MTM 1

SSM COLLEGE OF ENGINEERING, KOMARAPALAYAM
DEPARTMENT OF TEXTILES
TT8654 MECHANICS OF TEXTILE MACHINERY
TT8654 MECHANICS OF TEXTILE MACHINERY LTPC3003
UNIT I 5
Equations of forces, motion and energy; energy stored in rotating masses.
UNIT II 9
Clutches and brakes – types, application in textile machines; gears, gear trains; power transmission –
different modes, advantages and limitations, applications
UNIT III 9
Differential and variable speed drives – principles, application in textile machines; design of cone
drums – piano feed regulation, roving machine builder mechanism;
UNIT IV 9
Friction – calculations; bearings, design of drive transmitting shafts, balancing of rotating masses
UNIT V 13
Design of winder drums; kinematics of shedding; design of tappets; beat up force, sley eccentricity;
power for picking
TOTAL : 45 PERIODS
TEXTBOOKS:
1. Booth J. E., “Textile Mathematics”, Vol. 2&3, The Textile Institute, Manchester, 1975.
2. Slater K., “Textile Mechanics”, Vol. 1&2, The Textile Institute, Manchester, 1977.
REFERENCE:
1. Rengasamy R. S., “Mechanics of Spinning Machines”, NCUTE, Ministry of Textiles, Govt. of India,
2000.
1
UNIT – I
Equations of motion
▪ Linear motion
It is defined as the distance moved by a body in a straight line.
▪ Angular motion
It is defined as the distance moved by a body in an angle.
▪ Speed
Speed is defined as the rate of change of displacement without regarding to the particular direction
1. Linear speed m/s
2. Angular speed rad/s
▪ Velocity
It is defined as the rate of change of displacement in a given direction
▪ Acceleration / Retardation
It is defined as the rate of change of velocity in unit time. Its unit is m/s². When the velocity of the body
reduces the acceleration of the body is considered to be negative and it is termed as retardation.
Equations of motion
When a body is moving at a constant rate of acceleration, the relationship between the velocities
of the body at the beginning and at the end of time „t‟ which has passed the distance „s‟ is given as
▪ v = u ± at
▪ s = ut ± ½ at²
▪ v²= u² ± 2as
where,
u – initial velocity
v – final velocity
s – distance/displacement
a – Acceleration (+), Retardation (-)
t – time
1. A shuttle is moving at 40 ft/s when it enters the warp shed and moves 5 ft before it is through the
shed. During its passage, it is subjected to a retardation, which may be considered uniform of 30 ft/s².
Find the time it takes to traverse the shed and its velocity when leaving.
Solution: Initial velocity u = 40 ft/s Distance moved S = 5 ft Leaving velocity V = ? Time = ?

V² = u² − 2aS
= 40² − 2 * 30 * 5
= 36.05 ft/s
2
Time = ?
V = u − at
36.05 = 40 − 30 * t
Time (t) = 0.133 s
▪ Angular displacement
Angular displacement is the angle moved by a revolving body. The commonest unit for angular
displacement is 1 revolution. Another useful unit is 1 radian which is the angle subtended at the center
of the circle by an arc equal to the radius as shown in Fig.
1 revolution = 2 * π radians = 360° 1 radians = θ/2π t = θ /6N, N- speed in rpm
▪ ω = ω0 ± αt
▪ ω² = ω0² ± 2αt
▪ θ = ω0 t ± ½ αt²
where,
ω0 – initial velocity
ω – final velocity
θ – distance/displacement
α– Acceleration (+), Retardation (-)
t – time
1. A carding engine was observed to take 24 s to take a full speed of 160 rpm. What is the acceleration
and how many revolutions does the card make during the acceleration?
Solution: T = 24 s, N2 =160 rpm, ω = 2π (160)/60 = 16.75 rad/s, ω0 = 0

ω = ω0 + αt
16.75 = 0 + 24α
α = 0.697 rad/s²
θ = ω0 t + ½ αt²
= 0 + ½ (0.698) (24) ²
θ = 201.02 rad
No. of revolutions = θ/2π = 201.2/2π = 31.99 revolution
3
Problems
1. A loom shuttle requires 1/12 of a second to pass through the warp sheet having 1.219 m width. Find
the average velocity if it is subjected to the retardation of 9.754 m/s2. Ans : 47.99 ft/s
2. A machine is started from rest at full speed of 180 rpm with uniform acceleration of 36 rad/s2. Find
the time taken to reach full speed and angle moved by the driving shaft during acceleration.
Ans:   S θ  4.923 radians
3. A shuttle is moving at 12 m/s when it enters warp shed and moves 1.6 m before it is stopped. During
its passage it is subjected to uniform retardation of 12 m/s2. Find time it makes to traverse the shed and
its velocity when leaving. Ans: t = 0.14 s
4. A beater having diameter of 1.2 m revolving at a speed of 900 rpm. It is required to bring down the
speed of 400 rpm before the beater makes 10 revolutions. Find the time taken and also the uniform
retardation req. Calculate the length of material delivered by the beater during change of speed (from
900 to 400 rpm). Ans: t = 0.923 S, a = –56.72 rad/s2, Length of material = 37.69 mts
5. A loom shuttle is moving at 30 ft/s when it leave the warp shed it has to be brought to rest in 9 in. of
its movement and it stops before crank shafts moves further 60o. The loom speed is 180 picks/min. if
retardation is uniform, find whether the shuttle is stopped in time.
4
Shuttle Fly Out Problem

1. A shuttle 3 ft above the floor level and moving at 30 ft/s flies out of the loom at an angle of 10° to
the horizontal. How high will it rise, how fast will it move horizontally before it strikes the floor, total
time travelled by shuttle and landing angle.
Solution
Consider the vertical movement.

Vertical velocity Vv is given by
30 * sin 10° = 5.20 ft/s
Horizontal velocity Vh is given by
30 * cos 10° = 29.54 ft/s
The shuttle has initial velocity of 5.29 ft/s, retardation is −32.2 ft/s; space passed over by shuttle is 3
ft, since upward movement has been
Upward movement, (-a) = 32 ft /s2
V = u - at
0 = 5.20 - 32.2 * t
t = 5.20/32.2 = 0.161 s
t = 0.161s
V2 = u2 – 2as
0 = 5.202 – 2 * 32.2 * s
s = 0.42 ft
Total height raised by the shuttle is S = 3 ft + 0.42 ft = 3.42 ft.
5
Downward movement, (+a)

V2 = u2 + 2 as
= 0 + 2 * 32.2 * 3.42
= 14.84 ft/s
V = u + at
14.8 = 0 + 32.2* t
t = 14.8/32.2 = 0.460 s
Total time taken for the shuttle to reach the floor = 0.161 + 0.460 = 0.622 s
Final shuttle velocity: The final velocity of the shuttle when it strikes the floor is the resultant of
horizontal velocity and final vertical velocity downwards.
Therefore, the final shuttle velocity is V2 = √14.82 + 29.552

V = 33 ft/s
Angle of shuttle flight is tan θ = 14.8/29.55
θ = tan-1 0.5 or 27°
Horizontal distance moved by the shuttle is product of final velocity V × total time T
= 33 × 0.622
= 20.53 ft
Problems
1. A shuttle 3 meter above the floor is flying out of the loom at a velocity of 10 m/sec at an angle
of 0.15 radian. Find,
i) How high will the shuttle rise?

ii) How far the shuttle move horizontally before it strikes the floor?
iii) What will be the angle of landing?
iv) What will be the final striking velocity of the shuttle?
v) What is the time of travel?
6
Force :
Force produces or tends to produce changes in motions of a body. Its nature can be explained
by the Newton‟s laws of motion:
1. Everybody continues in its state of rest or of uniform motion in a straight line, except in so
far as it is compelled by impressed forces to change that state.
2. Motion takes place in the direction of the applied force, and the change of motion is
proportional to the applied force.
3. For every force in action, there is an equal and opposite reaction.
Force = m × a
Where, m- mass, a- acceleration
mass = weight/gravitational force g-9.81m/s2 g-32 ft/s2
Relation between force, time and momentum
change of velocity (V) = Force (F) * Time (T)/ Mass (M)

Since change of velocity/time = acceleration
Example 1: The shuttle of a loom weighing 0.75 lb is given a velocity of 50 ft/s in the time the loom
crankshaft revolving at 200 rpm turns 50°. What is the average force acting on the shuttle during that
time to change its velocity?
Solution:
The time during which the force acts is the time for 50/360 revolution at 200 rpm.
T= θ/6N where N- speed in rpm
50 / 6×200 = 0.041 s
F = Mass * change in velocity/time = 0.75/32 * 50/0.041 = 28.58 lb (wt)
This is the average force acting during the time. The force will be constant only if the acceleration is
uniform.
Problems
1. A mule carriage weighing 6400 lb and moving at 30 in./s has to be brought to rest in 0.1 s. What
average force is required to stop it? Ans. Force = 500 lb
2.A carding engine mass 500 kgs which was observed to make 120 revolutions in coming to rest when
the belt is put on loose pulley. If the running speed is 160 rpm and the retardation is uniform, what is
the retardation and how long does it take the card to stop? What is the force applied by the engine?
7
Energy
Energy is defined as the capacity of doing work. There are two types of energy
1. Potential energy
The energy possessed by the body by the virtue of its position.
PE = mgh where, m-mass, g- gravitational force, h-height
2. Kinetic energy
It may be defined as the energy possessed by the body by virtue of its motion.
KE = ½ mv2 where, m-mass, v- velocity
Work Done
Work is done when a resistance is overcome through a displacement. The amount of work done
is the product of the resistance, or the force overcoming the resistance and the displacement.
Work done = Force × Displacement = F × S
The usual unit of the work is I foot pound (lb wt), the work done when a resistance of 1 lb is overcome
through a displacement of 1 foot (in FPS units).
When a couple or torque (T) acting on a body causes angular displacement (θ) about an axis
perpendicular to the plane of the couple, then Work done = Torque × Angular displacement = T θ
Torque = Force × perpendicular distance
Power:
Power is defined as the rate of doing the work.
Power = Work done / time
The usual unit is 1 HP (Horse Power). In S.I. units, the unit of power is watt, which is written as W.
This is equal to 1 N-m/s or 1 J/s.
1 Joule = 1 N-m
1. A spring is stretched by 50 mm by the application of force. Find the work done if the force required
to stretch 1 mm of the spring is 10 N.
Solution: Spring is stretched by the application of force (s) = 50 mm, Force applied = 10 N, Work done
to stretch the spring by 50 mm
= Force × Distance = 10 × 50 = 500 N
Average force = 500 / 2 = 250 N
Work done = Average force × Distance = 250 × 50 = 12500 N-m = 12.5 J
8
2. The two springs for reversing the motion of a heald shaft, as shown in Fig., have their ends to be
extended 5 in. to get them in position with the heald shaft down. If the stiffness of the spring is 1 lb wt
per in., find the work done (a) in putting the springs in position (b) in stretching the springs to additional
4 in. when the shaft is lifted.
Solution: The spring offers resistance which varies uniformly with the stretch. The term “stiffness”
refers to the force required to stretch the spring 1 in., in this case 1 lb.
(a) The work done on each spring in overcoming the resistance which varies uniformly from 0 to 5 lb,
the displacement being 5 in.
Work done per spring = 5/2 * displacement = 5/2 * 5 = 12.5 in lb
Work done on two springs = 12.5 * 2 = 25 in lb
(b) Each time when the shaft is lifted, the springs have to be stretched to additional 4 in. to 5 in. The
resistance offered by the springs varies from 5 lb at the beginning and 9 in. at the end.
Work done per spring = 5 + 9/2 * displacement = 7 * 4 = 28 in. lb
Work done in stretching two springs during lift of the shaft = 28 * 2 = 56 in. lb
Relationship between Work done, Energy and Power

Energy = work done, P.E = m.g.h, K.E = F.S = m.a.s = ½ mv2 ( F=m.a, v2 = u2 + 2 a.s)
Work done = Force × Distance
Power = work done / Time
Problems
1. A hoist, with its loads, weighs 2 tons. How much work is done in lifting it 80 ft? If it goes up in 2
min., what average horse power is required? Ans: Work done = 160 tons HP required = 5.34
2. A loom shuttle offers an average resistance, during picking of 30 lb over a distance of 6 in. How
much work is done per minute in picking the shuttle, if the loom speed is 180 picks per minute? Ans.
3600 ft lb
9
Energy Stored in Rotating Masses

A flywheel used in machines serves as a reservoir, which stores energy during the period when
the supply of energy is more than the requirement, and releases it during the period when the
requirement of energy is more than the supply.
when the flywheel absorbs energy, its speed increases and when it releases energy, the speed
decreases. Hence a flywheel does not maintain a constant speed, it simply reduces the fluctuation of
speed
Coefficient of Fluctuation of Speed
The difference between the maximum and minimum speeds during a cycle is called the
maximum fluctuation of speed. The ratio of the maximum fluctuation of speed to the mean speed is
called the coefficient of fluctuation of speed.
Let N1 and N2 = Maximum and minimum speeds in r.p.m. during the cycle, and
Coefficient of fluctuation of speed,
Energy Stored in a Flywheel

