Main Project

TABLE OF CONTEN
CHAPTER TITLE
NO
LIST OF FIGURES
LIST OF TABLES
ABSTRACT
1. INTRODUCTION
1.1 INTRODUCTION TO
1.2 CLASSIFICATION O
1.2.1 EXTERNAL SPUR
1.2.2 INTERNAL SPUR G
1.3 GEAR TERMINOLOG
1.4 REQUIREMENTS FO
TOOTH SECTION
1.5 APPLICATIONS
1.6 COMMON CAUSES F
2. LITERATURE SURVEY
iv
3. DESIGN AND MODELLING
3.1 DESIGN CALCULATIONS FOR PINION AND 17-20

WHEEL(C-45 STEEL)
3.2 FOR CHECKING BENDING STRENGTH 20

AND COMPRESSIVE STRENGTH (C-45
STEEL)
3.3 DESIGN CALCULATIONS FOR PINION AND 21-23

WHEEL(CASE HARDENED STEEL)
3.4 FOR CHECKING BENDING STRENGTH 24

AND COMPRESSIVE STRENGTH (CASE
HARDENED STEEL)
3.5 SOFTWARES USED 25
25
3.6 INTRODUCTION TO SOLIDWORKS
3.7 MODELLING OF SPUR GEAR 26-32
4. ANALYSIS OF GEAR TOOTH AND RESULTS
4.1 INTRODUCTION TO ANSYS 33
4.2 ANALYSIS PROCEDURE AND STEPS 34-35
4.3 ANALYSIS RESULTS 36-51
5. RESULTS DISCUSSION AND CONCLUSION 52-53
6. FUTURESCOPE OF THE PROJECT 54
v
7. REFERENCES 55-56
vi
LIST OF FIGURES
FIGURE NO TITLE PAGE NO

1.1 SPUR GEAR 3
1.2 EXTERNAL SPUR GEAR 3
1.3 INTERNAL SPUR GEAR 4
3.1 CURVE DRAWN 26
3.2 INVOLUTE OF THE GEAR 27
3.3 ONE GEAR TOOTH WAS MADE AND 27
EXTRUDED
3.4 TEETH MADE USING THE PATTERN 28
3.5 ASSEMBLY OF BOTH GEAR AND PINION 28
3.6 ISOMETRIC VIEW OF PINION AND GEAR 29
CIRCULAR HOLES IN ALTERNATE
TEETH
3.7 ISOMETRIC VIEW OF PINION AND GEAR 29
CIRCULAR HOLES IN ALL TEETH
3.8 PINION SIDE VIEW WITH HOLES IN ALL 30
TEETH
3.9 SIDE VIEW OF PINION AND GEAR 30
3.10 MESHING OF PINION AND GEAR 31
WITHOUT HOLES
3.11 MESHING OF PINION AND GEAR WITH 31
CIRCULAR HOLES IN ALL TEETH
3.12 MESHING OF PINION AND GEAR WITH 32
CIRCULAR HOLES IN ALTERNATE
TEETH
4.1 TOTAL DEFORMATION OF PINION AND 42
GEAR WITHOUT HOLES OF 40Ni 2 Cr1
Mo28 STEEL AND CARBON FIBER WHEN
STATIC LOAD IS APPLIED
vii
4.2 STRESS ANALYSIS OF PINION AND 42
4.3 STRAIN ANALYSIS OF PINION AND 43


TORQUE LOAD IS APPLIED



GEAR WITH HOLES IN ALL TEETH OF
40Ni 2 Cr1 Mo28 STEEL AND CARBON
FIBER WHEN STATIC LOAD IS APPLIED


viii

GEAR WITH HOLES IN ALTERNATE
TEETH OF 40Ni 2 Cr1 Mo28 STEEL AND
CARBON FIBER WHEN STATIC LOAD IS
APPLIED

APPLIED

APPLIED

FIBER WHEN TORQUE LOAD IS APPLIED



ix
CARBON FIBER WHEN TORQUE LOAD
IS APPLIED

IS APPLIED

IS APPLIED
4.19 COMPARISION OF TORQUE LOADS 51

(EQUIVALENT STRESS) OF 40Ni 2 Cr1
Mo28 STEEL AND CARBON FIBER
4.20 COMPARISION OF STATIC LOADS 51
(EQUIVALENT STRESS) OF 40Ni 2 Cr1
Mo28 STEEL AND CARBON FIBER
x
LIST OF TABLES
TABLE TITLE PAGE

NO NO
4.1 Static load on pinion and gear with holes on all the 36
teeth for 40Ni 2 Cr1 Mo28 steel
4.2 Static load on pinion and gear with holes on all the 36
teeth for Carbon Fiber
4.3 Static load on pinion and gear with holes on 37
alternate teeth for 40Ni 2 Cr1 Mo28 steel
4.4 Static load on pinion and gear with holes on 37

alternate teeth for Carbon Fiber
4.5 Static load on pinion and gear without holes for 38
40Ni 2 Cr1 Mo28 steel
4.6 Static load on pinion and gear without holes for 38
Carbon Fiber
4.7 Torque load on pinion and gear without holes for 39
40Ni 2 Cr1 Mo28 steel
4.8 Torque load on pinion and gear without holes for 39
Carbon Fiber
4.9 Torque load on pinion and gear with holes in 40
alternate teeth for 40Ni 2 Cr1 Mo28 steel
4.10 Torque load on pinion and gear with holes in 40

alternate teeth for Carbon Fiber
4.11 Torque load on pinion and gear with holes in all 41
teeth for 40Ni 2 Cr1 Mo28 steel
xi
4.12 Torque load on pinion and gear with holes in all the 41
teeth for Carbon Fiber
xii
ABSTRACT
Gear is the most effective component in power transmission system. In the gear
design, the bending stress and surface stress of the gear tooth is considered to be
one of the main contributions for the failure of the gears in the gear set. Thus,
the analysis of the stresses has become popular on area of research on gears to
minimize the failures and for optimal design of gears. Gear teeth is used to
transfer the speed, torque and power in the machines. The failure in the gear
tooth is caused due to working stress exceeds the maximum permissible stress.
In this paper, the study was focused on the design and modelling of a Gear and
Pinion using SOLID WORKS 2021. Stress analysis is done by using ANSYS
19.2. Then to reduce the stress in the gear tooth, circular hole along the stress
flow direction is drilled at two different patterns and checked for stress
distribution. The stress variations were studied and result comparison were done
by introducing circular hole in alternate teeth and all the tooth for two diffe rent
materials namely, conventional case hardened steel and composite material
carbon fiber.
KEYWORDS: Spur gear, Gear tooth, Holes, composite material, SOLID

