INSTITUTO

TECNOLOGICO DE
CIUDAD JUAREZ
DISEÑO 2
ENGRANES
OSCAR SALDIVAR
17110435

20/05/2019
INTRODUCTION.

A gear may be thought of as a toothed wheel that, when meshed with another smaller-in-
diameter toothed wheel (the pinion), will transmit rotational motion from one shaft to another.
The primary function of a gear is to transfer power from one shaft to another while maintaining a
definite ratio between the shaft angular velocities. The teeth of a driving gear push on the driven
gear teeth, exerting a force with a component tangent to the gear periphery. Thus, a torque is
transmitted, and because the gear is rotating, power is transferred. Gears are the most rugged and
durable torque transmission devices. Their power transmission efficiency can be as high as 98%,
but gears are usually more costly than other power transmitting machine elements, such as chain
or belt drives. This chapter presents the methods, recommendations and terminology defined by
the American Gear Manufacturers Association (AGMA), which promulgates extensive standards
for gear design. However, there are occasions when the approach has been simplified. For
example, AGMA follows a practice of assigning a different symbol to a variable depending on
whether it is in U.S. customary or metric units. Also, some of the strength of materials terminology
has been brought into agreement with the nomenclature consistent throughout this text.

TYPE OF GEARS.

This brief discussion explains the various gear classes and is not meant to be all-inclusive. Gears
can be divided into three major classes: parallel-axis gears, nonparallel but coplanar gears, and
nonparallel and noncoplanar gears. This section describes gears in each of these classes. Also, a
smaller helical gear can transmit the same load as a larger spur gear. A disadvantage of helical
gears (relative to spur gears) is that they produce an additional end thrust along the shaft axis that
is not present with spur gears. This end thrust may require an additional component, such as a
thrust collar, ball bearings, or tapered-roller bearings. Another disadvantage is that helical gears
have slightly lower efficiency than equivalent spur gears. Although the total load-carrying capacity
is larger for helical gears, the load is distributed normally and axially, whereas for a spur gear all
load is distributed normally.

NONPARALLEL COPLANAR GEARS.

Some gears have nonparallel axes (unlike spur and helical gears, which have parallel axes) and are
coplanar (like spur and helical gears). Bevel, straight, Zerol, spiral, and hypoid gears are all in the
nonparallel, coplanar class. The common feature of these gears is the redirection of power around
a corner, as might be required, for example, when connecting a horizontally mounted engine to
the vertically mounted rotor shaft on a helicopter.
NONPARALLEL NONCOPLANAR GEARS.

Nonparallel, noncoplanar gears are more complex in both geometry and manufacturing than the
two previous gear classifications. As a result, these gears are more expensive than the other gears
discussed. a worm gear drive with cylindrical teeth that illustrates this class of gear. Note that the
axes are nonparallel and noncoplanar. These gears can provide considerably higher reduction
ratios than coplanar or simple crossed-axis gear sets, but their load-carrying capacity is low, their
contact pressure is extremely high, and their wear rate is high. Thus, worm gear drives are used
mainly for light-load applications.

PARALLEL AXIS GEARS.

Parallel-axis gears are the simplest and most popular type of gear. They connect parallel shafts;
have higher power transmission capacity and high efficiency. Spur and helical gears are two of the
primary gears of this type.

Spur gears are parallel-axis gears with teeth parallel to their axis. a spur gear drive with such teeth
on the outside of a cylinder; they can also be located on the inner surface of a cylinder. Spur gears
are the simplest and the most common type of gear, as well as the easiest to manufacture.

a helical gear drive, with gear teeth cut on a spiral that wraps around a cylinder. Helical teeth
enter the meshing zone progressively and, therefore, have a smoother action than spur gear
teeth. Helical gears also tend to be quieter. Another positive feature of helical gears (relative to
spur gears) is that the transmitted load is somewhat larger, thus implying that helical gears will
last longer for the same load.

GEAR GEOMETRY.