A flywheel is shown in Fig that when a flywheel absorbs energy, its speed increases
and when it gives up energy, its speed decreases.
Let m = Mass of the flywheel in kg,
k = Radius of gyration of the flywheel in metres,
10
I = Mass moment of inertia of the flywheel about its axis of rotation in kg-m2 = m.k2,
N 1 and N 2 = Maximum and minimum speeds during the cycle in r.p.m.,
ω 1 and ω 2 = Maximum and minimum angular speeds during the cycle in rad/s,
The radius of gyration (k) may be taken equal to the mean radius of the rim (R), because the
thickness of rim is very small as compared to the diameter of rim. Therefore, substituting k = R, in
equation (ii), we have
11
2𝜋𝑁
Similarly,𝜔 = [ ]
60
2𝜋𝑁 2𝜋𝑁1 2𝜋𝑁2 4𝜋2
∆𝐸 = 𝐼 60 [ 60 − 60 ] = 3600 𝑥 𝐼 𝑥 𝑁 𝑥 [𝑁1 − 𝑁2]

𝜋2 2
∆𝐸 = 𝑚𝑘 𝑁 (𝑁1 − 𝑁2)
900
𝝅𝟐 𝟐 𝟐
∆𝑬 = 𝒎𝒌 𝑵 𝑪𝒔
𝟗𝟎𝟎
Problems
1. The mass of flywheel of a loom is 6.5 tonnes and the radius of gyration is 1.8 meters. It is found
from the turning moment diagram that the fluctuation of energy is 56 KNm. If the mean speed of the
engine is 120 rpm. Find the maximum and minimum speeds.
2. The fly wheel of a textile machine has a radius of gyration of 1 m and mass 2.5 tonnes. The starting
torque of the machine is 1500 Nm and may be assumed constant. Find the angular acceleration of the
flywheel and kinetic energy of the flywheel after 10 seconds from the start.
Reference:
1. Mechanics and calculations of textile machinery - N. Gokarneshan
2. Textile mechanisms in spinning and weaving machines - Ganapathy Nagarajan
3. Theory of machines – Khurmi
Prepared and compiled by S.Gurunathan Assistant professor / Textile Technology
12
UNIT II
Clutches
Clutch is a mechanical device, which is used to connect or disconnect the source of power
transmission system at the will of the operator.
When a motor of a textile machine is to be started, the drive to the machine should be
disconnected till the motor attains the full speed.
Clutch may be regarded as a device employed to connect or disconnect shafts during their
relative motion or when at rest. For the smooth performance of the driven shaft, both driving and driven
shafts should be perfectly coaxial.
There are two types of clutches: (1) jaw clutch and (2) friction clutch.
Jaw Clutch
A jaw clutch used in a carding machine is shown in Fig. This
consists of two disks, which have jaws/teeth that can fit with each other.
The jaw disk 1 is fastened to the driving shaft A. The driving shaft gets
its motion from the doffer through bevel gears. The other disk 2 is fitted
on the driven shaft B and can be shifted along the driven shaft over a
guide feather key by a shifting mechanism C. Both the shafts are
coaxial. The driven shaft transfers motion to the feed roller through
bevel gears. When jaws are engaged, motion is transmitted by direct
interference between projections on two parts of the jaw clutch.
Disengaging the clutch can disconnect the drive to the feed roller. These
clutches can only be engaged at low speeds (relative velocity 60 rpm
for jaw clutches, 300 rpm for toothed clutches). For high-speed
application, the engagement will cause violent shock and noise.
Applications
 Jaw clutches were also used in looms.
 In conventional blow room, the drive to pedal roller of piano-feed regulating mechanism is
effected through jaw clutch. Once the lap attains the pre-set length, a lever from the lap stop
mechanism disengages the clutch and hence the drive to the pedal roller of the last beater of
the blow room is disconnected.
 Toothed clutches are used for under winding of yarn in ring frame. When a ring cop is full,
the clutch disengages and the ring rail goes to bottom position.
Advantages
 The advantage of these clutches is positive engagement and, once coupled, can transmit large
torque with no slip.
 They are sometimes combined with a friction type clutch, which drag the two elements to
nearly the same velocity before the jaws or teeth engage.
 This is called synchromesh clutch. Jaw clutches are comparatively smaller in size for same
power transmission.
13
The satisfactory operation of jaw clutch depends on the accurate machining of two halves to
ensure perfect contact between all conjugate jaws. The correct mounting of two halves on the respective
shafts is essential for correct engagement.
Friction clutches
▪ Friction clutches are gradually engaging clutches. Driving shaft may be rotating at full speed
while the driven shaft either stationary or rotating at much lower speed is brought into connection
with the former. As the engagement of the clutch proceeds, the speed of the driven shaft attains
the speed of the driving shaft. The torque transmitting efficiency of friction clutches depends on
the frictional force between two bodies which are pressed together.
▪ To increase the friction between the two bodies, a special material, „friction material‟, is provided
on one of these bodies. The friction clutches are classified as two-plane discs or multiple-lane
discs depending upon the number of friction surfaces. Based on the shape of the friction lining,
they are classified as disc clutches, cone clutches or expanding shoe clutches.
▪ The friction clutches are classified as single-plate discs or multiple-plate depending upon the
number of friction surfaces. Based on the shape of the friction lining, they are classified as disc
clutches, cone clutches or expanding shoe clutches.
1. Single disc or plate clutch

▪ This consists of two discs or flanges or plates as shown in
Fig. One disc „driving disc‟ is fastened to the driving shaft.
The driven disc is free to move along the driven shaft due
to splined connection. Both the shafts are coaxial.
▪ During disengagement of the clutch, a contact lever keeps
the driven disc away from the driving disc. For the
engagement of the clutch, the contact lever has to be
gradually released.
▪ Then a spring provides an actuating force to the driven disc
forcing it to move towards the driving disc and finally
makes contact with it. The driven disc starts rotating at low
speed due to the friction between the discs.
▪ When the contact lever is fully released by a hydraulic cylinder, the spring provides the required
axial force to press the driven disc against the driver disc, the friction force between them
increases, and the driven disc attains the speed of the driver disc.
▪ Torque is transmitted by means of frictional force between these plates. Disc clutches are used in
the drive from calender roller to lap rollers of a lap forming machine. When a lap attains its preset
length, clutch disengages. Due to braking action, calender stops feeding web. However, lap rollers
run for about a metre severing the lap.
Advantage:
▪ Friction clutches permit smooth engagement at any speed. In any event of over loads, the
friction clutches slip momentarily, safeguarding the machine or mechanism against breakage.
Single plate clutches are used where there is enough radial space.
14
2. Multi disc or plate clutch

▪ A multi-plane disc friction clutch is shown in Fig. It
consists of two sets of discs A and B. A set of driven discs, „A‟,
are mounted to the driven shaft by means of splined sleeve, so
that they are free to move in an axial direction.
▪ A specially shaped plate is fastened to the driving shaft. It
has a rim and an L-shaped face or drum. When the driving shaft
rotates, the drum also rotates along with the driving shaft.
▪ Radially equi-spaced axial holes (three or four) are
provided on the rim and the drum, so that a bolt can pass
through each set of the holes. The driving set of discs „B‟ is
also made with radially equi-spaced holes. The bolts pass
through the holes of the drum, driving discs, „B‟ and the rim of the plate.
▪ A clearance fit between the bolts and the holes in the driving disc allows the discs B to move in
an axial direction. The bolts are rigidly fixed to a revolving drum. Normally, the discs „A‟ are placed
compressed under spring force, so that they pressed against the driving discs, „B‟, and torque is
transmitted to the driven shaft.
▪ For disengagement of the clutch, contact levers move the driven discs away from the driving
ones. Hardened steel and hardened bronze are used to make the driven and driving discs respectively.
cone clutches
▪ The cone clutches are simple in construction and
are easy to disengage. However, the requirement
for the coaxially of the driving and driven shafts is
critical. A cone clutch consists of two working
surfaces, viz., inner and outer cones, as shown in
Fig.
▪ The outer cone is fastened to the driving shaft and the
inner cone is free to slide axially on the driven shaft
due to splines. A helical compression spring
provides the necessary axial force to the inner cone
to press against the outer cone, thus engaging the
clutch.
▪ A contact lever is used to disengage the clutch. The inner cone surface is lined with friction
material. Due to wedging action between the conical working surfaces, there is considerable
normal pressure and friction force with a small engaging force.
▪ The semi-cone angle „a‟ is kept greater than a certain value to avoid self-engagement; otherwise
disengagement of clutch would be difficult. This is kept around 12.5°. Cone clutch is used to
delay the start of drafting unit of a ring frame.
15
Centrifugal Clutch
▪ Whenever the load on the driver (motor) has to be
engaged after the driver has attained its full speed
or a critical speed, a centrifugal clutch may be used
in those situations. The centrifugal clutch permits
the drive motor to start, warm up and accelerate to
the operating speed without load. Then the clutch
is automatically engaged and the driven element is
smoothly brought up to the operating speed. These
clutches are very much useful for heavy loads
where the motor cannot be started under that load.
▪ They are widely used in textile machinery. For example, centrifugal clutches are used in
drive from motor to cylinder and licker-in of modern card. Drive from motor to motor-
pulley is through this clutch. Once the motor attains the required speed, the centrifugal
clutch engages, transmitting the drive to licker-in and cylinder, thus safe guarding the motor
during start-up.
▪ The centrifugal clutch works on the principle of centrifugal force, which increases proportionally
to the square of the rotational speed. A centrifugal clutch is shown in Fig.
▪ Spiders are mounted radially, equi-spaced on the driver or input shaft. They form the radial guides
or spaces around the driver shaft. In each guide, a sliding shoe is retained by a spring.
▪ The outer surface of the sliding shoe is provided with a lining of friction material. The entire
assembly of the spider, shoes and spring is enclosed in a co-axial drum, which is mounted on the
output or driven shaft.
▪ As the rotational speed of input shaft increases just after the start-up of the input drive, the
centrifugal force acting on the sliding shoe increases. This causes each shoe to move in radically
outward direction. The shoe continues to move with increasing speed until they contact the inner
surface of the drum, overcoming the spring force.
▪ Torque is transmitted due to frictional force between the shoe lining and the inner surface of the
drum.
▪ The centrifugal force is corresponding to speed. Just before the engagement of shoe with the drum,
the centrifugal force is equal and opposite the spring force.
▪ Therefore, above the engagement speed, the centrifugal force on the shoe is slightly more than the
spring-force, the shoe overcomes the spring force and contacts the drum.
16
Brakes
▪ Brake is a machine element which is used either to stop the machine or retard the motion
of a moving system, such as a rotating rollers or drums or vehicle where the driving force
has ceased to act or is still acting. In practice most, brakes act upon drums mounted on the
driving shafts or driven shafts.
▪ In such cases brake will act either upon the internal surface or external surface of the drum. The
brakes acting on the brake drums do not make contact along the whole periphery and the part
making contact with the drum is called shoe.
▪ The shoe has to expand for internal contact and close in for external contact. When the braking
action takes place, the energy absorbed by the brake shoe is converted into heat energy and
dissipated to surroundings.
▪ Heat dissipation is a serious problem in brake applications. Depending on the shape of friction
material, the mechanical brakes are classified as disc type, drum brakes. In addition, hydraulic,
magnetic, pneumatic and eddy current brakes are available.
MECHANICAL BRAKE
Block Brake with Short Shoe
A block brake consists of a rotating drum
(brake drum) against which a brake shoe (or block) is pressed
by means of a pivoted lever is shown in Fig.
The friction force between the shoe and the
brake drum acts against the direction of rotation of the drum
at the contact region. This causes retardation of the drum.
When the friction force is very high, the drum stops rotating.
The angle of contact, 0, between the shoe and
the brake drum is usually kept less than 45°, for uniform
intensity of pressure between them. The main disadvantage of
the block brake is the tendency of the drum shaft to bend
under the action of normal force (N).
Single block brake with short shoe is used in scutcher to give pressure to the lap during
winding. As the lap builds-up, the lap-rack tends to move upwards. A brake drum is mounted on
to the shaft that carries the pinions meshing with the rack. As lap diameter increases, the pinion
rotates due to the movement of the rack. Since a brake shoe mounted on a lever with adjustable
weight is in contact with the drum during lap winding, a braking action is always effected against
the upward movement of the lap-rack.
This helps in building a compact lap. These brakes were commonly used in winding of
sliver-laps and ribbon-laps.
17
Pivoted double block