WORKS, ANSYS.
1
CHAPTER 1
1.1 INTRODUCTION
The gear drive is a crucial subject within the general mechanical industry
like automobile and aerospace. Gear is employed as a way to transmit power
with relatively small dimension, large ratio, low noise and vibration also as low
manufacturing and maintenance cost. generally , one of the key objectives for
gear design is to strengthen the load capacity and sturdiness in practical
engineering.
A gear or cogwheel could also be a rotating machine part having cut

teeth, or cogs, which mesh with another toothed part to transmit torque, in most
cases with teeth on the one gear being of identical shape, and sometimes also
thereupon shape on the opposite gear. Two or more gears working during a
sequence (train) are called a gear train or, in many cases, a transmission; such
gear arrangements can produce a ratio through a gear ratio and thus could even
be considered a simple machine. However, a gear can also mesh with a non-
rotating toothed part, called a rack.
CAD has its roots in interactive special effects . Before the CAD era,
engineering drawings were prepared manually on paper using pencils and
drafting instruments on a drafting table . the arrival of interactive computer
graphics replaced the drafting table with a computer monitor and thus the pencil
with an data input device sort of a light-weight pen or mouse. rather than using
physical drafting instruments, software commands and icons on the pc display
are used. The drawing are often created, modified, copied, and transformed
using the software tools. At the time, CAD stood for computer- aided drafting.
Drafting was confined to 2D thanks to the paper limitation. With the pc , such
limitation is removed. Three-dimensional CAD systems were developed within
the 1960s. In 3D CAD, objects are modeled using 3D coordinates (x, y, and z)
rather than 2-D coordinates (x and y). the necessity for modeling parts and
products with complex surfaces motivated the event of free-form surface
modelers
Spur gears are the simplest type of gears. They gear consists of a
cylindrical or disk with teeth projecting radially. The edge of each tooth is
straight and aligned parallel to axis of rotation. These gears mesh together
2
correctly as long as fitted to a parallel shafts. Only radial thrust is created by the
tooth loads. These gears are noisy at high speeds.
Fig 1.1 – Spur Gear
1.2 CLASSIFICATION:
The spur gears are generally classified into two types: External Gear and
Internal Gear.
1.2.1. External Gear: An external gear can mesh with an external gear or an
internal gear. When two external gears mesh together they rotate in the opposite
directions.
Fig. 1.2 – External Spur Gear
1.2.2. Internal Gears: An internal gear can only mesh with an external gear
and the gears rotate in the same direction. Due to the close positioning of shafts
internal gear assemblies are more compact then external gear assemblies.
3
Fig. 1.3 – Internal Spur Gear
1.3 Gear Terminology:

Pitch circle : It is a imaginary circle which by pure rolling action would gives
the same motion as the actual gear.
Pitch circle Diameter : It is the diameter of pitch circle. The size of the gear
is usually specified by pitch circle diameter. It is also known as pitch diameter.
Base Circle : It is the circle upon which the gear tooth are located.
Pitch point : It is the point of the interaction between two pitch circles.
Addendum : It is the radial distance of a tooth from pitch circle to the top of
the tooth.
Dedendum : It is the radial distance of a tooth from pitch circle to the bottom
of the tooth.
Circular pitch : The distance measured on the circumference of the pitch
circle from the point of one tooth to the corresponding point on the next tooth.
Diametric pitch : It is the ratio of number of teeth to the pitch circle diameter
in millimeters.
Module : It is the ratio of the pitch circle diameter in millimeters to the number
of teeth.
Clearance: It is a radial distance from the top of the tooth to the bottom of the
tooth in a meshing gear.
4
Total depth : Its is a radial distance between the addendum and dedendum
circle of a gear . It is equal to sum of addendum and dedendum.
Working Depth : It is the radial distance from the addendum circle to the
clearance circle . It is equal to the sum of addendum of the two meshing gears .
Tooth space : It is the width of tooth measured along the pitch circle .
Tooth thickness: It is the width of space between the two adjacent teeth
measured along the pitch circle .
Backlash: It is the difference between tooth space and tooth thickness as
measured on the pitch circle.
Face of tooth : It is the surface of the tooth above pitch surface .
Flank of the tooth : It is the surface of the tooth below the pitch surface
Face width : It is the width of the gear tooth measured to parallel to its axis
1.4 Requirements for an ideal gear tooth section :
 The requirements for an ideal gear tooth as follows
 Overall gear ratio and number of different reductions and their gear
ratios if multi speed and the ratio tolerance
 Size and envelope requirements
 Weight restrictions
 Input and output interfaces and dimensions
 Any legal and regulatory requirement
1.5 APPLICATIONS :
 Factory automation
 Packaging machine
 Industrial robots
 Food processing machine
 Car production machine
5
 Machine tool industry
 Material handling
 Printing machine
 Automatic cutting / welding machine
 Machine for medical/cosmetic field
 Construction machine
 Wood / Glass processing machine
 Agricultural machinery
1.6 COMMON CAUSES FOR GEAR FAILURE
1. Moderate wear: In moderate wear show the metal has been affected within
the addendum and thus the dedendum arca leaves contacts pattern on the metal
it's thanks to inadequate lubrication commonly cause it, but it's getting to even
be because of contamination within the lubrication also
2. Excessive wear: Excessive wear is sustained to be a drag until a huge

amount of fabric has been affected on the surfaces. you will see pitting on the
surface with excessive wear, typically caused by not seeing the primary wear
early enough, and it continues to progress.
3. Abrasive wear: Abrasive wear appears thanks to radial scratch marks,

grooves or another identifier which may show contact could also be a drag . one
of the foremost common reasons why abrasive wear takes place is due to
foreign bodies within the lubrication. This issue could include metallic debris
from the bearings or gear system, rust, sand or weld spatter. it's normal in new
systems before the filter can clean the system
4. Corrosive Wear: Corrosive wear is thanks to chemical change

deteriorates on the surface of the gear, like through acad, additives or moisture
within the lubrication oil because the oil breaks down the chemicals that exist
within the lubricant attack the surfaces. It tends to result uniform and fine
pitting on the two surfaces.
5. Frosting: This issue usually shows up within the dedendum area of the
driving gear. The wear pattern gives a frosted appearance, which are many
micro pits on the surface. Frosting may be a common issue when the warmth
breaks down the lubrication film.
6. Spalling: Although it's almost like severe pitting, the pits tend to be shallow
and bigger in diameter. Additionally, the world that's showing spalling doesn't
tend to be uniform. It is a standard problem when high contact stress exists.
6
7. Pitting: a drag with pitting are often labeled as either initial, during which the
surface is experiencing small pits to destructive, during which the pits are larger in
diameter. Initial pitting could also be a drag with the gears not fitting together
properly. Destructive pitting is usually a problem with surface overload.
8. Breakage: it's possible for the whole tooth or a bit of the tooth to interrupt
away. It often leaves evidence of the focus of the fatigue that led to the break,
which ends up from any number of issues, including high stress or excessive
tooth loads.
7
CHAPTER 2
LITERATURE REVEW
A REVIEW ON ANALYSIS OF COMPOSITE MATERIAL FOR SPUR

