, face width and pitch circle diameters of worm
and worm wheel are considered as design variables. Industry relevant constraints viz. gear strength
capacity, wear capacity, thermal capacity, dynamic load, self locking, and face width are considered.
Besides this other constraints such as maximum power transmission capacity, centre distances,
deflection of worm and beam strength of worm are also considered. Nature inspired optimization
algorithms, namely, Simulated Annealing (SA), Firefly (FA), Cuckoo Search (CS) and MATLAB solvers
fmincon and GA are used for solving this problem in MATLAB environment. Results of simulation are
analysed and presented.