Pivoted double block brake is used in braking the
spindle for piecing the yarn in ring frame.
A spindle brake is shown in Fig. In this case the

tendency for unseating the brake is eliminated.
Internal Expanding Brake

An internal expanding brake is shown in Fig. It consists
of a shoe, which is pivoted at „A‟ and on the other end „B‟ an
actuating force F acts. A friction lining is provided on the shoe.
The complete assembly of shoe with lining and pivot is
placed inside the brake drum. Under the action of the actuating
force the shoe contacts the inner surface of the drum. Internal
shoe brakes, with two symmetrical shoes, are used in lap
forming machine and TFO. The actuating force is usually
provided by a hydraulic cylinder. When a lap is about to reach
its preset length, braking action on the main shaft slows down
the machine.
Band Brake
In a band brake, a flexible steel band lined with
friction material, presses against the rotating brake drum.
Fig. shows a simple band brake, where one end of the steel
band passes through the fulcrum of the actuating lever (O).
The other end of the band is connected to the lever at point
(A) a distance „a‟ from the pivot point. Actuating force is
applied at point (B) on the lever.
The working of steel band is similar to that of a
stationary flat belt on rim of a pulley. Therefore, the ratio
of tensions on the steel band is given by
The torque Mt absorbed by the brake is given by Mt = (Tt – Ts) r
Where, Mt = torque capacity of the brake (N-mm); r = radius of the brake drum (mm)
Considering the forces acting on the lever and taking moments about the pivot (0),
Ts.a = Fl
F = Ts.a /l
18
Differential Band Brake

A differential band brake is one where both the ends of the band are not passing through the
pivot of the actuating lever. Differential band brakes are designed for the condition of self-locking.
These breaks were used earlier in sliver and ribbon lap machines to apply pressure on
lap spindle during lap formation. Currently the pressure on the lap spindle is applied by
pneumatic means.
Considering forces acting on the lever and taking moments about the pivot, we can get,
(Fl)+ (Tt b) – (Ts a) = 0
F = (Ts a – Tt b) / l
Substituting equation in the above expression,
F = Ts (a – b eμθ) / l
For self-locking condition,
F = 0 or negative, a < = b eμθ
Therefore, the condition of self-locking is given by % < = eμθ
Similarly, when the drum rotates in counter clockwise direction, the actuating written as,
F = Ts (a eμθ – b)/l
TYPES OF BELTS
1. Flat belt – The flat belt as shown in Fig. (a) is mostly used in factories and workshops,
where a moderate amount of power is to be transmitted from one pulley to another. The two pulleys
should not be more than 8 meters apart.
2. V-belt – The V-belt as shown in Fig. (b) is mostly used in workshops and factories where a
moderate amount of power is to be transmitted from one pulley to another, when the two pulleys are
very near to each other.
3. Circular belt or rope – The circular belt or rope as shown in Fig. (c) are commonly used in
industries and workshops, where large amount of power is to be transmitted from one pulley to
another and also when the two pulleys are more than 8 m apart.
19
Velocity ratio of belt drive

Velocity ratio of the belt drive is expressed as the ratio between the velocities of the driver
and the driven or follower. It may be expressed mathematically, as mentioned below:
D1 = Diameter of the driver
D2 = Diameter of the driven or follower
N1 = Speed of the driver in rpm
N2 = Speed of the driven in rpm
Therefore, the length of the belt

that passes over the driver in 1 minute
= π × D1 × N1 Similarly, the length of the
belt passes over the driven in 1 minute
= π × D2 × N2
Since, the length of the belt passes over the driven in 1 minute is equal to the length of the belt that
passes over the follower in 1 minute, therefore
π × D1 × N1 = π × D2 × N2
Therefore, Velocity ratio =
If the thickness of the belt (t) is to be considered, then velocity ratio,

Slip of belt =
Where S – S1 + S2 = total percentage of slip
Power Transmitted P = (T1 − T2) V Watts. Where V- linear velocity
Problems
1 A shaft running at 200 rpm is to drive a parallel shaft at 300 rpm. The pulley on the driving shaft is
60 cm in diameter. Calculate the diameter of the pulley on the driven shaft.
(i) Neglecting belt thickness
(ii) Belt thickness of 5 mm
(iii) Assuming in the latter case a total slip of 4%
Solution:
N1 = 200 rpm, N2 = 300 rpm, d1 = 60 cm, Thickness (t = 5 mm = 0.5 cm), Slip = 4%, d2 = ?
20
Ratio of driving tensions for flat belt drive

Consider a driven pulley rotating in the clockwise direction as shown in Fig.
Let T1 = Tension in the tight side of the belt
T2 = Tension in the slack side of the belt
θ = Angle of contact in radians
21
Now consider a small portion of the belt PQ subtending at an angle dθ at the centre of the pulley as
shown in Fig. The belt PQ is in equilibrium under the following forces.
1. Tension T in the belt at P
2. Tension (T + dT) in the belt Q
3. Normal reaction RN and
4. Frictional force, F = μ × RN, where μ is the coefficient of friction between the belt and the pulley.
Resolving the forces horizontally and equating the same,
𝑑θ 𝑑θ
RN = (T+dT) sin + T sin …………. (1)
2 2
Since the angle dθ is very small, therefore putting sin 𝑑θ = 𝑑θ Sub in equ (1)
2 2
𝑑θ 𝑑θ 𝑑θ 𝑑θ
RN = T + +dT T ( dT value is too small so neglect it)
2 2 2 2
𝑑θ
RN = 2 T = T dθ ………………(1.1)
2
Now resolving the forces vertically, we have

𝑑θ
μ× RN = (T + dT) cos - T cos 𝑑θ ……………….. (2)
2 2
Since the angle 𝑑θ is very small, therefore putting cos 𝑑θ = 1 ( cos 0 = 1)

2 2
μ× RN = T + dT - T
μ× RN = dT
𝑑𝑇
RN = ………………....(2.1)
μ
Equating the values of RN from Equ. (1.1) and (2.1),

𝑑𝑇
T dθ =
μ
22
𝑑𝑇
= dθ ∗ μ
𝑇
Integrating both sides between the limits T1 and T2 and from 0 to θ respectively,
loge (T1/T2) = μθ or eμθ

Equation can be expressed in terms of corresponding logarithm to the base 10,
2.3 log (T1/T2) = eμθ
Centrifugal tension (TC) is given by TC = mv2

Where m = Mass of the belt per meter length , v- velocity
Problem :
1. The width of a belt is 150 mm and the maximum tension per mm of width is not to exceed 1.6 kg.
The ratio of tension on the two sides is 2¼, the diameter of the driver 1 m, and it makes 220 rpm.
Find the horse power that can be transmitted and angle of contact (μ= 0.43)
Solution: In this case, T1 = 1 .6 × 150 = 240 kg and T1/T2 = 2.25 or T2 = 240 ÷ 2.25 = 106.7 kg.
Therefore, P = T1 – T2 = (240 – 106.7) = 133.3 kg.
We know that V = π d n = 3.142 × 1 × 220 m/min.
Therefore, hp = 133.3 × 3.142 × 220 /4500 = 20.5
Ratio of driving tensions in a belt: The ratio of driving tensions in a belt just on the point of slipping
is given by
T1/T2 = eμθ
μ= 0.43, θ = ?
Taking log on both sides, the equation becomes log T1/T2 = μ θ log e
= 0.43 π θ in circular measure
0.35 = 0.007578 μ θ
θ = 0.62 radians or 0.62 ×180/π = 35.5 degree
Types of gear trains
Followings are the different types of gear trains:
1. Ordinary gear trains are further classified as
(a) Simple gear train
(b) Compound gear train (The compound gear train may be a reverted gear train or non-
reverted gear train)
2. Epicyclic gear train
23
1.Simple gear train:

𝑁1 𝑇1
Velocity (Speed) ratio =
𝑁2 𝑇2
1
Train Value =
𝑆𝑝𝑒𝑒𝑑 𝑅𝑎𝑡𝑖𝑜
𝑵 /𝑵 = 𝑻𝟏
𝟐 𝟏 𝑻𝟐
Compound gear train

When there is more than one gear
on a shaft as shown in Fig. it is called a compound
train of gear.
2.1 Reverted gear train

When the axes of the first gear (i.e. first
driver) and the last gear (i.e. driven or follower)
are co-axial, then the gear train is known as
reverted gear train as shown in Fig.
Epicyclic gear train
The gear trains arranged in a manner that one or

more of their members move upon and around
another member are known as epicyclic gear train
type (Epi means upon and cyclic means around).
Epicyclic gear train may be simple or compound type.
Epicyclic gear trains find their applications in
textile machines especially in differential gear box
of speed frames and in comber machines. It is
useful for transmitting high velocity ratios with
gears of moderate sizes in comparatively lesser
space.
24
Two methods are in practice to find out the velocity ratio of epicycle gear train:
1. Tabular method
2. Algebraic method
1. Tabular method
Let TA = Number of teeth on gear A
TB = Number of teeth on gear B
Let us suppose that the arm is fixed. Therefore, the axes of both the gears are also fixed relative
to each other. When the gear makes one revolution anti-clockwise, the gear B will make TA/TB
revolutions. Assuming anti-clockwise rotation as positive and clockwise rotation negative, we can say
that gear A makes +1 revolution anti-clockwise, gear B will make (−TA/TB) revolutions. This statement
of relative motion is entered in the first row of Table 2.1.
Secondly, if the gear A makes +x revolutions, then the gear B will make (−x *TA/TB)
revolutions. This statement is entered in the second row of Table 2.1. In other words, multiply each
motion entered in the first row by x.
Thirdly, each element of an epicyclic train is given +y revolutions and entered in the third row.
Finally, the motion of each element of the gear train is added up and entered in the fourth row.
S.No Case Arm C Gear A Gear B

𝑇𝐴
1 Arm Fixed. Gear A makes 1 0 +1 -1 x
revolution 𝑇𝐵
2 Arm fixed. Gear A makes 𝑥 0 +𝑥 𝑇𝐴
−𝑥
revolution 𝑇𝐵
3 Arm makes 𝑦 revolution. y y y
Addition of 𝑦 to all elements
4 Total Motion Add (2+3) 𝑦 𝑥+𝑦 𝑇𝐴
𝑦−𝑥
𝑇𝐵
2. Algebraic method
In the algebraic method, the motion of each element of the epicyclic gear train relative to the
arm is obtained in the form of equation. The number of equations depends upon the number of elements
in the gear train. But the two conditions are usually applied in any epicyclic gear train, i.e. some element
is fixed and the other has specified motion. These two conditions are sufficient to solve all the equations
and hence to determine the motion of any element in the epicyclic gear train.
25
Consider the epicyclic gear train shown in Fig.

The arm C is fixed. Therefore, the speed of the gear a relative to the arm C is = NA − NC
and the speed of the gear B relative to the arm C is = NB − NC
𝑵𝑩−𝑵𝑪 𝑻𝑨
Since the gears A and B are meshing directly, they revolve in opposite direction. = =−
𝑵𝑨−𝑵𝑪 𝑻𝑩
Gear A rotates,
1. If arm C fixed, 𝑁𝐶 = 0
𝑵𝑩 𝑻𝑨
=−
𝑵𝑨 𝑻𝑩
2. Gear A fixed,
𝑁𝐵 − 𝑁𝐶 𝑇𝐴
=−
0 − 𝑁𝐶 𝑇𝐵
𝑁 − 𝑁 = 𝑁 𝑇𝐴
𝐵 𝐶 𝐶
𝑇𝐵
𝑁 = 𝑁 + 𝑁 𝑇𝐴
𝐵 𝐶 𝐶
𝑇𝐵
𝑻𝑨
𝑵𝑩 = 𝑵𝑪[𝟏 + ]
𝑻𝑩
1. In an epicyclic gear train, shown in Fig, an arm carries two gears A and B, each having 36 and 45
teeth, respectively. If the arm rotates at 150 rpm in the anti-clockwise direction about the centre of the
gear A which is fixed, determine the speed of the gear B. If the gear A instead of being fixed makes
300 rpm in the clockwise direction, what will be the speed of gear B?
Speed of gear B when A is fixed

Speed of the arm C is 150 rpm anti-clockwise, therefore from the fourth row of the table
y = +150 rpm
also, the gear A is fixed, therefore
26
x + y = 0 or x = −y = −150 rpm
Speed of gear B, NB = y − x *TA/TB
= 150 + 150 (36/45 = + 270) rpm
Speed of gear B = +270 rpm anti-clockwise
Speed of gear B when A makes 300 rpm clockwise.
Since the gear A makes 300 rpm clockwise, therefore from the fourth row of table
x + y = 300
Or −300 + y = −300 − 150 = −450 rpm
Speed of gear B = NB = y − x *TA/TB
= 150 + 450 * 36/45
= 510 rpm anti-clockwise
2. Algebraic method
Let NA = Speed of gear A
NB = Speed of gear B
NC = Speed of arm C
Assuming the arm C is fixed, speed of gear A relative to arm C = NA – NC and speed of gear B relative
to arm C is = NB − NC
Since the gears A and B revolve in opposite direction,
NB − NC/NA − NC = −TA/TB
When gear A is fixed, the arm C rotates at 150 rpm in anti-clockwise direction.
NA = 0; NC = +150 rpm
NB − 150/0 − 150 = −36/45
NB = −150 × −0.8 + 150 = 120 + 150 = 270 rpm
Speed of gear B when gear A makes 300 rpm clockwise.
Since the gear A makes 300 rpm clockwise, therefore
NA = −300 rpm
NB − 150/300 − 150 = −36/45
NB = −450 × −0.8 = 150 = 360 + 150 = 510 rpm
Compound Gear Train