GEAR UNDER STATIC LOADING CONDITION
Volume : 5,Issue : 3,March 2015
Utkarsh.M.Desai.,A spur Gear is generally subjected to bending stress which

causes teeth failure. However it is observed that performance of the spur gear is
not satisfactory in certain applications and therefore it is required to explore
some alternate materials to improve the performance of the spur gears.
Composite materials provide adequate strength with weight reduction and they
are emerging as a better alternative for replacing metallic gears. In this work, A
metallic gear of Alloy Steel replaced by the composite gear of 30% Glass filled
Poly-ether-ether- Ketone (PEEK).
TESTING /ANALYSIS METHODS USED: Modelling is done using ANSYS

V14.
EQUIPMENTS/TOOLS USED: ANSYSV14.
RESULTS: We can say that the gear needs to be redesigned providing energy
saving by weight reduction, providing internal damping, reducing lubrication
requirement without increasing cost. Such a scope is provided by application of
composite material providing solution together existing problems in current
gears available.
CONCLUSION: This work is concerned with the replacement of existing

metallic gear with composite material gear in order to make it lighter and
increasing the efficiency of mechanical machines.
8
COMPOSITE LANDING GEAR COMPONENTS FOR AEROSPACE
APPLICATIONS
March 2004
H.G.S.J.Thuis.,says The objective is to combine new cost effective

fabrication methods with lightweight structured concepts in order to bring the
exploitation of composite materials to higher level.
TESTING/ANALYSIS USED : Modellingand finite element analysis of gear

by Resin Transfer Mouliding(RTM)
EQUIPMENT AND TOOLS USED : resin Transfer Moulding (RTM)
RESULT : Thus demonstrated that RTM can be used as fabrication method for
making complex shaped damage tolerent landing gear components with a high
level of part integration.By using composites instead of steel large weight
saving can be obtained.For large series also cost savings are feasible .
CONCLUSION : Composite landing gear components are feasible and cost-

effective for steel landing gear components.composite landing gear components
therefore are opportunities to be taken for application in the next generation
civil and military aircraft.
Contact Stress Analysis of Spur Gear by Photo elastic Technique

and Finite Element Analysis ICTARME 2015, 18 MAY 2016
Abhijit Mahadev Sankpal, Contact stress are fersto the localized stresses
that develop as two curved surfaces come in contact and deform slightly under
the imposed loads. Also due to contact stresses wear at gear tooth. Wear is
nothing but progressive removal of metal from surface. Consequently, tooth
thins down and gets weakened. Pitting is a surface fatigue failure of the gear
tooth. In this paper contact stresses find out by FEM method and
9
experimental method by using the polariscopic and compare the FEM result
with experimental result.
TESTING /ANALYSIS METHODS USED: Experimental Method, FEM

Method
EQUIPMENTS/TOOLS USED: AUTO-CAD, Meshing of gear tooth,

Boundary condition, Polariscope.
RESULTS: Pitting is the surface fatigue failure which occurs due to repetition
of high contact stresses. The failure starts with the formation of pits which
continue to grow resulting in the rupture of the tooth surface. The results found
by FEM method is nearly equal to results found by experimental method.
CONCLUSION: The results found by FEM method is nearly equal to results

found by experimental method. The module is important geometrical
parameter during the design of gear. Therefore selection of proper module size
is an important factor before designing gear maximum contact stress decreases
with increasing module.
DESIGN AND FAILURE ANALYSIS OF GEAR TOOTH

(IJIRT),VOLUME 2, ISSUE 6, NOVEMBER 2015
E.E. Shipley., discussed about the field of gear tooth failure analysis. The
basic reasons of gear tooth failure are tooth bending, tooth shear, spalling,
pitting, etc. This analysis was focused on different types of methodologies
used by various researchers in past to find cause of failure.
TESTING/ANALYSIS METHODS USED: Finite element and boundary

element method
EQUIPMENTS/TOOLS USED: Finite element analysis, Scanning
10
ElectronMicroscopy (SEM), Energy-Dispersive X-ray Spectroscopy (EDS).
RESULTS: The misalignment in gear teeth while meshing Is the one of main
causes of gear teeth fatigue failure. Crack failure in gear possibly due to the
presence of the number of inclusions.
CONCLUSION: In this analysis, different conventional and recent techniques

were discussed particularly for helical and spur gear through fatigue failure in
gear while operating at various regions.
DESIGN AND FAILURE ANALYSIS ON GEAR TOOTH
(IRJET), VOLUME 5, ISSUE 6, JUNE 2018
Patil Amol Shivaji., discussed about the field of gear tooth failure analysis.
Scuffing is often characterized as a lubrication failure frequently accompanied
by a sudden increase in friction and the instantaneous temperature at the
contact zone. This analysis was focused on different types of methodologies
used by various researchers in past to find cause of failure.
TESTING /ANALYSIS METHODS USED: Finite element and boundary

element method
EQUIPMENTS/TOOLS USED: Finite element analysis, 3-D CAD software,

Ansys
RESULTS: The main reason behind the gear tooth failure is Lubrication
failure, frequently accompanied by a sudden and increase in friction and the
instantaneous temperature at the contact zone. These types of failures can be
minimized by careful analysis of the problem during the design stage and
creating proper tooth surface profile with proper manufacturing methods.
11
CONCLUSION: In this analysis, different conventional and recent techniques
were discussed particularly for spur gear through stress concentration and load
distribution in gear while operating at various regions.
EXPERIMENTAL INVESTIGATION OF POLYMER COMPOSITE SPUR

GEAR REINFORCED WITH LANTANA CAMARA POWDER
Volume 3 ,Special Issue -3 March 2014
P.Yuvaraj.,described about the manufacturing of composite spur gear

reinforced with alkali treated with lantana camara powder(LCP) with different
volume fractions 5% ,10% and 15% with unsaturated polymer resin selected as
matrix material as LCP as reinforcement.Finally 3 gears are machine x LLD by
gear hobbing process.
EQUIPMENTS AND TOOLS USED : Ployster resin, natural fiber latana

camara fiber.
RESULTS: Using polyster resin and natural latana camara fiber ,3 spur gears
are manufactured.
CONCLUSION : Even the weed plants can be used for making products in
industrial applications.
Modernization of Main Helicopter Gearbox with Asymmetric Tooth

Gears IDETC/CIE2013
IGOR L.GLIKSON & ALEXANDER A.STUPAKOV, This paper describes

the research and development of asymmetric tooth spur gears for
modernization of the light multipurpose helicopter gearbox amplifying its load
capacity to utilize more powerful turboshaft engines.The paper also presents
numerical design data related to development this gearbox
12
Testing or analysis method used : ANSYS 14.5 software
Equipments/Tools used : ANSYS 14.5
Result : Replacement the originally used spur symmetric tooth gears for the
gears with asymmetric teeth allowed to utilized more powerful and fuel
efficient turboshaft engines without complete redesign of the helicopter
gearbox
Conclusion : The modernization of main helicopter gearbox with

asymmetric tooth gears are done and fuel efficiency of the engine increases
PROGRESSIVE GEAR TEETH WEAR AND FAILURE PROBABILITY

