CHAPTER 3

DESIGN CONSIDERATION OF TRANSMISSON SYSTEM

One of the best methods of transmitting power between the shafts is gears.
Gears are mostly used to transmit torque and angular velocity. Gears are widely used
for transmitting small or large amounts of power from one shaft to another [14Ven].

3.1. Introduction to Gears

Gear teeth, in general, have an involute profile of a combination of rolling and
sliding motions, thus producing a positive drive. Gear operates in pairs, the smallest
of the pair being called the pinion and the larger the gear. In most of the applications,
the pinion is the driving element whereas the gear is the driven element. There are
some applications like the epicyclic gear train where the gear teeth are cut on the
inside of the rim. Generally, the following types of gears are most commonly used in
industry for power transmission purpose.

3.1.1. Spur Gear

A gear having straight teeth along the axis is called the spur gear. Spur gear is
used to transmit power between two parallel shafts at a constant velocity ratio. Spur
gears are simple, least expansive and the formula and method of attack are applicable
to other types of gear such as bevel, helical, etc. Spur gear is shown in Figure. 3.1.

Figure. 3.1. Spur Gear [91Hil]

3.1.2. Helical Gear

They are also used to transmit power between two parallel shafts. A helical
gear has teeth in form of helix around the gear. Two such gears may be used to
 39

connect two parallel shafts in place of spur gears. The helixes may be right handed on
one gear and left handed on the other. Helical gears give smooth drive with a high
efficiency of transmission. Helical gear is shown in Figure 3.2.

Figure 3.2. Helical Gear [91Hil]

3.1.3. Straight Bevel Gear
When power is to be transmitted between two intersecting shafts, bevel gears
are used. The angle of intersection of shafts is called the shaft angle. The gear blank is
a frustum of cone on which teeth are generated. The teeth are straight but their sides
are tapered so that all lines, when extended, meet at a common point called the apex
of the cone. Bevel gears is shown in Figure 3.3.

Figure 3.3. Straight Bevel Gear [01Gop]

3.1.4. Spiral Bevel Gear

Spiral teeth operate the same as helical gears. They produce less vibration and
noise when compared to straight teeth. The right hand of the spiral bevel is the outer
half of the tooth, inclined to travel in the clockwise direction from the axial plane.
The left hand of the spiral bevel travels in the counter clockwise direction. The
normal gear ratio range is 3:2 to 4:1. Spiral bevel gear is shown in Figure 3.4.

Figure 3.4. Spiral Bevel Gear [01Gop]

 40

3.2. Gear Drives

The following are the advantages and disadvantages of the gear drive as
compared to other drives, i.e, bet, rope and chain drives:
Advantages
(1) It transmits exact velocity ratio.
(2) It may be used to transmit large power.
(3) It may be used for small center distances of shafts.
(4) It has high efficiency.
(5) It has reliable service.
(6) It has compact layout.
Disadvantages
(1) Since the manufacture of gears require special tools and equipment,
therefore it is costlier than other drives.
(2) The error in cutting teeth may cause vibrations and noise during operation.
(3) It requires suitable lubricant and reliable method of applying it, for the
proper operation of gear drives [05Khu].
Gear drives, however, costly and their maintenance cost is also higher. The
manufacturing process for gear complicated and highly specialized. Gear drives
required careful attention for lubrication and cleanliness. They also required precise
alignment of the shaft.

3.2.1. Terms used in Gears

The following terms should be clearly understood at this stage. These terms
are illustrated in Figure 3.5. As the gears rotate the common normal to the surface at
the point of contact must always intersect the line of centers at the same point, called
the pitch point.

Addendum circle
Face width

Addendum Circular pitch

Tooth Width of space
Dedendum thickness
Clearance Pitch circle
Fillet radius
Clearance circle
Dedendum circle
Figure 3.5. Principle Parts of Gear Teeth [85Rob]
 41

[Link]. Pitch diameter

One of the most important observations that can be made is that, throughout
the engagement cycle, there are two circles, one from each gear, that remain tangent.
These are called the pitch circles. The diameter of the pitch circle of a gear is its pitch
diameter; the point of tangency is the pitch point.