An epicyclic train of gears is arranged as shown in Fig. How many
revolutions does the arm, to which the pinions B and C are attached
make?
1. When A makes one revolution clockwise and D makes half-
revolution anti-clockwise and
2. When A makes one revolution clockwise and D is stationary.
The number of teeth on the gears A and D are 40 and 90 teeth,
respectively.
27
Solution :
TA = 40; TD = 90
First we have to find number of teeth on gears B and C (TB and TC).
Let dA, dB, dC and dD be the pitch circle diameters of gears A, B, C and D, respectively.
Therefore from the geometry of figures, we have
dA + dB + dC = dD or dA + 2dB = dD (dB = dC)
Since the number of teeth are proportional to the pitch circle diameters, therefore
TA + 2TB = TD or 40 + 2TB = 90
From which TB = 25 and TC = 25 (TB = TC)
S.No Case Arm C Gear A Compound Gear D
Gear B and C
1 Arm Fixed. Gear A makes 1 0 -1 𝑇𝐴 𝑇𝐴
revolution 𝑇𝐵 𝑇𝐷
2 Arm fixed. Gear A makes 𝑥 0 −𝑥 𝑇𝐴 𝑇𝐴
𝑥 𝑥
revolution 𝑇𝐵 𝑇𝐷
3 Arm makes 𝑦 revolution. -y -y -y -y
Addition of 𝑦 to all elements
4 Total Motion Add (2+3) −𝑦 −𝑥 − 𝑦 𝑇𝐴 𝑇𝐴
𝑥
𝑇𝐵
−𝑦 𝑥 −𝑦
𝑇𝐷
Reference:
28
VARIABLE SPEED DRIVES

For variable speed drives in blow rooms and speed frames flat belts with cone drums or
cone-pulleys are used as shown in Fig. For varying the output speed, the belt is moved axially. For
stepped pulleys, V-belt or round belt can be used with grooved sheaves as shown in Fig. The stepped
pulleys with V-belts are commonly used in main drives of many textile machines.
Speed adjustment of driven pulley is possible with a

variator drive using adjustable grooved / conical discs and V-
belt without varying the speed of the motor. A variator drive
used in ring frame is shown in Fig. By shifting the driver and
driven discs axially, the effective diameters of the discs over
which the axis of the belt passes are simultaneously varied, thus
varying the output speed.
To increase the output speed/spindle speed, the driver
discs are moved closer to each other and the driven discs moved
apart and vice versa. A control device through hydraulic or
pneumatic pistons and lever mechanisms effect the movement
of the discs. The spindle speed can be varied in several steps
depending on the doff-position and the end-breakage rate of the
yarn. This permits higher throughput of yarn as optimum
spindle speed is selected at any instant.
Variable speed transmission in the case of a chain drive may be secured by a device similar to
that described above using PIV (positive, infinitely variable) gear which has radial teeth in the conical
disk.
29
DIFFERENTIAL SPEED DRIVES

Differential gearing is an epicyclic gear train. It is merely a means of combining two
separate input speeds to give an output speed proportional to the sum or difference of the two inputs.
Another important application of the planetary gear train is to make use of the two degrees of freedom
of this mechanism when the sun gear is released from the ground. These two degrees of freedom
mechanism requires two input conditions to determine completely the motion of the gear train. These
two degrees of freedom mechanism is used in fly frame and combing machines. This is called as
differential mechanism.
DIFFERENTIAL SPEED DRIVE IN SPEED FRAME:
Flyer Lead
Flyer surface speed is faster
Flyer winds the roving on the bobbins surface
Bobbins Lead
Bobbins surface speed is faster
Bobbins winds the roving onto itself
Advantages of Bobbins Lead
In case of roving break, the direction of roving on the bobbins provides stable outer layer
The drive to the spindle is shortest hence it starts faster than the bobbins.
This leads to more roving breaks in flyer lead while staring.
In both the cases, the spindle speed

remains constant throughout the winding
process, since changing the spindle speed
will change the twist density in the roving.
The bobbin speed is changed according to
the requirement. Figure shows the manner
in which the bobbin speed has to be
changed in case of bobbin lead and flyer
lead methods.
30
The main shaft received the drive from the motor and rotates at a constant speed. It provides
the constant drive to the differential gear assembly, top cone, drafting system and the spindle as shown
in Fig. The bobbin rails gets it motion directly from the bottom cone drum. The bobbins get their drive
from the output of the differential drive which combines the fixed speed from the main shaft and the
variable speed from the bottom cone drum. The operating principles of cone drums and the differential
drive are explained below.
The reduction in the rotational rate of
the bobbin and the reduction in the speed
of movement of bobbin rail are obtained
with a cone drive mechanism. In this
mechanism, shown in Figure there are two
cone drums out of which the top cone
drum receives a constant rate of rotation
from the motor. Depending up on the
position of the drive belt between them,
the speed of the bottom cone drum
changes. Hence, at any given position of
the belt the sum of diameter of the top cone drum (d1) and diameter of the bottom cone drum (d2) should
be a constant.
31
When winding from bare to full bobbin, the winding rpm decreases. As a result, the bobbin rpm
has to be reduced in proportion. Referring to the equation the bobbin speed is a function of a constant
speed that is related to flyer speed and a variable speed related to the winding speed. A differential
gearing used in speed frame is shown in figure. The required inputs of fixed and variable speeds are
given to the differential gearing. Gears 3 and 4 are mounted on the main shaft, and they constitute the
arm of the epicyclic gearing. From the main shaft, top cone pulley and flyers are driven separately
through gear trains. A variable speed from bottom cone pulley through gear trains is supplied to the
Gear 1, which is compounded to a Gear 2. Both the gears 1 and 2 are loosely mounted on the main
shaft. From the gear 6, (which is compounded to gear 5), drive to the bobbins is effected through gear
trains. Gears, 1,2,5 and 6 are coaxial to the main shaft.
From the gearing, the epicyclic gear train ratio (output to input speed) is
e = (T2 T4 / T3T5 )
the following notations are used:
the gear train ratio between loose pulley 6 and the bobbin is L.
The gear train ratio between loose pulley 1 and bottom cone is K.
The rpm of the bottom cone drum is vi. (a variable speed)
The rpm of the main shaft is F (a fixed speed)
Speed of the various elements can be calculated using the tabulation method as below.
Speed (rpm) of various elements
Gears / elements
Operation Arm or
main 1 2 3 4 5 6
shaft
Arm not moving and wheel 1
0 x x -x (T2/T3) -x (T2/T3) xe xe
rotates with +x rpm
Whole system rotates +y rpm y y y y y y y
Total motion of the system y y+x y+x y-x(T2/T3) y-(T2/T3) y+xe y+xe
32
Required conditions are:

y=F
(y+x) = K vi
x = (K vi– F)
Speed of the gear 6 is,
N5 = F + e (K vi– F) rpm
Therefore, rpm of the bobbin, NB = L {F + e (K vi– F}
DIFFERENTIAL GEARING IN COMBER:
In a comber, when the operation of the cylinder comb has been completed, the detaching rollers
feedback part of the previously formed web. The nippers swing forward and lay the just combed fiber
fringe onto the web portion projecting from the detaching rollers. When the detaching rollers rotate in
the web take – off direction again, they draw the immediately combed fibres through the top comb and
out of the lap sheet. Thus, a new web is created.
The detaching rollers should perform a back and forth movement to carry out the piecing
operation. Obviously, the forward movement of detaching rollers should be more than their backward
movement, thus affecting an effective take off the web. The back and forth movement of the detaching
rollers is derived from a differential gear. An intermittent rotation A is superimposed on to a constant
rotation B generated from the cylinder comb shaft. The intermittent rotation A is derived through cam
from the cylinder comb shaft. The intermittent rotation is faster than the constant rotation B. If these
rotations are acting in the same sense (A+B), the result is a rapid acceleration of the detaching rollers
in the forward direction. If the direction of intermittent rotation is opposite in sense to the basic rotation,
then the intermittent rotation being dominant cancels out the effect of the constant rotation and the net
effect is that a backward movement to the detaching rollers is:
(C) = (-A+B)
The figure shows the epicyclic gear train used in the comber. Gear F rotates in counter
clockwise direction with a constant rpm, as one sees it from the headstock towards the delivery side of
the comber. This gear gets its drive ffrom cylinder comb shaft through simple gearing. On one side of
33
this gear F (near headstock end), three gears / wheels B; are mounted at 120 o interval. Similarly, on
the other side of the gear F, three gears / wheels C are mounted at 120o interval. Gears B and C are
compounded having the same revolution. The purpose of having three wheels is to dynamically balance
the epicyclic gears. Otherwise, the mass imbalance created at the epicyclic gearing would be
transmitted to the detaching rollers, creating vibrations to the detaching rollers and hence the mass
variations in the take – off web. From the point of view of the rotational rate of the output of the
epicyclic gears, the three gears ( B and C) have the same effect as that of having single wheels for both
the positions B and C.
Gear A is mounted coaxial to the gear F, and can rotate either in positive or negative directions.
The gear A is driven by a cam mounted to the shaft of the cylinder comb. Gear C drives the gear D,
that is loosely mounted on the axis of the gear F. Gears A, F and D are mounted on the same axis, but
rotate at different rpm. The superimposed speed from the gears F and A is transmitted to the output
gear D of the epicyclic gearing and then to the detaching rollers viz further gearing. Gears B and C
bodily rotate in addition to their rotation with respect to their axes, as they are mounted radially on the
gear F.
The equations governing the speeds of all the elements of the differential gears can be framed
from the tabulation method, which are shown in the table.
Speeds of various elements (rpm)

Operation
A B C D E
The whole system as one unit rotate
+y +y +y +y +y
with +y rpm
Arm F is locked and wheel A is
+x -x(33/21) -x(33/21) +x (33/21) (29/25) Zero
given +x rpm
Resultant rpm -(33/21) -(33/21) (33/21) (29/25)
x+y +y
x+y x+y x+y
BASIC EQUATIONS FOR SPEEDS OF VARIOUS ELEMENTS
Rpm of the wheel A = x+y
Rpm of the wheels B and C = -1.57 x + y
Rpm of the wheel D = 1.82 x + y , Rpm of the wheel F = +y
From the gearing plan of the comber, the rpm of the wheel F can be calculated for various nips
per minute of the comber. For 240 nips per minute of the comber, it is +36 rpm (i.e.,counterclockwise
direction). The speed and direction of rotation of the wheel F is always constant throughout the combing
cycle.
34
DIFFERENTIAL DRIVE IN ROPER LET-OFF
In roper let-off, the ratchet is connected with external gear A by an arm.

The external gear A drives an internal gear B.
 From the internal gears B, the drives goes to the weaver‟s beam.
Here from gear A to Gear B speed reduction is done by epicyclic gear concept.
In this place, the first gear is not given any positive, but it is driven by arm in an upon manner.
1 35
Train value = = .
𝑆𝑝𝑒𝑒𝑑 𝑅𝑎𝑡𝑖𝑜 40
𝑙−𝑎 𝑙−1 35
e= = =
𝑓−𝑎 0−1 40
𝑙−1 7
=
0−1 8
7
𝑙−1= −
8
7 1
𝑙 = 1− =
8 8
1
𝑙=
8
Thus a reduction ratio of 8 : 1 is obtained between the ratchet wheel and the pinion driving the beam
wheel.
DESIGN OF CONE DRUMS:

Application of Cone drums:
1. Piano Feed Regulator mechanism
2. Speed frame
35
1. PIANO FEED REGULATOR MECHANISM

In piano feed regulation of a scutcher, several pedals below feed roller moves up and down
independently, depending on the localized material thickness variations. Through links and levers,
these movements are mechanically integrated. The integrated output is used to move the belt on cone
drums, varying the rpm of top cone pulley.
The output from the top cone is

transmitted to feed roller, through gears,
adjusting its speed corresponding to average
thickness of material in between pedals and
feed roller. When the average thickness of
material between the pedal and the feed roller
is high, the speed of the feed roller has to be
reduced and vice versa.
The following assumptions are made in the design of the cones:

1. Density of web is constant, i.e. mass flow rate of web is proportional to its thickness.
2. Sum of the top and bottom cone diameters for any cone belt position (or web thickness) is
constant.
Datas required for cones drum construction;

 Maximum and minimum diameters, and length of the cone drum
 Rotational rates of driving cone (bottom cone).
The mass of a unit length of a web (m) is m = kt

Where, k = areal density of web in g/cm2, which is constant.
t = Web thickness in cm.
Therefore, the mass flow rate of the web (M) in g/min is M = kt (πdf Nf)
Where, df = Diameter of feed roller in cm.
Nf = rpm of feed roller
Also, Nf = eNt, where Nt is top cone drum speed.
e is gear train value from top cone drum to feed roller.
∴ 𝑚 = 𝑘 𝑡 𝜋 𝑑𝑓 𝑒 𝑁𝑡
𝑚
𝑁𝑡 = … … … … (1)
𝑘 𝑡 𝜋 𝑑𝑓 𝑒
36
Speed ratio of top and bottom cone drum is