MODELING
M. Ognjanovic., discussed about the Gear teeth testing procedure and

endurance limits for different kinds of materials and gear thermal and
mechanical treatments.
TESTING/ANALYSIS METHODS USED: The design and function of gears

are usually closely associated, since gears are designed for a specific function.
Gear calculation according to the mentioned standard is based on teeth pitting
resistance. Fatigue of surface layer (pitting) is the most suitable for the load
capacity calculation.
EQUIPMENTS/TOOLS USED: Solid words for modeling, and ANSYS

software to analysis
RESULTS: Gear load capacity calculation is defined according to pitting of

the teeth flanks. Every type of flank failure corresponds to defined conditions
(service, design, technology,…)
CONCLUSION: Gear load capacity calculation is defined according to pitting

of the teeth flanks. In service conditions, a failure process is combined of a
13
number of damage processes. Which of them will be dominant depends on
design parameters, technological and exploitation conditions. Periodically, for
some of gears, extremely difficult service conditions exist, which creates a
possibility for progressive teeth wear.
Spur Gear Tooth Pitting Assessment Using Model based

Analysis 17 November 2015
Xi-Hui Liang, investigated dynamic properties of a gearbox with localized
pitting damage on a single gear tooth. The dynamic properties of a gearbox
with pitting distributed over multiple teeth have rarely been investigated. In
this paper, gear tooth pitting propagation on eigh boring teeth is modeled and
investigated for a pair of spur gears. Tooth pitting propagation effect on time-
varying mesh stiffness, gearbox dynamics and vibration characteristics is
studied and then fault symptoms are revealed.
TESTING /ANALYSIS METHODS USED: Mesh Stiffness Evaluation
EQUIPMENTS/TOOLS USED: Mesh stiffness, Mesh damping, Gear

dynamics, Vibration, Statistical feature, Dynamic simulation
RESULTS: At the end, 114 features are tested to estimate the pitting growth.
The features are ranked based on the Absolute Pearson Correlation
Coefficient. The statistical features insensitive to gear mesh damping and
environmental noise is recommended. However, further investigation of these
selected features based on experimental signals is still needed before potential
field applications.
CONCLUSION: This study investigates effects of pitting growth on vibration

properties of a spur gear box and tests the effectiveness of estimate the pitting
growth. The pitting propagation to neighboring teeth is modeled using circular
pits. The potential energy method is applied to evaluate gear mesh stiffness of
14
a pair of spur gears for each of the four health conditions: the perfect
condition, the slight pitting, the moderate pitting and the severe pitting. An
eight degrees of freedom torsional and lateral dynamic model is used to
simulate gearbox vibration signals. Pitting growth effects on vibration
properties of a spur gearbox are analyzed.
STUDY OF STRESS RELIEVING FEATURES TO REDUCE THE

ROOT FILLET STRESS IN SPUR GEAR, IJIRSET, VOLUME 3,
ISSUE 12, DECEMBER 2014
Mohammad A. Alharthy, studied stress relieving features to reduce the root

fillet stress in spur gear. A pilot model was established to predict Von Mises
stress at the root fillet of the gear without holes and was used as a reference
model.
TESTING OR ANALYSIS METHODS USED: Finite element modelling

EQUIPMENTS/TOOLS USED: AGMA analytical solution
RESULT: The results obtained showed that increasing the diameter size of
hole/holes resulted in higher percentage of stress reductions compared to the
pilot case.
CONCLUSION: Increasing the number of holes resulted in higher percentage

of stress reductions compared to the pilot case, but gear rigidity in this case
was highly affected.
STUDY OF STRESS REDISTRIBUTION BY INTRODUCING THE

STRESS RELIEVING FEATURES
IJIRSET, VOLUME 3, ISSUE 12, DECEMBER 2014
15
Vivek Singh, in their paper present the stress redistribution by introducing
the stress relieving features in the stresses zone to the reduction of root fillet
stress in spur gear.
TESTING OR ANALYSIS METHODS USED: Finite element method.
EQUIPMENTS/TOOLD USED: A finite element model with a segment of

three teeth.
RESULT: Analysis revealed that circular stress relieving features at specific

locations are beneficial.
CONCLUSION: Stress redistribution by introducing the stress relieving

features in the stresses zone to the reduction of root fillet stress in spur gear
and stress relieving feature of various diameters were introduced on gear teeth
resulted that circular stress relieving features at specific locations are
beneficial.
16
CHAPTER 3
DESIGN AND MODELLING
3.1 Design calculations for Pinion and

Wheel C-45 Steel :
i)Standard gear ratio from table 4, page no 8.3
i=2.5
ii) From table 10, page 8.14

Ψ= 0.3
iii) From table 9, For steel equivalent Young’s

modulus, Eeq =2.15 × 106 kg f/cm2
iv) From table 7, page no 8.5

For C45 Steel, σb=1400 kgf/cm2 , σc=5000 kgf/cm2
v) From table 18, page 8.18

Ƶ1=20 Teeth, Y=0.389 (Assumed)
vi) From table 11, page 8.14

Ψm=10
vii) From table 26, page 8.22

Height Factor f0=1
From table 13, page 8.15
Design twisting moment [Mt]=Mt.Kd.k
Power(P)=470hp
Speed(n)=667kW rpm
M =71620
t n
470
Design twisting moment [Mt]= 71620 × 667 ×
1.3 [Mt] = 65606.9265 kgf/cm2
17
i) Minimum centre distance based on surface compressive strength,
Page 8.13, Formula no – 1.1 (PSG Data book)
0.74 [Mt]
√ ([σc] )× Ψ
Centre distance (a) = (I ± 1) 3 2
( )×
= (2.5+1) 3 0.74 2 (2.15×106 )×(65606.9265)
√ 5000 2.5×0.3
= 56.1071 cm
Take the nearest centre distance, 60 cm
a =60cm
√
[ σb]Ψm×Ƶ1
ii) Minimum module (m) = 1.26

3
[Mt]
= 1.26 3 65606.9265
√0.389×1400×10×20
= 1.0641cm
Take the nearest module, 1.06 cm or 10.6 mm
m= 1.06cm = 10.6mm
iii)Number of teeth (Ƶ)
Ƶ 1= 2a
= 2×60
( +1) 1.06(2.5+1)
Ƶ1= 32.3450
Take the nearest value

Ƶ1 = 33 Teeth
Ƶ2=I×Ƶ1 =2.5×33=82.5
Ƶ2 = 83 Teeth
iv) Pitch Circle Diameter (d)
d1 = m × Ƶ1 = 1.06 × 33 = 34.98 cm
18
d2 = m × Ƶ2 = 1.06 × 83 = 87.98 cm
= 2 = 50
v) Corrected Centre Distance (a) =
34.98+87.9 8
d1+d2
2 2
= 61.48cm
a >a
corrected min
The design is safe.
vi) Face Width (b) = Ψm × m