The center distance between the rotating gear axes can be expressed as

. The circular pitch, pc, is the distance measured on the pitch circle from one point on one tooth to
a corresponding point on the adjacent tooth. Mathematically, this can be expressed as

where Np is the number of pinion teeth and Ng is the number of gear teeth. The gear ratio, gr, is
the ratio of gear to pinion.
the addendum, a, is the distance from the top land to the pitch circle, and the dedendum, b, is the
radial distance from the bottom land to the pitch circle. A clearance is needed to prevent the end
of one gear tooth from contacting the bottom of the mating gear. Both coarse-pitch and finepitch
formulations are given. clearance can be expressed as:

Once the addendum, dedendum, and clearance are known, a number of other dependent
parameters can be obtained. Some of the more important are:

The pressure angle, φ, is the angle between the line of centers and another line perpendicular to
the line of action and going through the center of the gear or pinion. From Fig. 14.8, observe that
the radius of the base circle is:
The purpose of meshing gear teeth is to provide constant relative motion between engaging gears.
To achieve this tooth action, the common normal of the curves of the two meshing gear teeth
must pass through a common point, called the pitch point, which also then defines the pitch
circles of the mating gears. Figure 14.8 shows the pitch and base circles for both the pinion and
the gear. The base circle is the circle from which the involute profile is described, and is tangent to
the line of action, which is the straight line where tooth contact occurs.

The base pitch, pb, is the distance from a point on one tooth to the corresponding point on the
adjacent tooth measured around the base circle. The circular pitch, pc, is measured on the pitch
circle. the base pitch is:

Involute curves are very common for gears, and have a number of advantages including smooth
rolling motion and quiet operation. Also, gears made from the involute curve have at least one
pair of teeth in contact with each other.

For meshing gears, the rotational motion and the power must be transmitted from the driving
gear to the driven gear with a smooth and uniform positive motion and with minor frictional
power loss. The fundamental law of gearing states that the common normal to the tooth profile at
the point of contact must always pass through a fixed point, called the pitch point, in order to
maintain a constant velocity ratio of the two meshing gear teeth.

the contact ratio can be expressed as:

If the contact ratio is 1.0, then there will be a new pair of teeth coming in contact just as the old
pair is leaving contact, and there will be exactly one pair of teeth in contact at all times. This may
seem acceptable, but leads to poor performance, since loads will be applied at tooth tips, and
there will be additional vibration, noise, and backlash. It is good practice to maintain a contact
ratio of 1.2 or greater. Most spur gearsets have contact ratios between 1.4 and 2.0. A contact ratio
between 1 and 2 means that part of the time two pairs of gear teeth are in contact and during the
remaining time one pair is in contact. A contact ratio between 2 and 3 means that part of the time
three pairs of teeth are in contact. This is a rare situation with spur gear sets, but is typical for
helical and worm gears. The contact ratio is important for performance and analysis; for example,
if two pairs of teeth share the transmitted load, the stresses are lower.

For internally meshing gears, the following modifications are needed:

The kinematics of gears is such that three velocities for the pinion and gear are important.

For no slip between meshing gears,

The sliding speed is the difference in speed perpendicular to the line of action for the two gears. At
the pitch point, the sliding speed is zero. The sliding speed increases on both sides of the pitch
point and reaches a maximum at the far ends of the line of action. The sliding velocity at points a
and b can be obtained from:

where L1 and L2 are defined in Fig. 14.8b on the line of action. The sliding velocity of the meshing
gear set is the larger of the value usa or Usb.

or the pinion and gear, the lubrication velocities are:

The circular tooth thickness, th, is the arc length, measured on the pitch circle, from one side of
the tooth to the other. Theoretically, the circular tooth thickness is one-half of the circular pitch,
or:

For perfect meshing of pinion and gear the tooth thickness measured on the pitch circle must be
exactly one-half of the circular pitch. Because of unavoidable machining inaccuracies it is
necessary to cut the teeth slightly thinner to provide some clearance so that the gears will not
bind but will mesh together smoothly. This clearance, measured on the pitch circle, is called
backlash.

This decrease must be slightly greater than the desired backlash owing to errors in manufacturing
and assembly. Since the amount of the decrease in tooth thickness depends on machining
accuracy, the allowance for a specified backlash varies according to manufacturing conditions.