[Link]. Circular pitch, Pc

The distance from a point on a tooth of a gear at the pitch circle to a

corresponding point on the next adjacent both measured along the pitch circle, is the
circular pitch.
πD
Pc = n (3.1)
where,
D = pitch diameter (m or mm)
n = number of teeth

[Link]. Helix angle

It is a contact angle made by the helix with the axis of rotation.

[Link]. Axial pitch

It is the distance, parallel to the axis, between similar face of adjacent teeth. It
is the same as circular pitch. The axial pitch may also be defined as the circular pitch
in the plane of rotation or the diametral plane.

[Link]. Normal pitch

It is the distance between similar faces of adjacent teeth along a helix on the
pitch cylinders normal to the teeth. It is denoted by PN. The normal pitch may also be
defined as the circular pitch in the normal plane which is a plane perpendicular to the
teeth. The nomenclature of helical gear is shown in Figure 3.6.

PN ψ
Pc
 42

Figure 3.6. Nomenclature of Helical Gear [05Khu]

[Link]. Diametral pitch, Pd

The most common pitch system used today is the diametral pitch system, the
number of teeth per inch of pitch diameter. When two gears mesh, Pd is calculated as

follow.
ng np
=
Pd = D g Dp (3.2)

Where,
np = number of teeth of the gear

ng = number of teeth of the pinion

Dp = pitch diameter of the pinion
Dg = pitch diameter of the gear

[Link]. Module, m
In the SI system of units, a common unit of length is the millimeter. The pitch
of gears in the metric system is based on this unit and is designated the module. The
module of a gear is found by dividing the pitch diameter of the gear in millimeters by
the number of teeth.
Pitch diameter D
m= =
Number of teeth n (3.3)

[Link]. Addendum, a
The radial distance from the pitch circle to the outside of a tooth.

[Link]. Dedendum, ded

The radial distance from the pitch circle to the bottom of the tooth space.

[Link]. Clearance, c
The radial distance from the top of a tooth to the bottom of the tooth space of
the mating gear when the tooth is fully engaged.
Clearance = Dedendum – Addendum = ded – a (3.4)

[Link]. Addendum circle, D0

 43

Addendum circle limits the top of the gear tooth. The diameter of the circle
that encloses the outside of the gear teeth.
D0 = D + 2a (3.5)

[Link]. Angular velocity ratio (transmission ratio), V.R

Angular velocity ratio is the ratio of angular velocity of the pinion to the
angular velocity of its mating gear. It is inversely proportional to the number of teeth
on the two gears, and for spur gears it is also inversely proportional to the pitch
diameter;
rpm p N g Dg
= =
V.R = rpm g N p D p (3.6)
Where,rpmp = Pinion speed (rev/min)
rpmg = Gear speed (rev/min)

3.2.2. Systems and Standard Proportion of Gear Teeth

The following four forms of gear teeth are commonly used in practice. The
following Table 3.1 shows the standard proportions of gear in module for the four
gear systems.
Table 3.1. Standard Proportions of Gear Systems [05Khu]

14.5°Composite 20°Stub
20° Full Depth
No. Particulars Unit or Full Depth Involute
Involute System
Involute System System

1. Addendum m 1 1 1

2. Dedendum m 1.25 1.25 1.25

3. Working depth m 2 2 2

Minimum total m
4. 2.25 2.25 2.25
depth

5. Tooth thickness m 1.57 1.57 1.57

 44

Minimum
6. m 0.25 0.25 0.2
clearance

7. Fillet radius m 0.4 0.4 0.4

Standard modules series

Preferred 1,1.25,1.5,2,2.5,3,4,5,6,7,8,10,12,16,20,25,32,40,50
Second choice 1.125,1.375,1.75,2.25,2.75,3.5,4.5,5.5,7,9,11,14,18,22,28,36

3.3. Design Consideration of Helical Gear

Helical and spur gears are distinguished by the orientation of the teeth. On
spur gears, the teeth are straight and aligned with the axis of the gear. On helical
gears, the teeth are inclined at an angle with axis, that angle being called the helix
angle. Figure 3.7 shows some examples of commercially available helical gears. With
special geometry, it is possible to have nonparallel shafts. When helical gears operate
on shafts at an angle of 90 to each other, they are called crossed helical gears
[85Rob].