= 10 × 1.06
b = 10.6cm
and also,
Face Width (b) = Ψ × a

b = 0.3 × 63
b = 18.9 = 19cm (Taking Highest Value)
Taking Nearest Value to the highest value
Face Width (b) = 19 cm
vii) Tooth Depth (h) = 2.25 × m

= 2.25 × 1.06
h = 2.5 = 25mm
viii) Bottom Clearance (c) = 0.25 × m

= 0.25 × 1.06
c = 0.265cm = 26.5mm
19
ix) Tip Diameter (da) Height Factor(f0) = 1
da1 = (Ƶ1+2f0)m
= (33 + 2(1)) 1.06
da1 = 37.1cm
da2 = (Ƶ2+2f0)m
=(83+2(1)) 1.06
= 90.1 cm
x) Root Diameter (df)
df1 = (Ƶ1-2f0) m-2C

= (33-2(1)) 1.06-2(2.65)
df1 = 27.56cm
df2 = (Ƶ2-2f0) m-2C

= (83-2(1)) 1.06 – 2(2.65)
= 37.2 – 0.2
df2 = 80.56cm
3.2 FOR CHECKING BENDING STRENGTH AND COMPRESSIVE

STRENGTH
√ ×b × E[ ]
σc = 0.74 ×
±1
±1
63 √ 2.5×19 ×2 2.15 × 10 [65606.9265]
σc = 0.74 ×
2.5+1
2.5+1 6
σc = 4191.220487 Kg f/cm is less than [σc], so the design is safe.
σb = ±1 [ ]
...
= 2.5+1 × [2940.1894]
63×1.06×19×0.389
σb = 465.2584 kg f/cm2, is less than [σb], so the design is safe.
20
3.3 Design calculations for Pinion and Wheel
Case hardened :
Standard gear ratio from table 4, page no 8.3
i)i=2.5
ii) From table 10, page 8.14
Ψ= 0.3
iii) From table 9, For steel equivalent Young’s

6 2
modulus, Eeq =2.15 × 10 kg f/cm
iv) From table 7, page no 8.5

For case hardened Steel, σb=4000 kgf/cm2 , σc=11000 kgf/cm2
v) From table 18, page 8.18
Ƶ1=20 Teeth, Y=0.389 (Assumed)
vi) From table 11, page 8.14
Ψm=10
vii) From table 26, page 8.22
Height Factor f0=1
From table 13, page 8.15
Design twisting moment [Mt]=Mt.Kd.k
Power(P)=470hp
Speed(n)=667kW rpm
M =71620
t n
Design twisting moment [Mt]= 71620 470

667 × 1.3
2
× [Mt] = 65606.9265 kgf/cm
i) Minimum centre distance based on surface compressive strength,

Page 8.13, Formula no – 1.1 (PSG Data book)
0.74 [Mt]
√ ([σc] )× Ψ
Centre distance (a) = (I ± 1) 3 2

21
( )×
= (2.5+1) 3 0.74 2 (2.15×106 )×(65606.9265)
√ 11000 2.5×0.3
= 32.5722 cm
Take the nearest centre distance, 33 cm
a =33cm
√
[ σb]Ψm×Ƶ1
ii) Minimum module (m) = 1.26 3 [Mt]
= 1.26 3 65606.9265
√0.389×4000×10×20
= 0.7499cm
Take the nearest module, 0.8 cm or 8 mm
m= 0.9cm = 9mm
iii) Number of teeth (Ƶ)
2a 2×33 Ƶ1= ( +1) =
0.8(2.5+1)
Ƶ1= 23.5714
Take the nearest

value Ƶ1 = 25 Teeth
Ƶ2=I×Ƶ1 =2.5×25=62.5 Ƶ2
= 65 Teeth
iv) Pitch Circle Diameter (d)
d1 = m × Ƶ1 = 0.8 × 25 = 20 cm d2
= m × Ƶ2 = 0.8 × 65 = 58.5 cm d1+d2 2
20+58.5
v) Corrected Centre Distance (a) = 2

=
= 39.5cm
a >a
corrected min
The design is safe.
vi) Face Width (b) = Ψm × m
= 10 × 0.8
b = 8cm
and also,
22
Face Width (b) = Ψ × a
b = 0.3 × 40
b = 12 cm (Taking Highest Value)
Taking Nearest Value to the highest value
Face Width (b) = 12 cm
vii) Tooth Depth (h) = 2.25 × m

= 2.25 × 0.8
h = 1.8 cm = 18mm
viii) Bottom Clearance (c) = 0.25 × m

= 0.25 × 0.8
c = 0.2cm = 2mm
ix) Tip Diameter (da) Height Factor(f0) = 1
da1 = (Ƶ1+2f0)m
= (25 + 2(1)) 0.8
da1 = 21.6cm
da2 = (Ƶ2+2f0)m
=(65+2(1)) 0.8
= 53.6 cm
x) Root Diameter (df)
df1 = (Ƶ1-2f0) m-2C

= (25-2(1)) 0.8-2(0.2)
df1 = 18cm
df2 = (Ƶ2-2f0) m-2C

= (65-2(1)) 0.8 – 2(0.2)
df2 = 50cm
23
3.4 FOR CHECKING BENDING STRENGTH AND
COMPRESSIVE STRENGTH
σc = 0.74 × ±1 √ ×b ±1 × E[ ]
√
2.405+1 × 2.15 × 106[65606.9265]
σc = 0.74 × 2.5×12
2.5+1
2
σc = 8306.292949 Kg f/cm is less than [σc], so the design is safe.
σb = ±1 []
...
= 2.5+1 × [2940.1894]
40×0.8×12×0.389
σb = 1537.22313 kg f/cm2, is less than [σb], so the design is safe.
24
3.5 SOFTWARES USED :
These are modelled pinion and wheel of the gear. We used the Solid Works
2021 software for modelling the gears. SolidWorks may be a solid modeling
computer-aided design (CAD) and computer-aided engineering (CAE)
computer virus published by Dassault systems.
3.6 INTRODUCTION TO SOLID WORKS:
Building a model in SolidWorks usually starts with a 2D sketch (although 3D

sketches are available for power users). The sketch consists of geometry like
points, lines, arcs, conics (except the hyperbola), and splines. Dimensions are
added to the sketch to define the dimensions and site of the geometry.
Relations are wont to define attributes like tangency, parallelism,
perpendicularity, and concentricity. The parametric nature of SolidWorks
means the size and relations drive the geometry, not the opposite way around.
The dimensions within the sketch are often controlled independently, or by
relationships to other parameters inside or outside the sketch.
In an assembly, the analog to sketch relations are mates. Just as sketch