𝐷𝑏 𝑁𝑡
=
𝐷𝑡 𝑁𝑏
𝐷𝑏
𝑁𝑡 = 𝑁𝑏 … … … … … (2)
𝐷𝑡
Where, Nt – top cone drum speed in rpm (Driven)
Nb - bottom cone drum speed in rpm (Driver)
Dt - top cone drum diameter in cm
D b - bottom cone drum diameter in cm
Sub equ 1 in 2
𝑚
= 𝑁 𝐷𝑏
𝑏
𝑘 𝑡 𝜋 𝑑𝑓 𝑒 𝐷𝑡
Since M, k, π, df, and e, Nb are constant, under a given practical condition, then
𝐾 𝐷𝑏 … … … … … . (3)
=
𝑡 𝐷𝑡
𝐷𝑏 1
∞( )
𝐷𝑡 𝑡
Sum of the top and bottom cone diameters for any cone belt position is constant.
Db + Dt = x ..........................(4)
𝐾
𝐷𝑏 = 𝐷𝑡 ( 𝑓𝑟𝑜𝑚 𝐸𝑞𝑢 3) … . . (5)
𝑡
Sub Equ 5 in 4
𝐾
𝐷𝑡 + Dt = x
𝑡
𝐾
𝐷𝑡 ( + 1) = x
𝑡
𝐾+𝑡
𝐷𝑡 ( )=x
𝑡
𝐱𝐭
𝑫𝒕 =
𝐊+𝒕
From Equation ( 4 ) Db = x - Dt
37
1. Design and draw the profile of scutcher cone drum to regulate the lap thickness with the following
particulars,
i. Lap thickness varies from 0.5 – 1.5 times the normal value.
ii. When the lap thickness is normal, diameter of driver and driven cone drums are 150
mm and 125 mm.
iii. Centre to centre distance between cone drums is 200 mm.
iv. Belt shift is 400 mm.
Solution
When the lap thickness is normal means take it as 1 in other term substitute given value
𝑲 𝑫𝒃
=
𝒕 𝑫𝒕
𝐾 150
= , 𝐾 = 1.2
1 125
Db + Dt = x,
150+125 = 275
Where, x- Sum of the top and bottom cone diameters
t- thickness of the web
𝒙𝒕 𝑫𝑩 = 𝒙 − 𝑫𝒕
𝑫𝒕 =
𝒌+𝒕
S.No Thickness (t) Scale: Scale:
Actual Actual
(mm) 20 mm = 1 cm (mm) 20 mm = 1 cm
1 0.5 80.8 4.04 194.2 9.71
2 0.6 91.6 4.58 183.3 9.16
3 0.7 101.3 5.065 173.6 8.68
4 0.8 110.0 5.5 165 8.25
5 0.9 117.8 5.89 157.1 7.85
6 1.0 125 6.25 150 7.5
7 1.1 131.5 6.575 143.47 7.17
8 1.2 137.5 6.875 137.5 6.87
9 1.3 143 7.15 132 6.6
10 1.4 148.07 7.4 126.93 6.34
11 1.5 152.7 7.635 122.3 6.11
38
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DESIGN OF SPEED FRAME CONE DRUMS

The following assumptions are made in the design of the cones:
 Maximum and minimum diameter of cone pulleys.
 Sum of top and bottom cone pulley diameters for any cone belt position is constant.
 Length of cone pulleys.
Based on the dimensions of the following elements, a design criterion has to be set.
 Width of cone belt.
 Minimum and maximum possible bobbin diameters (bare and full bobbin).
Let the front rollers deliver a length L per minute. Let the bobbin diameter at any instant be B. The top
cone-drum diameter is Dt and bottom cone-drum diameter is DB.
At any instant, the excess rev/min of the bobbin over the spindle is
𝑳
𝟑.𝟏𝟒 × 𝑩
Let the top cone-drum speed be R rev/min. Then, the bottom cone drum speed will be
𝑫𝑻
𝑹 ×
𝑫𝑩
The bottom cone speed multiplied by the gearing constant of the drive from the bottom cone drum to
the bobbin equals the excess rev/min. Let this constant be k1.
𝑫𝑻 𝑳
𝑹 × × 𝑲=
𝑫𝑩 𝟑.𝟏𝟒 × 𝑩
Since R, L, 3.14 and k1 are all constants, we can rewrite the last line as
𝑫𝑻 𝑲
= ............. (1)
𝑫𝑩 𝑩
𝑫𝑻 𝟏
𝜶
𝑫𝑩 𝑩
Thus, the ratio of the cone drum diameters is inversely proportional to the bobbin diameter.
Furthermore, since we have a belt drive, the sum of the cone drum diameters must remain constant, i.e.
DT + DB = x ............ (2)
𝑲
𝑫𝒕 = 𝑫 𝒃 ..........(3) From Equ (1)
𝑩
𝑲
Sub 3 in 1 𝑫𝒃 + Db = x
𝑩
𝑲
𝑫𝒃 ( +1) = x
𝑩
𝐱𝐁
𝑫𝒃 = … … … … … … (𝟓)
𝐊+𝐁
DT = x – Db ......................(6)
39
1. Construct the cone drum profile used in fly frame with the following particulars: Empty bobbin
diameter 30mm, full bobbin diameter 180mm, sum of top and bottom cone diameters 500mm, belt shift
1000mm. diameter of driving and driven cones are equal when roving bobbin is 50% full. Assume
other data
Given data : Empty bobbin dia - 30 mm, full bobbin dia -180mm, belt shift - 500mm, X=500mm
Diameter of driving and driven cones are equal when roving bobbin is 50% full
Bobbin Dia(B) = 30+180 = 210mm,
=210 X 50/100 = 105mm, Dt / Db =1 when 50% full, Dt / Db = K / B , K =105
𝒙𝑩 𝑫𝑩 = 𝒙 − 𝑫𝑩
𝑫𝑩 =
𝒌+𝑩
Bobbin Dia
S.No Actual Scale: Actual(mm) Scale:
(mm) 40 mm = 1 cm 40 mm = 1 cm
1 30 111.11 2.77 388.88 9.72
2 40 137.93 3.44 362.06 9.05
3 50 161.29 4.03 338.70 8.46
4 60 181.8 4.545 318.18 7.95
5 70 200 5 300 7.5
6 80 216.2 5.40 283.78 7.09
7 90 230.76 5.76 269.23 6.73
8 100 243.9 6.09 256.09 6.40
9 110 255.8 6.395 244.18 6.10
10 120 266.66 6.66 233.33 5.83
11 130 276.59 6.91 223.40 5.58
12 140 285.71 7.14 214.28 5.35
13 150 294.117 7.35 205.88 5.14
14 160 301.88 7.54 198.11 4.95
15 170 309.09 7.72 190.90 4.77
16 180 315.78 7.89 184.21 4.60
40
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Unit - 4
FRICTION
whenever one block moves or tends to move tangentially with respect to the surface, on which
it rests, the interlocking property of the projecting particles opposes the motion. This opposing force,
which acts in the opposite direction of the movement of the upper block, is called the force of friction
or simply friction.
TYPES OF FRICTION
In practical applications, the friction is of two types.
1. Static friction
2. Dynamic friction
Static friction– It is the friction experienced by a body when it is at rest.
Dynamic friction– It is the friction experienced by a body, when it is in motion. The dynamic friction
is also called as kinetic friction and is less than the static friction. The dynamic friction is classified
into three types:
(a) Sliding friction: It is the friction experienced by a body when it slides over another body.
(b) Rolling friction: It is the friction experienced between the surfaces which have rollers
interposed between them.
(c) Pivot friction: It is the friction, experienced by a body, due to the motion of rotation as in
the case of foot step bearings.
LIMITING FRICTION OR LIMITING VALUE OF FRICTION
It is the maximum value of frictional force, which comes into play, when a body just begins to
slide over the surface of another body. It may be noted that when the applied force is less than the
limiting friction, the body remains at rest, and the friction into play is called static friction which may
have any value between zero and limiting friction.
LAWS OF STATIC FRICTION
(i) The force of friction always acts in a direction, opposite to that in which the body
tends to move.
(ii) The magnitude of the force of friction is exactly equal to the force, which tends
the body to move.
(iii) The magnitude of the limiting friction bears a constant ration to the normal reaction
between the two surfaces
(iv) The force of friction is independent of the area of contact, between the two surfaces.
(v) The force of friction depends upon the roughness of the surfaces.
Co-efficient of friction
It is defined as the ratio of the limiting friction to the normal reaction between the two bodies.
μ = F/RN
Where F = frictional force, μ = coefficient of friction, RN = normal reaction
41
Minimum force required to slide a body on a rough horizontal plane

𝑤 sin ϕ
𝑃=
cos θ − ϕ
Where P = minimum force
ϕ = limiting angle of friction
θ = angle at which load is applied to the horizontal
1. A leather brake block is pressed against the rim of the brake pulley with a normal force of 30 lb. If
μ is 0.5, what is the frictional resistance at the pulley rim? If the pulley is 1 ft diameter, how much work
is done per revolution in overcoming brake friction?
Solution:
F=μ*R
= 0.5 * 30 = 15 lb.
Frictional resistance of the pulley rim is 15 lb.
Work done = Resistance * displacement
= 15 * 1 * 3.14 = 47.1 lb.
COIL FRICTION
The difference between tight side and slack side tension is known as effective tension
T = Tt – Ts
ΔT = Difference between running stationery tension on either side.
R = radius of warp on the beam
r = beam ruffle radius
Tt = tension in the chain on tight side (attached
with the weight lever)
Ts = tension in the chain on slack side (attached
with machine frame)
W= weight
x = the distance between fulcrum point and
chain on tight side
y = the distance between fulcrum point and
weight (variable)
T = tension in the warp sheet (variable)
F = frictional force at the beam ruffle
42
Taking moments about the beam centre we have:

TR=Fr
The frictional force F =Tt - Ts
𝑇 𝑅 = (Tt − Ts) 𝑟
Now that Tt/Ts = eμθ

Where, μ= coefficient of friction between chain and beam ruffle
θ = angle of wrap in radian made by the chain on beam ruffle.
Now, taking moments about the fulcrum H of the lever, we have:

Tt x = W y
Tt = W y / x
𝑦
𝑇=𝑘 (taking constant as (1- eμθ),W,r,x)
𝑅
𝑦
𝑇𝛼
𝑅
1. A simple weight lever based let-off system is attached at each end of a warper‟s beam. It is provided
with weights of 400 N at each side. The leverage of the system (y/x ratio) is 5:1. The full beam radius
is 50 cm and the ruffle radius is 10 cm. If the ropes are given 1.5 warps around the ruffles and the
coefficient of friction is 0.20, determine the warp tension at the slipping point.
43
Considering two sides of the loom the warp tension will be = 399.2 × 2 = 678.4 N
So, the warp tension at the slipping point is 678.4 N.
2. A let-off for a 100 m beam is arranged as shown in Fig. A band

fixed to the frame of the 100 m is coiled around the weighting
ruffle and attached to the weighting lever which is pulled down
by the weight; the ruffle diameter is 15 cm and the effect of
weight is equivalent to 100 kg load suspended from the band the
coefficient of friction between band rubble is 0.18. Calculate the
work done against the friction for 1 rev of the beam is identical
break arrangements may be assumed at each end of it.
Solution:
θ = 180° = π
d =15cm
μ = 0.18
= 43.2 kg
Total force = 2 × 43.2
= 86.4 kg
= 847.58 N
Distance moved by the ruffle/rev = π × d
15
=π× = 0.47 m
100
Work done/rev = 847.58 × 0.47 = 398.36 J
44
Negative or friction let-off

Beam
Flange
Rubble
Tensioning chain
pulcnum
dead w t weighting lever
Negative or friction let-off
warp
T
B
F R T = Warp tension
B = Beam radius
R = Ruffle radius
F = Frictional force
A simple weight lever system
The above shown system has slippage

T× B=F ×R
FR
T=
B
F
T (R = constant)
B
Therefore, the frictional force is directly proportional to the distance of weight

from fulcrum.
If the distance decreases, the fictional force ‘F’ also decreases.
From equation (1) it is clear that frictional force decreases, if the beam diameter
decreases.
As the beam diameter is decreasing, we have to reduce the length (x)
proportionally.
Problem : A simple weight lever system (Fig.) at each side of loom beam is provided with
weight of 250 N. The leverage ratio (x/y) = 4. Full beam radius = 20 cm. Ruffle radius is 7 cm.
No. of lap (turns) 1½ turns µ= 0.15.
warp
T
20
Ts
250 N
Tt
w
y
x
A simple weight lever system.
Find the warp tension at the point of slippage. When it is not an angle = 180°
Tt xy = wxx
Tt = wx/y
= 250 × 4
Tt = 1000N
FR
T=
B
π (π = 180°) (540 =3π)
Tt Angle of lap = 540×
180
Tt
= eµθ
Ts
Tt
= e(0.15 × 9.42)
Ts
Ts = 1000/4.108 = 243.4N
Ts = 243.4N
F = Tt - Ts
1000 – 243.4
F = 756.57 N
F = 2 × 756.57 = 1513.14N
F = 1513.14 N
FR
T=
B
= 1513.14 X 7
20
=529.5 N
Problem : Figure 7.shows friction let-off weighing motion for 100 m. A rope is fixed at A to
the frame and coiled around the ruffle and attached to weighing lever at B. µ = 0.16 what
warp tension will cause slip and let off the 1½ turns in another case. Assume similar
arrangement at each side of beam.
Y = 4" × = 20" w = 50 pounds. Ruffle radius 6". Beam radius = 16"
wa rp
T
16
Ts
50 lb
Tt
w
y 4”
x
20"
A simple weight lever system
Moment about fulcrum