Helical Gears with Crossed Helical Gears, Shafts

Parallel Shafts at Right Angle

Figure 3.7. Two Types of Helical Gears [85Rob]

3.3.1. Gear Nomenclature

When two gears mesh, the smaller gear is called the pinion and the larger is
the gear. The symbol, Dp will be used for the pitch diameter of the pinion and the
 45

symbol, Dg will be used for the pitch diameter of the gear. Then n p and ng are used for
number of teeth of the pinion and gear respectively.
As the gears rotate, the common normal to the surface at the point of contact
must always intersect the line of centers at the same point, called the pitch point.
Principal parts of gear teeth is shown in Figure 3.8. The basic requirement of gear
tooth geometry is the provision of angular velocity ratios (V.R) that are exactly
constant. Manufacturing inaccuracies and tooth deflection will slight deviations in
velocity ratio. A helical gear with a left hand helix is shown in Figure 3.9 [82Hal].

Pinion

a Center distance, C
t c
Tooth space b

Outside circle

D
Pitch circle Gear

Figure 3.8. Principal Parts of Gear Teeth [82Hal]

 46

Fe= End Thrust

ψ B
Ft=Transmitted Force
A
Fn= Normal Load A

ψ B

Pn
Pnc

Section A-A
ϕn

Section B-B

Figure 3.9. Forces on Helical Gear [82Hal]

3.3.2. Helical Gear Geometry

Helical gears are similar to spur gears except that the gears teeth are at an
angle with the axis of the gears. A helical gear is termed right handed or left handed
as determined by the direction the teeth slopes away from the viewer looking at the
top gear surface along the axis of the gear. Meshing helical gears must be of opposite
hand. Meshed helical gears can be at an angle to each other (up to 90°). In operation
the initial tooth contact of a helical gear is a point which develops into a full line
contact as the gear rotates. This is a smoother cycle than a spur which has an initial
line contact. The helical gear provides a smoother mesh and can be operated at
greater speeds than a straight spur gear.
The forms of helical gear teeth, and therefore the methods of analyzing them
for strength and wear, are very similar to those discussed for spur gears. The basic
task is to contact for the effect of the helix angle. The helix angle, called ψ is
generally selected from the range 6,8,10,12,15,20 degrees. The larger the angle the
smoother the motion and the higher speed possible however the thrust loadings on the
supporting bearings also increases. When two helical gears operate together, one must
have a right-hand helix and the other a left-hand helix. To get a clear picture of the
geometry of helical gears, it is necessary to understand five different pitches. [05Khu]
 47

3.3.3. Force on Gear Teeth for Helical Gear

The force that acts tangential to the pitch surface of the gear is called the
transmitted load Ft and is the force that actually transmits torque and power from the
driver to the driven gear. It acts in a direction perpendicular to the axis of the shaft
carrying the gear. The force directed parallel to the axis of the shaft carrying the gear
is called axial load Fa. This is the generally undesirable force that must be resisted by
shaft bearing having a thrust capacity.