relations define conditions like tangency, parallelism, and concentricity with
reference to sketch geometry, assembly mates define equivalent relations with
reference to the individual parts or components, allowing the easy construction
of assemblies. SolidWorks also includes additional advanced mating features
like gear and cam follower mates, which permit modeled gear assemblies to
accurately reproduce the rotational movement of an actual gear train.
Finally, drawings are often created either from parts or assemblies. Views are
automatically generated from the solid model, and notes, dimensions and
tolerances can then be easily added to the drawing as required . The drawing
module includes most paper sizes and standards.
25
3.7 MODELLING OF SPUR GEAR:
 A curve was drawn using an equation and was then mirrored to form
the gear tooth shape.
Fig. 3.1 Curve drawn
26
Fig 3.2 Involute of the gear
 One gear tooth was made and extruded.
Fig. 3.3 One gear tooth was made and extruded
27
 Then the other teeth were made by using pattern
Fig. 3.4 Teeth made using the pattern
 The two gears were then assembled with the center distance from
the calculation.
Fig. 3.5 Assembly of the both the gear and pinion
28
Fig 3.6 isometric view of pinion and gear circular holes in alternate teeth
Fig 3.7 isometric view of pinion and gear circular holes in all the teeth
29
Fig. 3.8 Pinion side view with holes in all the teeth
Fig 3.9 side view of pinion and gear
30
Fig 3.10 Meshing of pinion and gear without holes
Fig3.11 Meshing of pinion and gear with circular holes in all teeth
31
Fig 3.12 Meshing of pinion and gear with circular holes in alternate teeth
32
CHAPTER 4
ANALYSIS OF GEAR TOOTH AND RESULTS
4.1 INTRODUCTION TO ANSYS
The Ansys finite element solvers enable a breadth and depth of capabilities
unmatched by anyone in the world of computer-aided simulation. Thermal,
Structural, Acoustic, Piezoelectric, Electrostatic and Circuit Coupled
Electromagnetics are just an example of what can be simulated. Regardless of
the type of simulation, each model is represented by a powerful scripting
language, the Ansys Parametric Design Language (APDL).
APDL is the foundation for all sophisticated features, many of which are not
exposed in the Workbench Mechanical user interface. It also offers many
conveniences such as parameterization, macros, branching and looping, and
complex math operations. All these benefits are accessible within the Ansys
Mechanical APDL user interface.
Foundation for all sophisticated features, many of which are not exposed in the
Workbench Mechanical user interface. It also offers many conveniences such
as parameterization, macros, branching and looping, and complex math
operations. All these benefits are accessible within the Ansys Mechanical
APDL user interface.
This course introduces new users, or experienced Ansys Mechanical users, to

the Ansys Mechanical APDL user interface. The Mechanical APDL
workflow, graphical user interface, and APDL command syntax will be
introduced. With this foundation in place, users can apply this knowledge to
efficiently set up, solve, and post process virtually any type of analysis.
33
4.2 ANALYSIS PROCEDURE AND STEPS.
Analysis was carried out using the meshed Gear and Pinion to determine the
maximum stress induced in gears. It was completed in the following three
cases. One without holes as modelled, next one by introducing a 2 mm
diameter circular hole at the center of all teeth on pitch circle diameter and
the last one by introducing a 2 mm diameter circular hole at the center of
alternate teeth on pitch circle diameter.
Analysis was carried out using the meshed Gear and Pinion to determine the
maximum torque induced in gears. It was completed in the following three
cases. One without holes as modelled, next one by introducing a 2 mm
diameter circular hole at the center of all teeth on pitch circle diameter and
the last one by introducing a 2 mm diameter circular hole at the center of
alternate teeth on pitch circle diameter.
1. Analysis with static load of 50 N applied on the modelled gear and pinion
without holes for both the materials Case hardening steel and Carbon
fiber.
with a 2 mm diameter circular hole at center of all teeth (on pitch circle
diameter) for both the materials Case hardening steel and Carbon fiber.
with a 2 mm diameter circular hole at center of alternate teeth(on pitch
circle diameter) for both the materials Case hardening steel and Carbon
fiber.
34
4. Analysis with torque load of 100 NM applied on the modelled gear and
pinion without holes for both the materials Case hardening steel and
Carbon fiber.
pinion with a 2 mm diameter circular holes at center of all teeth (on pitch
circle diameter) for both the materials Case hardening steel and Carbon
fiber.
pinion with a 2 mm diameter circular holes at center of alternate teeth(on
pitch circle diameter) for both the materials Case hardening steel and
Carbon fiber.
35
4.3 ANALYSIS RESULTS:
The model is to be opened in Ansys. The model will undergo static structural
analysis and torque analysis in the software- Ansys, under which it will be
tested using different loads conditions for the following,
 Total Deformation
 Equivalent Elastic Strain
 Equivalent Stress
The results obtained after the completion are,
Result Total Deformation Equivalent stress Equivalent strain

6 2 6
Minimum 0mm 1.0851 x 10 kgf/cm 1.4842 x 10 mm/mm
6 2
Maximum 11.045 mm 7.26 x 10 kgf/cm 0.4256 mm/mm
6 2 6
Average 4.7566 mm 9.2487 x 10 kgf/cm 4.6564 x 10 mm/mm
Tab 4.1 Static load on pinion and gear with holes on all the teeth for 40Ni 2 Cr1
Mo28 steel :

6 2 6
6 6 2 6
Maximum 9.1989 x 10 mm 6.2593 x 10 kgf/cm 3.5144 x 10 mm/mm
6 6 2 6
Average 4.0088 x 10 mm 8.8611 x 10 kgf/cm 4.0915 x 10 mm/mm
Tab 4.2 Static load on pinion and gear with holes on all the teeth for
Carbon Fiber :
36
6 2 6
6 2
6 2 6
Tab 4.3 Static load on pinion and gear with holes on alternate teeth for 40Ni 2 Cr1
Mo28 steel :

6 2 6
6 6 2 6
6 6 2 6
Tab 4.4 Static load on pinion and gear with holes on alternate teeth for Carbon
Fiber :
37
6 2 6
6 2
6 2 6
Tab 4.5 Static load on pinion and gear without holes for 40Ni 2 Cr1
Mo28 steel :

6 2 6
6 6 2 6
6 6 2 6
Tab 4.6 Static load on pinion and gear without holes for Carbon Fiber :
38
6 2 6
6 2 6
Maximum 0.7146 mm 7.1696 x 10 kgf/cm 4.0283 x 10 mm/mm
6 2 6
Tab 4.7 Torque load on pinion and gear without holes for 40Ni 2 Cr1
Mo28 steel :