Tt (4) = 50 (20)
Tt = 250 lbs
(i) π = 180°= 3.14

Tt
µθ
T = e
s
250 0.16X3.14
=e
Ts
Ts = 151.26 lbs
F = Tt – Ts
= 250 – 151.26
F = 98.7 lbs
F = 98.7 – 2
F = 197.46 lbs
= 11/2 turns = 9.42 6

T = 197.46 ×
16
F = 74.04 lbs
Tt
eµθ
TS =
250
Ts = e0.16 x 9.42
Tt = 55.38 lbs
F = Tt – Ts
= 250 – 55.38
F = 389.23 lbs
6
T = 389.23 ×
16
F = 145.96 lbs
BEARINGS:
Shafts and the parts supported by them are carried by machine elements called „bearings‟. In
general any rotating part of the machine must to be supported by a relatively stationary part which is
called „bearing‟. The main requirement of any bearing is to offer minimum frictional resistance to the
rotating part in order to reduce loss in power during transmission. Bearings are classified into (a) sliding
contact bearings and (b) rolling contact bearings.
I. Sliding Contact or Bush bearings:

These bearings are also called as “Journal bearings”. An example of sliding contact bearing is
shown in figure 1. The shaft (journal) is mounted in a hollow cylinder (bearing). When the journal
rotates, there is a relative motion between two surfaces of the bearing namely the journal and the
bearing inner surface. This results in friction. Placing lubricant between the journal and the inner
surface of the bearing can reduce the friction.
Sliding contact bearing is constructed either with solid bushing or lined bushing, as shown in
figure 2. A solid bushing is made either by casting or by machining from a bar. Bronxe bearing are this
type. A lined bushing consists of a steel outer body with a thin inner lining of bearing materials like
Babbitt. These bearings are usually split into two halves, provided with a locking arrangement that
prevents the radial and axial displacement of the bearing from the housing.
The journal bearings are used to support load in radial direction. In majority of the applications,
the journal rotates while the bearing is stationary. In few applications, the bearing rotates and the
journal is stationary. In some cases, both the bearing and journal rotate.
The footstep bearings of ring spindles are of bush type. The bearing is supported by springs, so
that it can swing laterally to a limited degree. Thus offering self-centering or self-aligning to the ring
spindles.Nipper frame on comber is supported by bush bearings at its extreme ends.
Fig. 1 – A Sliding contact bearing
45
Fig. 2 –
Construction of sliding-contact bearing (a) Solid bushing, (b) Lined Bushing
Full and partial bush bearings

Journal bearings are made with either „Full bearing‟ or „Partial bearing‟ shown in Fig. 3. In the former,
the whole circumference of the journal is covered by the bearing; and in the later, a portion of the
circumference of the journal is supported at its bottom and an oil cap is placed around the remaining.
Fig. 3 - Journal bearings: (a) Full bearing (b) Partial bearing

The radii of bearing and journal are depicted as rb and ri respectively. The clearance „c‟ is the gap
between the journal and the bearing inner surface measured along the radial distance (rb - rj). The
distance „L‟ is the bearing length.
II. Rolling Contact Bearing or anti-friction bearings
A rolling contact bearing is called as „anti-friction bearing. It is an assembly of rolling elements
(balls or rollers) placed between the shaft and housing, maintaining radial space between them. The
bearing has usually two rings with hardened raceways (outer and inner races), in between hardened steel
balls or rollers roll. These balls or rollers are called „rolling elements‟ and are held in angularly spaced
relationship by a cage or separator. The rolling contact bearing can be classified into ball bearings and
roller bearings based on the geometry of the sliding elements. Rolling contact bearings are used to
46
carry radial or thrust loads or the combination of both. Rolling contact bearings are lubricated with
grease. The friction coefficients of rolling contact bearings are about 0.0013 to 0.0050.
Ball Bearings:
Single row radial deep groove ball bearings are most commonly used. The nomenclature of such bearing
is shown in Fig. 4. The bearing consists of four parts: the outer ring, inner ring, the balls and the
separators. The separators prevent the balls from colliding with each other.
Fig. 4 Nomenclature of a deep-groove-ball bearing

Types of Ball Bearings:
Various types of ball bearings are shown in Fig. 5
Fig. 5 - Ball Bearings: a) Deep-

groove, b) Angular-contact, c) Self-
aligning and d) Thrust
47
Ball bearings can be broadly classified into the following:
 Deep-Groove ball bearing

 Angular-contact ball bearing
 Self-aligning ball bearing
 Thrust ball bearing
Deep-groove ball bearings
The widely used ball bearing to support radial load is „Deep-Groove ball bearing‟ or „Conrad-bearing‟
as shown in Fig. 5 (a). They are primarily designed to support high radial load and moderate thrust
load. They have deep raceways that are continuous (i.e. there are no openings or recesses) over all of
the ring circumferences. This type of construction permits the bearings to support relatively high thrust
load in either direction. In fact the thrust load capacity is about 70% of the radial load capacity. A ball
bearing primarily designed to support radial load can also support high thrust load; because only few
balls carry the radial load, whereas all the balls can withstand the thrust load.
The double-row deep-groove ball bearings have two rows of balls rolling in two pairs of races. They
have more radial load capacity than that of single row bearings. In other words they are smaller in
diameter compared to single row ball bearings for comparable radial load capacity. However, the
proper load sharing between the balls mainly depends on the accuracy of manufacturing.
Angular contact bearings
The angular contact bearings (Fig. 5 b) are designed such that the centerline of contact between balls
and raceways is at an angle to a plane perpendicular to the axis of rotation. This angle is called “contact
angle”. The angular contact ball bearing may be of single or two rows of balls. They are meant to carry
radial and axial load together or only axial load depending on the magnitude of the angle of contact.
The bearings having large contact angle support heavy thrust. The groove curvature radii are generally
52 to 53% of ball diameter. Angular contact single row ball bearings have high radial load and high
unidirectional thrust load capacity than the deep groove ball bearings.
The contact angle is usually less than 40°.In the case of angular contact ball bearings, one side of the
outer race is cut to insert balls. This permits the bearing to take the thrust load in only one direction.
48
Therefore, single row angular contact ball bearings are generally used in pairs. In the case of double
row angular contact ball bearings (duplex), the balls can be arranged „back to back‟ and face to face‟
or „tandem‟ configurations (Fig. 6). The back to back and face to face duplex bearings can
accommodate radial load and axial loads in both directions. The tandem bearings can accommodate
radial load and heavy axial load in only one direction.
Fig. 6 Duplex angular contact ball bearings
Self-aligning ball bearings
For assembly of shaft and housing which cannot be made perfectly coaxial, the self- aligning
ball bearings are best used. They consist of two rows of balls on a common spherical outer race (Fig.
5 c). In such bearings the assembly of inner ring and balls can tilt in the outer ring. The loss of load-
carrying capacity is inherent in this construction, due to non-conformity of outer raceway with the balls.
This is compensated by having large number of balls in the bearings. Self-aligning ball bearings are
used in top drafting rollers and main shaft of ring spinning machine.
Thrust ball bearings
If the contact angle of angular contact bearings exceeds 45°, it is classified as „thrust bearing‟.
The maximum value this angle can assume is 90°. In such case, races are on the sideways as shown in
Fig. 5 (d). Such a bearing cannot take any radial load, and is used only for thrust loads. The shafts
49
carrying bevel or worm or helical gears should be mounted with thrust bearings, except the shafts
carrying honeycomb (Herringbone) gears or crossed helical gears of left- and right hands placed
alternatively along the shafts.
BALL BEARINGS IN TEXTILE MACHINES
Shafts of beater, cages, condensers, and fans in blow room, coiler wheels (both top and bottom) of
carding machine, creel rollers in roving machine, gear-shafts, tension pulleys for spindle tapes in ring
spinning machine are mounted in ball bearings. In some ring spinning machines, the neck-bearings of
ring spindles are fitted with ball bearings. In rotor- spinning machine, shaft of rotor is mounted with
ball bearings for rotor speed up to 60,000 rpm. Beyond this speed, the life of ball bearings reduces
drastically, and hence, „in-direct bearings drives‟ should be used. In this system, the shaft of rotor is
driven by tangential belts and rests in a cradle formed by four supporting discs. The discs act as the
bearings for the rotor shaft and are themselves fitted with ball bearings. To reduce the vibrations of
rotor, the outer circumference of each disc is fitted with a synthetic-fibre ring.
MATERIALS OF BEARING
The bearing material should have following characteristics from the service point of view.
 High strength to sustain bearing load, high compressive and fatigue strength.
 High thermal conductivity to dissipate the heat quickly.
 Low coefficient of friction.
 Less wear and tear.
 Low cost.
 Bearing materials should not readily weld itself to the shaft material.
 Good corrosion resistance in case the lubricant has the tendency to oxidize the bearing.
Good conformability. The bearing should adjust to misalignment or geometric errors. Materials with
low modulus of elasticity usually have good conformability.
Cast iron, brass and alloy materials viz., bronzes (copper-tin), Babbitt (alloys of tin-copper-lead-
antimony), copper-lead alloys and aluminum-tin alloys are used for making sliding contact bearings.
Rubber and synthetic composite materials are also used for certain applications (synthetic bearings).
50
The materials for rolling contact bearings should have the capability of being hardened to required
level. They require high resistance against wear and fatigue and stability up to 125°C. The inner and
outer rings and rolling elements are made from alloy steel based on Cr-Ni, Mn-Cr, and Cr-Mo.
Roller bearings have an ideal line contact between the rollers and races against the point contact
exhibited by ball bearings. Because of the greater contact area between the rollers and races, the load
carrying capacity of straight roller bearings is higher compared with ball bearings of similar size. They
are stiffer and have longer fatigue life than comparable ball bearings, and costlier. Roller bearings
require almost perfect geometry for the raceways and rollers. A slight misalignment will cause the
rollers to skew and get out of line. Straight roller bearings do not take thrust loads. For higher radial
load capacity, two or more rows of rollers may be provided. For mounting the ring-spindles (neck
bearing), roller bearings are used. The different types of roller bearings are shown in Fig. 7.
Fig. 7 Roller bearings: (a) Plain; (b)

Tapered; and (c) Spherical
DESIGN OF DRIVE TRANSMITTING SHAFT:

INTRODUCTION
Transmission shafts are rotating elements and are mostly circular in cross-section. Shafts are
classified as straight, cranked, stepped and flexible. They could be either solid or hollow. Shafts are
supported by bearings for smooth running. Shafts support transmission elements like gears, pulleys and
sprockets to transmit power from one rotating member to another. The portion of shaft that carries
pulley or gear is cut as slot (keyway) on which a key is placed. The key of rectangular cross section
partially sinks in the slot and projects from the shaft. The projected part of key lies in the slot cut on
the inside hub of the gear and holds the gear securely.
51
Transmission shafts may be subjected to tensile, bending or torsional shear stresses or

combinations of these. They are subjected to torque due to power transmission and bending due to
reactions on the members that are supported by them. While designing a transmission shaft for a correct
diameter, knowledge on the type of stresses involved in its application, interaction of these stresses and
the material properties of shaft must be known. Further, the material of shafts must have (a) high
strength (b) low notch sensitivity, (c) ability to be heat treated and case hardened to increase wear
resistance of journals and (d) good machine ability. Shafts are made from ductile materials like mild
steel, carbon steels or alloy steels such as nickel, nickel-chromium or chromium-vanadium steels or
ductile cast iron.
MATERIAL PROPERTIES
Engineering materials are broadly classified into ductile and brittle materials. The stress-strain
diagrams of ductile and brittle materials are shown in Figure.
Stress-strain diagrams of
engineering materials under
tensile load (a) ductile material
(b) brittle material
From O to P, the strain is linearly

proportional to stress. This region
is called „elastic region‟. The Hook‟s law is applicable for this region. After point P, the stress-strain
relationship deviates from the linear relationship, and the material exhibit more strain for a given stress.
Point E in the curve is called „elastic limit of the material‟. When a ductile material is subjected to a
tensile stress corresponding to its elastic limit, and then the load is removed, the material comes back
to its original length without any permanent deformation left in the material. Point Y is called „yield
point‟. At yield point, material yields i.e. it undergoes considerable strain without any increase in stress.
Brittle materials do not exhibit a characteristic yield point. Point U refers to ultimate tensile strength
(UTS) of the material. This is the maximum stress that a material (both ductile and brittle) can undergo
without fracture.
52
A ductile material has about 5% or more tensile strain before fracture takes place. A brittle
material has a tensile breaking strain about 5% or less. Structural steels and aluminum are ductile
materials, while cast iron is a brittle material.
A shaft may fail, if it is unable to perform its function satisfactorily. The failure of a shaft may
occur due to:
 Elastic deflection.
 General yielding
 Fracture
For transmission shafts (including drafting rollers) supporting gears, the maximum force acting on
the shaft, without affecting its performance, is limited by the permissible elastic deflection of shaft.
Lateral or torsional rigidity may also be considered as the criterion of design in such cases. For drafting
rollers, this permissible elastic deflection, especially the lateral defection should be much lower
compared to transmission shafts, as eccentricity due to the deflection of the roller would result in roller
nip movement, and consequently irregular drafting of fibres. Elastic deflection may result in unstable
conditions like vibrations of bearings. The design of shaft is based on the permissible lateral or torsional
deflection.
The stresses induced on the shaft should not be significant to the extent of general yielding or
fracture. In other words, shafts must be subjected to stresses below the yield point. Therefore, the
ultimate tensile strength is not important. The modulus of elasticity (E) and modulus of rigidity (G) are
the important properties of ductile materials used for making shafts. The dimensions of the shaft are
determined by the load-deflection equations.
DESIGN OF TRANSMISSION SHAFT
Transmission shafts can be designed by various approaches:
1. Design of shaft against static load