However, to obtain the total backlash for a series of meshed gears, it is necessary to take into
account the gear ratio of each pair of mating gears relative to a chosen reference shaft in the gear
train.

Gear trains consist of multiple gears. They are used to obtain a desired angular velocity of an
output shaft and to transfer power from an input shaft. The angular velocity ratio between input
and output gears is constant. Gear trains are needed when the gear ratio is large (around 6 or so
for spur gears) or when a single input shaft provides power for multiple output shafts.

Externally meshing gear teeth are extremely common, and every externally meshing gear in a train
will cause the direction of rotation to change. The center distance for externally meshing spur
gears is:

Note that both gears are moving in the same direction and thus the angular velocity ratio is
positive and is given by:

Ni teeth and rotates with angular velocity ωi (with a counterclockwise velocity taken as positive),
the angular velocity ratio or train value, Zji, of the jth gear relative to the ith gear is:

A positive sign is used in the above equation when j − i is even, and a negative sign is used when j −
i is odd, all the gears are external, implying that the directions of rotation of adjacent shafts are
opposite.

In a compound gear train at least one shaft carries two or more gears. In this type of train all gears
are keyed or otherwise attached to their respective shafts, so that the angular velocities of all
gears are equal to that of the shaft on which they are mounted. The angular velocities of adjacent
shafts are governed by the gear ratio of the associated mesh. Let ωi represent the angular velocity
of the ith shaft. For example, ω3 is the angular velocity of the shaft connecting gears 4 and 5.
while going from left to right, with counterclockwise taken as positive and clockwise negative
gives:

Hence, the angular velocity ratio Z51 of shaft 5 relative to shaft 1 for the train in:

For compound trains, this systematic inspection of gear velocities and directions is essential.
Planetary gear trains are very common, have significant flexibility in their application, and give
high gear ratios in compact designs. A planetary or epicyclic gear train consists of a sun gear, a ring
gear, a planet carrier or arm, and one or more planet gears. reduce gear deformations and tooth
stresses. Planetary gear trains are two degree-of-freedom trains; that is, two inputs are needed to
obtain a predictable output. For example, the sun can be the input (driven by a motor or other
power source), the ring can be bolted to a machine frame (so that its velocity is constrained as
zero) and the planet arm can be the output (driving other devices). In this case, the input and
output have parallel axes, and this arrangement is popular for power transmission devices.
Another mode of operation can be achieved by driving the sun gear, fixing the ring, and using a
planet gear as an output; this results in a rotating shaft that itself articulates about the input axis.
This application of planetary gear trains is very common in mixers and agitators of all kinds.
Another use of a planetary gear train is in an automotive differential transmission. In this situation,
the sun is an input (from the drive shaft), and the ring and armature are outputs. Normally, these
outputs are frictionally coupled and are equal, but they are not rigidly constrained. Thus, one
wheel can rotate independently of the other, a beneficial arrangement for slippery road surfaces,
smooth ride, and low wheel wear. Planetary gear trains can be analyzed through the application of
the following equations:
The angular velocity ratio is more difficult to define, since any of these gears can be the first or last
gear in the planetary gear train. The angular velocity ratio can be written as:

Where:

GEARS MATERIALS.

The American Gear Manufacturers Association (AGMA) has promulgated a number of industry
standards for the design of gears, and includes recommendations for the allowable loading of gear
materials. The variety of materials used in gears is extensive. s. The AGMA uses the term “bending
stress number” and “contact stress number” instead of “allowable stress” or “strength” as is the
convention in this text. The terminology is intended to emphasize that the reported material
properties are suitable only for gear applications. While recognizing the importance of restricting
data from this chapter to gears, the nomenclature of strength, not stress number, as a material
property will be continued.

The grades differ in degree of control of the microstructure, alloy composition, cleanliness, prior
heat treatment, nondestructive testing performed, core hardness values, and other factors. Grade
2 materials are more tightly controlled than Grade 1 materials. A second, independent form of
gear failure is caused by pitting and spalling of the tooth surfaces, usually near the pitch line,
where the contact stresses are extremely high and loading is repetitive. The nonconformal contact
of the meshing gear teeth produces high contact stresses and eventual failure due to fatigue
caused by the cyclic variation of stresses.