6 2 6
6 6 2 6
6 6 2 6
Tab 4.8 Torque load on pinion and gear without holes for Carbon Fiber :
39
6 2 6
6 2 6
Maximum 0.70376mm 6.6298 x 10 kgf/cm 4.3372 x 10 mm/mm
6 2 6
Average 0.28149mm 3.9571 x 10 kgf/cm 1.9532 x 10 mm/mm
Tab 4.9 Torque load on pinion and gear with holes in alternate teeth for
40Ni 2 Cr1 Mo28 steel :
6 2 6
6 6 2 6
6 6 2 6
Tab 4.10 Torque load on pinion and gear with holes in alternate teeth for
Carbon Fiber :
40
6 2 6
6 2 6
Maximum 0.60698 mm 2.3516 x 10 kgf/cm 1.6139 x 10 mm/mm
6 2 6
Tab 4.11 Torque load on pinion and gear with holes in all teeth for 40Ni 2 Cr1
Mo28 steel :

6 2 6
6 6 2 6
6 6 2 6
Tab 4.12 Torque load on pinion and gear with holes in all the teeth
for Carbon Fiber :
41
42
Fig 4.1
Total deformation of pinion and gear without holes of 40Ni 2 Cr1

Mo28 steel and Carbon Fiber when static load is applied
Fig 4.2
Stress analysis of pinion and gear without holes of 40Ni 2 Cr1

Mo28 steel & Carbon Fiber when static load is applied
43
Fig 4.3
Strain analysis on pinion and gear without holes of 40Ni 2 Cr1

Fig 4.4
Total deformation on pinion and gear without holes of 40Ni 2 Cr1 Mo28
steel and Carbon Fiber when Torque load is applied
44
Fig 4.5
Stress analysis of pinion and gear without holes of 40Ni 2 Cr1

Mo28 steel and Carbon Fiber when torque load is applied
Fig 4.6
Strain analysis of pinion and gear without holes of 40Ni 2 Cr1 Mo28
steel and Carbon Fiber when torque load is applied
45
Fig 4.7
Total deformation of pinion and gear with holes in all teeth of 40Ni 2
Cr1 Mo28 steel and Carbon Fiber when static load is applied
Fig 4.8
Stress analysis of pinion and gear with holes in all teeth of 40Ni 2 Cr1
46
Fig 4.9
Strain analysis of pinion and gear with holes in all teeth of 40Ni 2 Cr1 Mo28
steel and Carbon Fiber when static load is applied
Fig 4.10
Total deformation of pinion and gear with holes in alternate teeth of 40Ni
2 Cr1 Mo28 steel and Carbon Fiber when static load is applied
47
Fig 4.11
Stress analysis of pinion and gear with holes in alternate teeth of 40Ni 2
Fig 4.12
Strain analysis of pinion and gear with holes in alternate teeth of 40Ni 2
48
Fig 4.13
Total deformation of pinion and gear with holes in all teeth of 40Ni 2
Cr1 Mo28 steel and Carbon Fiber when torque load is applied
Fig 4.14
Strain analysis of pinion and gear with holes in all teeth of 40Ni 2 Cr1
49
Fig 4.15
Stress analysis of pinion and gear with holes in all teeth of 40Ni 2 Cr1
Fig 4.16
Total deformation of pinion and gear with holes in alternate teeth of 40Ni 2 Cr1
50
Fig 4.17
Strain analysis of pinion and gear with holes in alternate teeth of 40Ni 2 Cr1
Fig 4.18
Stress analysis of pinion and gear with holes in alternate teeth of 40Ni
2 Cr1 Mo28 steel and Carbon Fiber when torque load is applied
51
Graphical Comparison :
FIG 4.19
Comparison of Torque loads (Equivalent Stress) : 40Ni 2 Cr1 Mo28

steel vs Carbon Fiber
FIG 4.20
Comparison of Static loads (Equivalent Stress) : 40Ni 2 Cr1 Mo28

steel vs Carbon Fiber
52
CHAPTER 5
RESULTS DISCUSSION AND CONCLUSION
Design and modeling of a gear, pinion and the meshing, was successfully
completed using solidworks design tool and basic static analysis completed
using ANSYS.
We know that with the increase of stress, life of gear decreases. The
maximum stress in a gear will be near the root of the teeth.
The results obtained from ANSYS reveals the Maximum Equivalent Stress
values of meshed Gear and Pinion without holes of 40Ni 2 Cr1 Mo28 steel
and Carbon Fiber when static load is applied are 7.538 x10 6 kgf/cm2 and
5.6563 x106 kgf/cm2. Maximum Equivalent Stress values of meshed Gear
and Pinion with holes in the center of alternate teeth of 40Ni 2 Cr1 Mo28
steel and Carbon Fiber when static load is applied are 6.6398 x106 kgf/cm2
and 6.8997 x106 kgf/cm2.Maximum Equivalent Stress values of meshed
Gear and Pinion with holes in the center of all the teeth of 40Ni 2 Cr1 Mo28
steel and Carbon Fiber when static load is applied are 7.26 x10 6 kgf/cm2 and
6.2593 x106 kgf/cm2.
The Maximum Equivalent Stress values of meshed Gear and Pinion without
holes of 40Ni 2 Cr1 Mo28 steel and Carbon Fiber when torque load is
applied are 7.1696 x106 kgf/cm2 and 7.4524 x106 kgf/cm2. Maximum
Equivalent Stress values of meshed Gear and Pinion with holes in the center
of alternate teeth of 40Ni 2 Cr1 Mo28 steel and Carbon Fiber when torque
load is applied are 6.6298 x106 kgf/cm2 and 6.921 x106 kgf/cm2.Maximum
Equivalent Stress values of meshed Gear and Pinion with holes in the center
of all the teeth of 40Ni 2 Cr1 Mo28 steel and Carbon Fiber when torque
load is applied are 2.3516 x106 kgf/cm2 and 2.4433 x106 kgf/cm2.
When static load and torque load applied ,Stress analysis of Wheel and
pinion of 40Ni 2 Cr1 Mo28 steel with hole at center of teeth in alternate
teeth and with hole at center of teeth in all teeth gives the lesser Maximum
Principal Stress values when compared to the Stress analysis of Wheel and
pinion without holes.
When torque load applied ,Stress analysis of Wheel and pinion of Carbon
53
Fiber with hole at center of teeth in alternate teeth and with hole at center of
teeth in all teeth gives the lesser Maximum Principal Stress values when
compared to the Stress analysis of Wheel and pinion without holes. But
when static load applied, Stress analysis of Wheel and pinion of Carbon
Fiber with hole at center of teeth in alternate teeth and with hole at center of
teeth in all teeth gives the higher Maximum Principal Stress values when
compared to the Stress analysis of Wheel and pinion without holes.
The stress values obtained in pinion and wheel resembles the same pattern
for the position of the hole. Hole at the center of all teeth along the pitch
circle diameter reduces the maximum stress as compared to the hole at the
center of alternate teeth.
The holes introduced reduces the stress values and hence called as stress-
relieving hole. It might decrease the fatigue strength of gear, but it is also
more possible to improve the fatigue strength due to relieving the max
stress.
With best result which was obtained in both pinion and wheel with hole at
center of the all the teeth on Pitch circle diameter. Reduction in stress is
possible with circular hole as a stress relieving feature. Stresses are very
much sensitive to the location and size of stress relieving features. It may be
difficult to determine the correct location of a stress relieving feature.
54
CHAPTER 6
FUTURE SCOPE OF THE PROJECT
The future scope of this project is to carry out the analysis of gear teeth with
stress relieving holes at various position and to decide the optimum position of
the stress relieving hole.
Further it can be done for different shape. The shape of the holes can be altered
such as elliptical shape and aero foil shape instead of circular holes used in the
present work.
This work can be also carried out by changing the materials to select a suitable
material in manufacturing process.
55
CHAPTER 7
REFERENCES
1. Singh V., “Finite element analysis of a spur gear tooth using ansys and
stress reduction by stress relif hole” (International Journal of
Computational Methods) volume 2, No. 2, March 2012.
2. Igor L.Glikson and Alexander A.Stupakov “Modernization of Main