ϕn
Transverse plane
Normal plane ϕ
Tangential plane ψ
Fa
Tooth elements Ft
on the pitch ψ Fr
surface
PN Pc
d

Figure 3.10. Perspective View of Force on Gear Teeth [85Rob]

A plane tangent to the pitch circle of the gear, which thus contains the
transmitted load, Ft. This tangential plane would also contain the axial load acting
perpendicular to the transmitted load. The force that acts toward the center of the gear
is called the radial load Fr. The direction of the force is always such that it tends to
push the two gears apart. The plane passed through the gear teeth in a direction
perpendicular to the axis of the gear is called the transverse plane. The pressure angle
in this plane is referred to ϕt. A plane passed through the gears in a direction normal
to the teeth themselves is called the normal plane. The pressure angle of the tooth
from thus obtained is called ϕn. The perspective view of force on gear teeth is shown
in Figure 3.10. The pitch line velocity is derived from the basic relationship, V = Rω.
Pitch line velocity,
π Dp N p
V = 60 (3.7)
Torque,
 48

9550×kW
Mt = rpm (3.8)
Transmitted load,
2Mt
Ft = D (3.9)
Axial load,
Fa = Ft tan ψ (3.10)
Radial load,

Fr = Fttan φ (3.11)
Strength design for helical gears may be handled by employing design
methods similar to those used for spur gear. Assuming that the load is distributed as
for a spur gear, and looking at the tooth normal to the helix, the normal load F n using
Lewis equation is

Fn =
S (cosb ψ m πy) n
(3.12)
where, mn = mcosψ
Substituting the tangential force,

Ft = Fn cosψ (3.13)
In normal plane,
Ft = Sbyπmcosψ (3.14)
In normal plane for Lewis equation,
Ft = m2kS2ycos ψ (3.15)
b
where, k = face width by circular pitch ( P c ) (limited to a maximum of about 6)
m = module in plane of rotation, m or mm
y = the form factor based on the virtual or formative number of teeth
The allowable stress S may be taken as approximately equal to the endurance
limit of the material in released loading, corrected for stress concentration effects and
multiplied by a velocity factor.
Allowable stress,
5.6
Sall =
S0
( 5 . 6+ √V ) (3.16)
 49

where,
S0 = about one-third of the ultimate strength of the material, MPa
V = pitch line velocity, m/sec
In the design check for strength, if the pitch diameter is known, the following
form of the Lewis equation may be used.
2
1 S 0 kπ cosψ 5.6
×
m2 y = Ft 5 . 6+ √V
(3.17)
where,
Ft = tangential force, N
V = pitch line velocity, m/sec
Then the above expression gives an allowable numerical value for the ratio
1/m2y which controls the strength check. If the pitch diameter is unknown, the
following form of the Lewis equation may be used,
2Mt
2 3
Sind = kyπ ncos ψ m (3.18)
where,
Sind = actual induced stress, N/m2
Mt = resisting torque of the weaker gear, Nm
n = actual number of teeth on the weaker gear
The expression gives a numerical value of the actual induced stress in terms of
the module. The above procedures based on strength design should be considered
only as a first approximation in arriving at a possible pitch and face width which must
be checked for wear load and dynamic load.
The limiting endurance beam strength load Fo is based on the Lewis equation
without a velocity factor. F0 must be equal to or greater than the dynamic load Fd.
Limiting endurance load,
F0 = S0bycos ψ m (3.19)
The limiting wear load Fw for helical gear may be determined by the
Buckingham equation for wear, Fw must be equal to or greater than the dynamic load
Fd.
Limiting wear load,
 50

D p bQK
2
Fw = cos ψ (3.20)
where,
Dp = pitch diameter of pinion, m or mm
Q = ratio factor
K = stress factor for fatigue, N/m2
If design is not satisfied (F0, Fw<Fd), the following remedial action is to be
taken reduce tooth error, increase module, increase the size of face width, increase the
BHN, ie apply heat treatment.
Dynamic load,
2
21V(Cbcos ψ+Ft )cos ψ
Ft+
Fd = 21V+ √ Cbcos2 ψ+F t (3.21)
where,
Fd = dynamic load, N
b = face width, m
ψ = helix angle, degree
C = dynamic factor, (N/m)