▪ Maximum-shear-stress theory of failure in design of shafts
▪ Design of shaft using ASME code
2. Design of shaft for torsional rigidity
3. Design of shaft for lateral rigidity
▪ Simply supported shaft subjected to central load
53
▪ Simply supported shaft subjected to an intermediate load

▪ Simply supported shaft subjected to uniform load
BALANCING OF ROTATING MASSES

We have already discussed, that whenever a certain mass is attached to a rotating shaft, it exerts
some centrifugal force, whose effect is to bend the shaft and to produce vibrations in it. In order to
prevent the effect of centrifugal force, another mass is attached to the opposite side of the shaft, at such
a position so as to balance the effect of the centrifugal force of the first mass. This is done in such a
way that the centrifugal forces of both the masses are made to be equal and opposite. The process of
providing the second mass in order to counteract the effect of the centrifugal force of the first mass is
called balancing of rotating masses.
The following cases are important from the subject point of view:
1. Balancing of a single rotating mass by a single mass rotating in the same plane.
2. Balancing of a single rotating mass by two masses rotating in different planes.
3. Balancing of different masses rotating in the same plane.
4. Balancing of different masses rotating in different planes.
1. Balancing of a Single Rotating Mass By a Single Mass Rotating in the Same Plane
Consider a disturbing mass 𝑚1 attached to a shaft rotating at ω rad/s. Let 𝑟1 be the radius of
rotation of the mass 𝑚1 (i.e. distance between the axis of rotation of the shaft and the centre of gravity
of the mass 𝑚1).
We know that the centrifugal force exerted by the mass m1 on the shaft,
𝐹𝑐1 = 𝑚1𝜔2𝑟1 − − − − − − − −(1)
54
This centrifugal force acts radially outwards and thus produces bending moment on the shaft. In order
to counteract the effect of this force, a balancing mass (𝑚2) may be attached in the same plane of
rotation as that of disturbing mass (𝑚1) such that the centrifugal forces due to the two masses are equal
and opposite.
Let 𝑟2 = Radius of rotation of the balancing

mass 𝑚2
(i.e. distance between the axis of rotation of

the shaft and the centre of gravity of mass m2 ).
Centrifugal force due to mass 𝑚2,
𝐹𝑐2 = 𝑚2𝜔2𝑟2 − − − − − − − −(2)
Equating equation (1) & (2),
𝒎𝟏𝝎𝟐𝒓𝟏 = 𝒎𝟐𝝎𝟐𝒓𝟐 𝒐𝒓 𝒎𝟏𝒓𝟏 = 𝒎𝟐𝒓𝟐
2. Balancing of a Single Rotating Mass By Two Masses Rotating in Different Planes
We have discussed in the previous article that by introducing a single balancing mass in the
same plane of rotation as that of disturbing mass, the centrifugal forces are balanced. In other words,
the two forces are equal in magnitude and opposite in direction. But this type of arrangement for
balancing gives rise to a couple which tends to rock the shaft in its bearings. Therefore in order to put
the system in complete balance, two balancing masses are placed in two different planes, parallel to
the plane of rotation of the disturbing mass, in such a way that they satisfy the following two conditions
of equilibrium.
1. The net dynamic force acting on the shaft is equal to zero. This requires that the line of action of
three centrifugal forces must be the same. In other words, the centre of the masses of the system must
lie on the axis of rotation. This is the condition for static balancing.
2. The net couple due to the dynamic forces acting on the shaft is equal to zero. In other words, the
algebraic sum of the moments about any point in the plane must be zero.
55
The conditions (1) and (2) together give dynamic balancing.The following two possibilities may arise
while attaching the two balancing masses:
1. The plane of the disturbing mass may be in between the planes of the two balancing masses, and
2. The plane of the disturbing mass may lie on the left or right of the two planes containing the balancing
masses.
1. When the plane of the disturbing mass lies in between the planes of the two balancing masses
Consider a disturbing mass m lying in a plane A to be balanced by two rotating masses m 1 and 𝑚2
lying in two different planes L and M as shown in Figure. Let r, 𝑟1and 𝑟2 be the radii of rotation of the
masses in planes A, L and M respectively.
Let 𝑙1 = Distance between the planes A and L,
𝑙2 = Distance between the planes A and M, and
𝑙= Distance between the planes L and M.
We know that the centrifugal force exerted by the mass m in the plane A,
𝐹𝑐 = 𝑚 𝜔2𝑟
Similarly, the centrifugal force exerted by the mass 𝑚1 in the plane L,
𝐹𝑐1 = 𝑚1𝜔2𝑟1
and, the centrifugal force exerted by the mass 𝑚2 in the plane M,
𝐹𝑐2 = 𝑚2𝜔2𝑟2
56
Since the net force acting on the shaft must be equal to zero, therefore the centrifugal force on
the disturbing mass must be equal to the sum of the centrifugal forces on the balancing masses,
therefore
𝐹𝑐 = 𝐹𝑐1 + 𝐹𝑐2(or)𝑚 𝜔2𝑟 = 𝑚1𝜔2𝑟1 + 𝑚2𝜔2𝑟2
𝑚 𝑟 = 𝑚1𝑟1 + 𝑚2𝑟2
Now in order to find the magnitude of balancing force in the plane L (or the dynamic force at the
bearing Q of a shaft), take moments about P which is the point of intersection of the plane M and the
axis of rotation. Therefore,
𝐹𝑐1 𝑙 = 𝐹𝑐 𝑙2(Or)𝑚1𝜔2𝑟1𝑙 = 𝑚 𝜔2𝑟 𝑙2

𝑙2
𝑚1𝑟1𝑙 = 𝑚 𝑟 𝑙2 (Or) 𝑚1 𝑟1 = 𝑚 𝑟
𝑙
Similarly, in order to find the balancing force in plane M (or the dynamic force at the bearing P of a
shaft), take moments about Q which is the point of intersection of the plane L and the axis of rotation.
Therefore
𝐹𝑐2 𝑙 = 𝐹𝑐 𝑙1 (Or) 𝑚2𝜔2𝑟2𝑙 = 𝑚 𝜔2𝑟 𝑙1

𝑙1
𝑚𝑟𝑙=𝑚𝑟𝑙 (Or) 𝑚𝑟=𝑚𝑟
2 2 1 2 2 𝑙
It may be noted that equation (i) represents the condition for static balance, but in order toachieve
dynamic balance, equations (ii) or (iii) must also be satisfied.
2. When the plane of the disturbing mass lies on one end of the planes of the balancing Masses:
57
In this case, the mass m lies in the plane A and the balancing masses lie in the planes L and M, as
shown in Figure. As discussed above, the following conditions must be satisfied in order to balance the
system, i.e.
𝐹𝑐1 = 𝐹𝑐 + 𝐹𝑐2(or)𝑚1𝜔2𝑟1 = 𝑚 𝜔2𝑟 + 𝑚2𝜔2𝑟2
𝑚1𝑟1 = 𝑚 𝑟 + 𝑚2𝑟2
Now, to find the balancing force in the plane L (or the dynamic force at the bearing Q of a shaft), take
moments about P which is the point of intersection of the plane M and the axis of rotation. Therefore

𝑙2
𝑚1𝑟1𝑙 = 𝑚 𝑟 𝑙2 (Or) 𝑚1 𝑟1 = 𝑚 𝑟
𝑙
Similarly, to find the balancing force in the plane M (or the dynamic force at the bearing P of a shaft),
take moments about Q which is the point of intersection of the plane L and the axis of rotation.
Therefore

𝑙1
𝑚𝑟𝑙=𝑚𝑟𝑙 (Or) 𝑚𝑟=𝑚𝑟
2 2 1 2 2 𝑙
3. Balancing of Several Masses Rotating in the Same Plane
Consider any number of masses (say four) of magnitude𝑚1, 𝑚2, 𝑚3 and 𝑚4at distances of 𝑟1,
𝑟2, 𝑟3 and 𝑟4from the axis of the rotating shaft. Let θ1,θ2 ,θ3 ,θ4 be the angles of these masses with the
horizontal line OX, as shown in Figure. Let these masses rotate about an axis through O and
perpendicular to the plane of paper, with a constant angular velocity of ω rad/s.
58
The magnitude and position of the balancing mass may be found out analytically or graphically as
discussed below:
1. Analytical method
The magnitude and direction of the balancing mass may be obtained, analytically, as discussed below:
1. First of all, find out the centrifugal force (or the product of the mass and its radius of rotation) exerted
by each mass on the rotating shaft.
Since ω2 is same for each mass, therefore the magnitude of the centrifugal force for each mass is
proportional to the product of the respective mass and its radius of rotation.
2. Resolve the centrifugal forces horizontally and vertically and find their sums, i.e. ΣH and ΣV. We
know that
Sum of horizontal components of the centrifugal forces,
∑ 𝐻 = 𝑚1𝑟1 cos 𝜃1 + 𝑚2𝑟2 cos 𝜃2 + ⋯
and sum of vertical components of the centrifugal forces,
∑ 𝑉 = 𝑚1𝑟1 sin 𝜃1 + 𝑚2𝑟2 sin 𝜃2 + ⋯
3. Magnitude of the resultant centrifugal force,
𝐹𝑐 = √∑𝐻2 + ∑𝑉2
4. If θ is the angle, which the resultant force makes with the horizontal, then
tan θ = ΣH / ΣV
5. The balancing force is then equal to the resultant force, but in opposite direction.
59
6. Now find out the magnitude of the balancing mass, such that
𝐹𝑐 = 𝑚 𝑟
wherem= Balancing mass, and
r = Its radius of rotation.
2. Graphical method
The magnitude and position of the balancing mass may also be obtained graphically as discussed
below:
1. First of all, draw the space diagram with the positions of the several masses, as shown in Figure.
2. Find out the centrifugal force (or product of the mass and radius of rotation) exerted by each mass
on the rotating shaft.
3. Now draw the vector diagram with the obtained centrifugal forces (or the product of the masses and
their radii of rotation), such that ab represents the centrifugal force exerted by the mass 𝑚1 (or𝑚1.𝑟1)
in magnitude and direction to some suitable scale. Similarly, draw bc, cd and deto represent centrifugal
forces of other masses𝑚2, 𝑚3 and 𝑚4 (or 𝑚2.𝑟2, 𝑚3. 𝑟3and 𝑚4. 𝑟4).
4. Now, as per polygon law of forces, the closing side ae represents the resultant force in magnitude
and direction, as shown in Figure.
5. The balancing force is, then, equal to the resultant force, but in opposite direction.
6. Now find out the magnitude of the balancing mass (m) at a given radius of rotation (r), such that
m ω2r = Resultant centrifugal force
m.r= Resultant of 𝑚1. 𝑟1, 𝑚2. 𝑟2, 𝑚3. 𝑟3and𝑚4. 𝑟4
Reference:
3. https://nptel.ac.in/courses/116102012/119
60
Unit V
DESIGN OF WINDER DRUMS
In cone winding machine drums are classified into two types,
1. Plain drum with grooved cam
2. Grooved Drum
a. Half Accelerated Drum
b. Fully Accelerated Drum
1. Plain drum with grooved cam:
 These drums do not have any grooves.
 The traverse is done by separate thread guide and grooved wing cam.
 To build uniform package density it is necessary to ensure that the yarn length wound per unit
surface area is a constant value.
 More yarn to be wound on the base than the nose.
 This is achieved by faster reversing of thread guide at the nose portion.
 To achieve this, the wing cam profile is modified.
2. Grooved Drum:
 With the grooved drum system, surface speed and traverse speed is constant.
 In the drum, a continuous helical groove is formed with interconnected clockwise and
interconnected anti-clockwise.
 The continuous helix has cross over points.
 To retain the yarn in correct groove during its traverse, particularly at intersections, one groove
is made deeper than the other and the less deep groove is slightly angled.
 To obtain uniform package density in the grooved drum type, an accelerated traverse motion
is given at the nose portion of grooved drum.
 This is achieved by designing the grooves in the grooved drum left side with wide space and
at the right side with narrow space.
 This gives faster traverse at nose and slower traverse at base.
61
KINEMATICS
The word kinematics refers to the branch of mechanics which deals with pure motion without any
reference to masses or forces involved.
Kinematics analysis therefore involves a study of the displacement, velocity and acceleration
which involves only two physical parameters namely length and time.
This analysis is done in 2 ways namely, 1. Analytical method and 2.Graphical method.
Kinematics of Shedding:
The design of the shedding mechanism should be such that,
1. At the start of the movement of heald shaft, the velocity of the shaft should be less than
normal.
2. At the middle of its movement, the velocity should be maximum.
3. At the end of the movement, again the velocity is low.
The above movements can be obtained by any one of the following motions namely,
i) Simple harmonic motion
ii) Parabolic motion
iii) Polynomial motion
iv) Cycloidal motion
i) Simple harmonic motion