Helicopter Gearbox with Asymmetric Tooth Gears” ASME 2013
International Design Engineering Technical Conferences & Computers
and Information in Engineering Conference IDETC / CIE
2013IDETC/CIE(August 2013).
3. Mohammad A. Alharthy, “Study of stress relieving features to reduce the

root fillet stress in spur gear” (International Journal of Innovative
Research in Science Engineering and Technology), volume 3, Issue
12, December 2014.
4. Prof. Vijaykumar Chalwa, “Determined empirical relation with the help

of which prediction of root fillet stress in gears” (International Journal
of Innovative Research in Science Engineering and Technology),
volume 3, Issue 12, December 2014.
5. Abhijit Mahadev Sankpal, “Contact Stress Analysis of Spur Gear by

Photo elastic Technique and Finite Element Analysis” (International
Conference on Theoretical and Applied Research in Mechanical
Engineering), 18 May 2015.
6. E.E. Shipley., “Design and Failure Analysis of Gear Tooth”

(International Journal of Innovative Research in Science
Engineering and Technology), volume 2, Issue 6, November 2015.
7. Mr. R. Ashok Raj and V. Rajaprabakaran, “Study of different shaped

holes to reduce stress concentration” (International Journal of
Innovative Research in Science Engineering and Technology ),
volume 3, Issue 12, December 2014.
56
8. Patil Amol Shivaji., “Design and Failure Analysis on Gear Tooth”
(International Journal of Innovative Research in Science
Engineering and Technology), volume 5, Issue 6, June 2018.
9. Devender singh , “Structural analysis of spur gear using FEM”

International Journal of Mechanical Engineering and Technology
(IJMET) Volume 7, Issue 6,November-December 2016 IAEME
Publication (2016).
10. S.Mahendran, K.M.Eazhil , L.Senthil Kumar, “Design and Analysis of

Composite Spur Gear “International journal and Research of Scientific
innovation(IJRSI) Volume1, Issue 6, November 2015.
57

Main Project

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Main Project

Uploaded by

Copyright:

Available Formats

TABLE OF CONTEN

1.2.1 EXTERNAL SPUR

1.2.2 INTERNAL SPUR G

1.3 GEAR TERMINOLOG

1.6 COMMON CAUSES F

3.1 DESIGN CALCULATIONS FOR PINION AND 17-20

3.2 FOR CHECKING BENDING STRENGTH 20

3.3 DESIGN CALCULATIONS FOR PINION AND 21-23

3.4 FOR CHECKING BENDING STRENGTH 24

3.5 SOFTWARES USED 25

3.7 MODELLING OF SPUR GEAR 26-32

4. ANALYSIS OF GEAR TOOTH AND RESULTS

4.1 INTRODUCTION TO ANSYS 33

4.2 ANALYSIS PROCEDURE AND STEPS 34-35

4.3 ANALYSIS RESULTS 36-51

5. RESULTS DISCUSSION AND CONCLUSION 52-53

6. FUTURESCOPE OF THE PROJECT 54

FIGURE NO TITLE PAGE NO

4.3 STRAIN ANALYSIS OF PINION AND 43

4.4 TOTAL DEFORMATION OF PINION AND 43

4.5 STRESS ANALYSIS OF PINION AND 44

4.6 STRAIN ANALYSIS OF PINION AND 44

4.7 TOTAL DEFORMATION OF PINION AND 45

4.8 STRESS ANALYSIS OF PINION AND 45

4.9 STRAIN ANALYSIS OF PINION AND 46

4.10 TOTAL DEFORMATION OF PINION AND 46

4.11 STRESS ANALYSIS OF PINION AND 47

4.12 STRAIN ANALYSIS OF PINION AND 47

4.13 TOTAL DEFORMATION OF PINION AND 48

4.14 STRAIN ANALYSIS OF PINION AND 48

4.15 STRESS ANALYSIS OF PINION AND 49

4.16 TOTAL DEFORMATION OF PINION AND 49

4.17 STRAIN ANALYSIS OF PINION AND 50

4.18 STRESS ANALYSIS OF PINION AND 50

4.19 COMPARISION OF TORQUE LOADS 51

TABLE TITLE PAGE

4.4 Static load on pinion and gear with holes on 37

4.10 Torque load on pinion and gear with holes in 40

KEYWORDS: Spur gear, Gear tooth, Holes, composite material, SOLID

A gear or cogwheel could also be a rotating machine part having cut

Fig 1.1 – Spur Gear

Fig. 1.2 – External Spur Gear

1.3 Gear Terminology:

1.4 Requirements for an ideal gear tooth section :

 The requirements for an ideal gear tooth as follows

 Size and envelope requirements

 Input and output interfaces and dimensions

 Any legal and regulatory requirement

1.6 COMMON CAUSES FOR GEAR FAILURE

2. Excessive wear: Excessive wear is sustained to be a drag until a huge

3. Abrasive wear: Abrasive wear appears thanks to radial scratch marks,

4. Corrosive Wear: Corrosive wear is thanks to chemical change

A REVIEW ON ANALYSIS OF COMPOSITE MATERIAL FOR SPUR

Utkarsh.M.Desai.,A spur Gear is generally subjected to bending stress which

TESTING /ANALYSIS METHODS USED: Modelling is done using ANSYS

EQUIPMENTS/TOOLS USED: ANSYSV14.

CONCLUSION: This work is concerned with the replacement of existing

H.G.S.J.Thuis.,says The objective is to combine new cost effective

TESTING/ANALYSIS USED : Modellingand finite element analysis of gear

EQUIPMENT AND TOOLS USED : resin Transfer Moulding (RTM)

CONCLUSION : Composite landing gear components are feasible and cost-

Contact Stress Analysis of Spur Gear by Photo elastic Technique

TESTING /ANALYSIS METHODS USED: Experimental Method, FEM