3.4. Bevel Gear

Bevel gears are used to transmit power between two shafts that are at an angle
to each other but whose axes are in the same plane and would interest if drawn out.
Spur and helical gears, however, give the effect of two cylinders rolling together,
whereas bevel gears can be seen to have the same effect as that of two cones rolling
together, with the bevel gear teeth being generated from the apices. The most
commonly used and simplest types of bevel gear have teeth which are radial towards
the point of intersection of the axes of the two shafts and are known as straight bevel
gears. The tooth action of these gears is analogous to that of spur gears, with the teeth
making line contact parallel to the pitch line. There is no longitudinal sliding between
the mating teeth of the straight bevel gear, but end thrust is developed under tooth
load acting away from the apex and tending to separate the gears, therefore, thrust
bearings must be used to keep the gears in correct relationship. Straight tooth bevel
gears are only suitable for moderate speeds as they tend to be noisy at high speeds.
 51

3.4.1. Basic Concept

Bevel gear is based upon an imaginary toothed disc which meshes with the
wheel. In other words, reference is made to a bevel gear with a pitch cone angle of
90 which is called the plane wheel.
Therefore, there are two imaginary plane wheels for one bevel gear drive. The
plane wheel for the bevel gear with left hand spiral teeth has right hand spiral faces
and flanks, whereas the plane wheel for the bevel gear with right hand spiral teeth has
left hand spiral faces and flanks.
These two imaginary plane wheels must match together like a mould and
casting, with the exception of the clearance space.
In the formulae for Klingelnberg spiral bevels, all the dimensions are given in
millimeters, the loads are in kilograms, the speeds are in meters per second and the
torque is in meter-kilogram unless otherwise specified [92Sto].

3.4.2. Preliminary Design Calculation Procedure

When calculating the plane wheel, the pitch circle diameter of crown wheel
and the ratio of the crown wheel and the ratio of the drive are generally taken at the
basic data. In place of the ratio, the number of teeth, Z 1 and Z2 are assumed. The two
numbers of teeth should not have a common factor unless this is absolutely
unavoidable, and Z1 should not be less than 8 except where in automotive drives.

The pitch cone angle-wheel,

δ o2
For gear with shaft at an acute angle
Z1
cot δ o2 = + cot δ
Z 2 sinδ (3.22)
For gear with shafts at an obtuse angle
Z1
cot δ o2 = − cot ( 180−δ )
Z 2 sin ( 180-δ ) (3.23)
For gear with shafts at 90° angle
np
tan δp1 = =i
ng (3.24)

The generating cone angle-wheel,

δ p2
δ p2 = δ o2 + ω k (where, ω k is angle correction) (3.25)
 52

The generating cone angle, δp2 and the angle correction, ωk for the most
common number of teeth ratios and at the pitch cone angle of 90 ° are listed in the
Table A.1 of Appendix (A).

The generating cone angle-pinion,

δ p1

The generating cone angle-pinion,

δ p1 for gears with shafts at acute or
obtuse angles, is calculated as:
δ p1 = δ− δ p2
(3.26)
For pinion with shafts at right angle:
δ p1 = 90∘− δ p2 (3.27)
The pitch cone angle-pinion, δo1
δ o1 = δ p1 + ω k (3.28)
The cone distance, RA
d o2
= do2× u
RA = 2 sin δ p2 (3.29)
1
where, u =
2sin δp2 (3.30)
Number of teeth-plane wheel, Zp
Z2
= 2Z2 u
Zp = sin δ p2 (3.31)
Tooth face width, b
Light and medium heavy duty gears for machines and automotive duties:
Pressure angle, 17½° or 20°
RA
b = 3.5 to 5.0 (3.32)
Heavy duty gears for machine and automotive applications where the gear
ratio, i is less than 2.5-1:
Pressure angle, 20°
RA
b = 3.5 to 5.0 (3.33)
Medium heavy duty gears:
 53

