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GEARS

Gears are used to transmit motion from one shaft to the another by direct contact

At the point of contact (Q)

By Body 1: R1ω1 ; By Body 2: R2ω2

In gear drives,
ω1
= constant
ω2

Slipping is not possible [Positive Drives]

Those drives in which slipping is possible [Negative Drives]

Example: Belt Drives, Rope Drives, Chain Drives

ω1
Under slipping, ≠ constant
ω2

Classification of Gears

[A] According to the axes of shafts connected

(1)Both shafts are in parallel

SPUR GEARS

Pure rolling motion can be transmitted between two cylindrical surfaces in contact

Teeth are straight and parallel

to the axis of rotation

Used for low power transmissions at very low speed

Instantaneous engagement and disengagement: IMPACT STRESSES

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HELICAL GEARS
Teeth are straight but inclined to the axis of the rotation
Helical gears are of two types, Right-Handed & Left-Handed
(opposite hand helical gears must be in contact
Gradual Engagement: NO IMPACT STRESSES
To minimize the Axial Thrust
DOUBLE HELICAL GEARS [HERRING BON GEARs] are used

(2) Both axes are non – parallel but intersecting

Pure rolling motion can be transmitted between two conical surfaces in contact
BEVEL GEARS are of two types
Straight Bevel Gears and Helical Bevel Gears
STRAIGHT BEVEL GEARS: Teeth are straight and parallel to the axis of rotation
Very less used as IMPACT STRESSES are induced in it
HELICAL BEVEL GEARS are of two types: Right-Handed and Left-Handed
Opposite Hand Helical Bevel Gears must be in contact

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(3) Axes are neither parallel nor interesting

Pure Rolling is impossible
Rolling [Rotation + Sliding (Partial)] is possible

SPIRAL GEAR [Skew – Bevel Gear]

WORM and WORM WHEEL

Used for very high-speed reduction ratio

[B] According to the type of gearing
(1) External Gearing

Gear bigger in size: GEAR

Gear smaller in size: PINION
(2) Internal Gearing

Gear bigger in size: ANNULAR (RING)

Gear smaller in size: PINION

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If more than one gears are mounted on same shaft, then they are known as compound
gears. Compound gears have the same speed
In general, in power transmissions
Smaller bodies are made to be drivers
P=T×ω
For constant power [P]
ω for smaller body [DRIVER] is more
So, Torque (T) requirement for the DRIVER is less
GEAR TERMINOLOGY

Pitch Circle
Imaginary circle in the gears where pure rolling motion is observed when the mating
gears are transmitting power.

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Circular Pitch (Pc)

If pitch circle diameter = D and number of teeth = T

πD
Then, circular pitch (Pc) =
T

For two mating gears, Pc1 = Pc2

πD1 πD2
or =
T1 T2

D1 D2
or =
T1 T2

Module (m)

Ratio of pitch circle diameter in mm to the number of teeth of gear.

D(mm)
m=
T

Diametral Pitch (Pd)

Ratio of number of teeth of gear to the pitch circle diameter in inches.

T
Pd =
D(inches)

Circular Pitch × Diametral Pitch = π

Tooth space – Tooth thickness of mating gear = BACKLASH

Law of Gearing

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Line of action must always pass through the FIXED POINT on the line joining the centres

of Rotation of Gears.

This FIXED POINT is known as PITCH POINT

Mating Gears must be designed in such a way that at each and every moment, LAW OF
GEARING is satisfied
The Gear Profiles which satisfy this condition are known are CONJUGATE PROFILES
Velocity of Sliding
Vsliding = |(ω1 − ω2 )QP|
When Point of Contact (Q) and Pitch Point (P) coincides, Then Velocity of Sliding is zero
or Pure Rolling exists.
INVOLUTE PROFILE [By nature conjugate]
Locus of a point on a line which rolls without slipping on the fixed circle.