 To get smooth movements of heald shaft without any jerks during their raising and lowering,
the simple harmonic motion is essential in any loom.
 Here the velocity and acceleration of the heald shafts are uniformly raised and lowered.
 SHM is the most commonly used movement for shedding in non-automatic shuttle looms.
 In this motion, the amplitude of acceleration is comparatively low, but at the beginning and at
the end of the traverse, the movement of healds shows sudden changes in acceleration which
leads to jerky movement.
 SHM is therefore not suitable for high speed looms.
ii) Parabolic Motion

 In this motion, the tappets impart constant positive or negative acceleration.
 The velocity of the heald shaft increases constantly for the first half lift and decreases
constantly for the second half lift.
 This gives 15% higher crossing velocity, but the motion again gives a sudden change in
acceleration at the beginning & at the end of the motion.
 This results in jerky movement of heald frames, hence not suitable for high speed looms.
62
iii) Polynomial& Cycloidal motion:

 Polynomial and cycloidal movements have invariable amplitudes of acceleration but the
acceleration changes gradually throughout the traverse without any sudden changes.
 These two movements minimize the heald shaft jerks.
 Hence these are suitable for high speed looms.
DESIGN OF TAPPETS
Datas required for construct a tappet:
1. Weave of the cam
2. Radius of treadle bowl
3. Dwell period of the tappet (normally 1/3rd of a pick)
4. Nearest point of contact between bowl and tappet center
5. Lift or stroke of the tappet
Procedure to construct a tappet:

1. Draw circle A of radius = NPC between tappet and bowl centre
2. Draw a circle B of radius = Circle A radius + lift of tappet
3. Weave 1/1 = 2 picks/repeat. So split the circle into two equal parts.
4. Plot the 60o dwell and 60+60 CP (change period) as CP, DP, CP in the splitted circle.
5. We get 120o CP both the sides.
6. Split the CP into 6 equal parts.
7. Mark up and down in the circle
8. Draw a semi-circle between circle A and B at the starting of CP from up to down
9. Split the semi-circle into 6 equal parts
10. Draw perpendicular line from surface of semi-circle to base line of semi-circle. Now we have
7 points on the box line.
11. From points 2,3,4,5,6, draw arc to both the (6 equal part divided) change period
12. Now we have 14 points
13. Taking this 14 points as centre and bowl radius as radius, draw 14 circles
14. In the change period, we have 2 sets of 7 circles each.
15. Join the surface of 7 circles in both the change period.
16. This trace gives the change profile of the tappet.
17. Now join point no. 1 and 7 circle surface at both change period using regular arc which gives
dwell period of tappet.
63
1. Construct a profile for 1/1 shedding cam with the following particulars. Nearest distance
between bowl and tappet center is 9 cm, Lift of tappet is 5 cm, diameter of antifriction bowl is
6 cm, dwell period is 1/3rd of a pick, shaft movement is simple harmonic motion and lift line is
straight.
Solution:
Total number of picks = 2
i) Radius of Circle A = Nearest distance between bowl and tappet center = 9 cm
ii) Radius of Circle B = Circle A radius + Lift of tappet
= 9+5 = 14 cm
iii) Timing for one pick = 360 = 180o
2
1
iv) Dwell period = 180 𝑋 = 60o
3
v) Change Period = 180 – 60 = 120o

vi) Arrangement of change period & dwell period
CP+DP+CP+DP+CP+DP
(60+60+60+60+60+60)
vii) Divide CP into 6 equal parts (120/6 = 20o), to create profile.
viii) Draw a semi-circle on the CP and divide into 6 equal parts and create 7 points in the CP (in
both the CP)
ix) With bowl radius, draw 7+7 = 14 bowls in the profile path.
x) Now join the surface of 7 bowls to create a profile.
xi) Place a arc to create dwell period at the top and bottom of the tappet.
64
Practice Problems
1. Construct the profile of the 1/1 shedding tappet with the following data. Also explain the
procedure.Nearest point of contact between bowl and tappet centre = 10cm, Lift of the tappet =
6cm,Diameter of the anti-friction bowl = 5cm, Dwell period = 1/3rd of the pick,Shaft movement =
simple harmonic
2. Construct the profile of the 2/1 shedding tappet with the following data. Nearest point of contact
between bowl surface and tappet centre = 9cm, Lift of the tappet = 5cm,Diameter of the anti-
friction bowl = 7.5cm, Dwell period = 1/3rd of the pick,Shaft movement = simple harmonic
between bowl surface and tappet centre = 2 inches, Lift of the tappet = 3 inches,Diameter of the
anti-friction bowl = 1.5 inches, Dwell period = 1/3rd of the pick,Shaft movement = simple
harmonic.
65
between bowl surface and tappet centre = 4 cm, Lift of the tappet = 3cm, Diameter of the anti-
friction bowl = 3 cm, Dwell period = 1/3rd of the pick,Shaft movement = simple harmonic.
5. Design a ring frame builder cam to get winding and binding coil in the ratio of 27:18 for the given
particulars. Lift of the cam = 2 inches, nearest point of contact with bowl = 7 inches, anti-friction
bowl dia = 2 inches. Dwell period = 120o during ring rail up and down movement.
BEAT-UP FORCE
Figure 1: Forces acting during sley motion

The Figure 1 depicts the forces acting during the sley motion.
From Figure 1, we have:
66
The torque acting on sley during its motion as a function of crank shaft rotation is shown in Figure 8.9.
Figure 2: Sley torque vs. crank shaft rotation
67
It is noticed from Equation 11 that the power required is proportional to the equivalent mass of sley,
cube of the loom speed and square of the crank radius.
SLEY ECCENTRICITY
 It is defined as the unequal spaces travelled by the sley in equal units of time.
 This means that the forward movement of the sley is faster than its backward movement. The
amount of eccentricity in the sleys motion depends upon:
 Length of crank
 Length of crank arm
 The relative heights of the crank shaft and connecting pin
 The radius of arc along which the axis of connecting pin.
Calculation of eccentricity of sley:
Length of the crank arm CD = 12 inches
Length of crank ED = 3 inches.
It can be shown that the distance AC (covered during the forward movement of the sley) is greater than
the CB (covered during its backward movement).
The distances AC and CB can be calculated as follows.
68
In the right angled triangle CDE,
CD2 – ED2 = CE2
122 – 32 = CE2
CE = SQRT (122 – 32) = 11.62 inches.
The length AE = AD‟ +D‟E = 12 + 3 = 15 inches.
AC = AE – CE = 15 – 11.62 = 3.38 inches.
CB can be calculated as follows.
AB = 3 inches x 2 = 6 inches.
Hence CB = AB – AC = 6 – 3.38 = 2.62 inches.
The eccentricity is the difference between AC and CB
Hence eccentricity of sley = AC – CB = 3.38 – 2.62 = 0.76 units.
By varying the length of crank and crank arm, the following values were calculated.
S.NO. Length of crank Length of crank arm Eccentricity of sley

1 3” 12” 0.76 units
2 4” 12” 1.38 units
3 3” 15” 0.60 units
From the above calculations, the following conclusions were made.
 If the length of crank is increased, the eccentricity of the sley is increased and vice versa.
 If the length of crank arm is increased the eccentricity is decreased and vice versa.
For wide width looms, a higher eccentricity is given to the sley for two reasons.
1. The time taken for the shuttle to move from one box to the other is greater.
2. When the sley moves backward it has to move slower than it does in narrow looms.
Sley eccentricity ratio ‘e’:

The sley eccentricity ratio e is referred to as ratio r / l.
Where r is the radius of the crank circle and
69
l is the length of the crank arm.
POWER FOR PICKING

The energy used to accelerate the shuttle is equal to its kinetic energy when it leaves the picker.
Equation 7 suggests that for a given width of loom, the power required for picking is proportional to
the cube of loom speed (picks/min). Therefore, if the loom speed is increased by 20%, the power
requirement for picking will increase by 73% (1.23 times = 1.728 times). However, the productivity of
fabric (m/min) will also increase by 20% due to increase loom speed. So, power cost per unit length
(m) of fabric will increase by 44% (1.728/1.2 times).
Power of picking is also influenced as follows.
 Increases linearly with the mass of the shuttle.
 Increases proportionately with the square of loom width
70
 Decreases proportionately with the square of degree of crank shaft rotation available for the
passage of the shuttle through the shed.
Problems:
1. Calculate the power required for picking from the following particulars: Width of warp in reed
= 1.5 m, Effective length of shuttle = 32 cm, Loom speed = 224 picks/min, Shuttle mass = 500
g, Shuttle leaves the shed at 245° and Shuttle enters in the shed at 110°
2. Calculate the power requirement for picking and work done per pick from the following
parameters:Shuttle mass: 0.5 kg, Reed width: 1.5 m, Shuttle length: 0.25 m, Loom speed: 200
PPM and Degree of crank shaft rotation for passage of shuttle: 120.
Reference:
71

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SSM COLLEGE OF ENGINEERING, KOMARAPALAYAM

TT8654 MECHANICS OF TEXTILE MACHINERY LTPC3003

Solution: Initial velocity u = 40 ft/s Distance moved S = 5 ft Leaving velocity V = ? Time = ?

1 revolution = 2 * π radians = 360° 1 radians = θ/2π t = θ /6N, N- speed in rpm

Solution: T = 24 s, N2 =160 rpm, ω = 2π (160)/60 = 16.75 rad/s, ω0 = 0

Shuttle Fly Out Problem

Consider the vertical movement.

Downward movement, (+a)

Therefore, the final shuttle velocity is V2 = √14.82 + 29.552

i) How high will the shuttle rise?

Relation between force, time and momentum

change of velocity (V) = Force (F) * Time (T)/ Mass (M)

Relationship between Work done, Energy and Power

Energy Stored in Rotating Masses

Coefficient of fluctuation of speed,

Energy Stored in a Flywheel

∆𝐸 = 𝐼 60 [ 60 − 60 ] = 3600 𝑥 𝐼 𝑥 𝑁 𝑥 [𝑁1 − 𝑁2]

1. Single disc or plate clutch

2. Multi disc or plate clutch

Pivoted double block

A spindle brake is shown in Fig. In this case the

Internal Expanding Brake

Differential Band Brake

Velocity ratio of belt drive

Therefore, the length of the belt

Therefore, Velocity ratio =

If the thickness of the belt (t) is to be considered, then velocity ratio,

Where S – S1 + S2 = total percentage of slip

Power Transmitted P = (T1 − T2) V Watts. Where V- linear velocity

Ratio of driving tensions for flat belt drive

Now resolving the forces vertically, we have

Since the angle 𝑑θ is very small, therefore putting cos 𝑑θ = 1 ( cos 0 = 1)

Equating the values of RN from Equ. (1.1) and (2.1),

loge (T1/T2) = μθ or eμθ

2.3 log (T1/T2) = eμθ

Centrifugal tension (TC) is given by TC = mv2

1.Simple gear train:

Compound gear train

2.1 Reverted gear train

Epicyclic gear train

The gear trains arranged in a manner that one or

S.No Case Arm C Gear A Gear B

Consider the epicyclic gear train shown in Fig.

Speed of gear B when A is fixed

also, the gear A is fixed, therefore

Compound Gear Train

VARIABLE SPEED DRIVES

Speed adjustment of driven pulley is possible with a

DIFFERENTIAL SPEED DRIVES

In both the cases, the spindle speed

Required conditions are:

Speeds of various elements (rpm)

DIFFERENTIAL DRIVE IN ROPER LET-OFF

In roper let-off, the ratchet is connected with external gear A by an arm.

DESIGN OF CONE DRUMS:

1. PIANO FEED REGULATOR MECHANISM

The output from the top cone is

The following assumptions are made in the design of the cones:

Datas required for cones drum construction;

The mass of a unit length of a web (m) is m = kt

Speed ratio of top and bottom cone drum is

b lb ,.� 7.,s. /, '.5

DESIGN OF SPEED FRAME CONE DRUMS