Analysis of Involute Gear

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Start of Engagement: K
End of Engagement: L
Line of Action
(i) Pass through P
(ii) Common Normal to both of Involute, therefore common tangent to both of base
circles.
Point of contact is changing, but line of action is not changing, i.e. ∅ is constant
Point of contact Q is travelling along line of action
The time interval in which point of contact Q is travelling from start to end of
engagement [KL] is one engagement period and the distance travelled by Q in this
period from K to L is Path of Contact.
KL = KP +PL
VELOCITY RATIO
𝛚𝐏 𝐓 𝛚𝐆 𝐭
= >𝟏; = <𝟏
𝛚𝐆 𝐭 𝛚𝐏 𝐓

GEAR RATIO
𝐓
𝐆= ≥𝟏
𝐭
ARC OF CONTACT
When the point of contact is travelling from the start of engagement to the end of
engagement, the distance travelled by the pinion or gear along their pitch circles in this
duration is known as arc of contact
It is also having two portions, one is known as arc of approach and second one is known
as arc of recess
Path of approach
Arc of approach =
cos∅
Path of recess
Arc of recess =
cos∅
Path of contact
Arc of contact =
cos∅

CONTACT RATIO
Arc of contact
Contact Ratio =
Circular Pitch
Generally, contact ratio lies between 1.2 to 1.8
For example, contact ratio = 1.21
One pair is engaged in full engagement period, but 21% time of this engagement period
is like that in which along with this pair, one more pair is in engagement, i.e. total two
pairs are engaged.
Therefore, number of pairs engaged in one engagement, its average value comes out to
be 1.21

INVOLUTE GEAR SYSTEMS

➢ FULL DEPTH INVOLUTE [𝟏𝟒 𝟏⁄𝟐 °, 20°]

Addendum: Standard Addendum [one module value]; AP, AG, AR = 1

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➢ STUB INVOLUTE [20°, 25°]

Addendum < Standard Addendum; AP, AG, AR < 1

BEST GEAR

[20° STUB INVOLUTE]

Lesser interference

Minimum number of teeth requirement is less

Cost of less

Stronger tooth

CYCLOIDAL PROFILE [BY NATURE CONJUGATE]

Locus of a point on the circumference of a circle which rolls without slipping on a fixed
straight line

• Per tooth cost is more, interference is absent, overall cost of gear is almost same
• Flank is wider, so stronger tooth
Pressure angle decreases, maximum at start and end of engagement and zero at the pitch
point

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Gear Trains
A gear train is used to transmit motion from one shaft to another through the
combination of gears. Gear box is a general example where large reduction of
main type of gear trains are

1. Simple gear train

2. Compound gear train
3. Reverted gear train

MAINDRIVER
Speed Ratio (S.R) =
MAINDRIVEN
MAINDRIVEN 1
= = Train Value
MAINDRIVER S .R

1) Simple gear train

Ordinary gear trains have axes, relative to the frame, for all gears comprising
the train. Below fig shows a simple ordinary train in which there is only one
gear for each axis.

2) Compound gear train

A compound ordinary train is seen to be one in which two or more gears may rotate
about a single axis as shown in the figure

VELOCITY RATIO
We know that the velocity ratio of a pair of gears is the inverse proportion of the
diameters of their pitch circle, and the diameter of the pitch circle equals to the
number of teeth divided by the diametrical pitch. Also, we know that it is
necessary for the to mating gears to have the same diametrical pitch so that to
satisfy the condition of correct meshing. Thus, we infer that the velocity ratio of a
pair of gears is the inverse ratio of their number of teeth.
For the ordinary gear trains we have

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1 N2 2 N3 3 N4
= , = , =
2 N1 1 N2 4 N3

These equations can be combined to give the velocity ratio of the first gear in the
train to the last gear:

1 N2N3N1 N4
= =
4 N1N2N3 N1

Note:
• The tooth numbers in the numerator are those of the driven gears, and the
tooth numbers in the denominator belong to the driver gears.
• Gear 2 and 3 both drive and are, in turn, driven. Thus, they are called idler
gears. Since their tooth numbers cancel, idler gears do not affect the
magnitude of the input-output ratio, but they do change the directions of
rotation. Note the directional arrows in the figure. Idler gears can also
constitute a saving of space and money (If gear 1 and 4 meshes directly
across a long center distance, their pitch circle will be much larger.)
3). Reverted gear train:

In this arrangement axes of the first and last wheels of a compound gear
coincide. It is generally used in clocks and in simple lathes where slow speed of
back gear is required.

1 T2 T4 N1
= =
4 T1T3 N4

From figure r1 + r2 = r3 + r4

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