Pressure angle, 20°

RA
b = 3.5 (3.34)
Heavy duty gears for machines, road and rail vehicles, where the gear ratio,
i is greater than 2.5 - 1:
Pressure angle, 22 ½°
RA
b = 3.1 to 3.3 (3.35)
Normal module, mn
b b
and
The normal module should be between 7 10
Only in exceptional case should this range for the normal module be slightly
exceeded in either direction.
Hardened heavy duty gears:
b b
to
mn = 7 8 (3.36)
Heat treated and soft gears:
b b
to
mn = 8 10 (3.37)
The preliminary design value should be replaced with a normal module
selected from Table 3.2, using the nearest to the calculated value.
Table 3.2. Normal Module

1 1.25* 1.50 1.75* 2 2.25* 2.50 2.75*

3 3.25* 3.50 3.75 4 4.25* 4.50 -
Module
5 - 5.5 - 6 - 6.50* -
7 - 7.5 - 8 - - -

Modules marked with * should not be used if possible. Where they are used,
the Klingelnberg Co. must be contacted before the design is completed.
Normal pitch circle radius, Pn
mn ×n g
Pn = 2 sinδ p2 (3.38)
 54

Inner cone distance, Ri

Ri = R A − b (3.39)

3.4.3. Actuate Design Calculation Procedure

Transverse module, ms
PCD(wheel ) d
= o2
ms = No . of teeth ( wheel) ng (3.40)
Pitch circle diameter of pinion, do1
d01 = No. of teeth (pinion) ¿ transverse module = np ¿ ms (3.41)
Pressure angle, 
Selection of the suitable pressure angle is governed by the purpose for which
the gear are intended and the gear ratio:
(1) For general engineering purposes and gears for motor cycles and tractors, a
pressure angle, , of 20 is usually used.
(2) For gears for automotive with big ratios, a pressure angle, , of 17 ½is usually
selected
(3) For heavy duty gears for automotive and general engineering purposes with ratios
less than 2.5:1, a pressure angle, , of 22 ½ is usually chosen.

3.4.4. Profile Correction

In a tooth system using profile corrected teeth, the pitch center line of the
basic rack teeth is moved a certain amount from the pitch circle- pitch cone of the
mating gear.
The amount by which the center – line of the rack is moved away from the
pitch circle – pitch cone is expressed in fractions of the normal module, mn, and is
known as the profile correction factor x.
The profile correction is positive if the center – line of the basic rack lies
outside the pitch cone, V plus wheel; it is negative if the center – line lies within the
pitch cone, V minus wheel.
(1) ‘O’ – bevel gears
O gears are gears where the mating wheels have not been profiled corrected,
i.e. the profile correction factor, x, is zero.
The addendum of such gears is as follows:
 55

Addendum (pinion), hk1 = Normal module, mn

Addendum (wheel), hk2 =Normal module, mn (3.42)
A drive is a V-O drive if it has profile-corrected teeth with the amount of
correction in the pinion and crown wheel, but in opposite directions from the center
line. The profile correction of the pinion is positive (v-plus wheel), and the sum of the
profile correction factor is therefore x2 + x1 = 0.
This type of the gear is very popular, especially for big ratios, as it is possible
to make the pinion teeth stronger at the expense of reducing the strength of the crown
wheel teeth, thus balancing the strength of the smaller pinion and the larger crown
wheel.
For calculating of the addendum for bevel gears which are classified V-O
gears, use the following formulae:
Addendum (pinion), hk1
h k1= (1+x 1 ) mn (3.43)
Addendum (wheel), hk2
h k2= 2 mn − hk1 (3.44)
The value 1+x1 depends upon the number of teeth ratio and the pressure angle,
, and can be found from Tables A-2 (a), (b) and (c) of Appendix A.
(2) Bevel gear V drives
On V gears, the profile corrections of the pinion and wheel are not equal. The
sum of the profile correction of the factor is, therefore, x2+x1 ≠ 0.
The profile corrections may be in the same direction or in opposite directions.
There are both V-plus gear and V-minus gears, but only the V-plus gears are of
importance.
V-plus gears are gear pairs where the mating pinion and wheel are either both
V-plus gears or where on the pair are V-plus gear and the mating gear either an O
gear or a V-minus wheel, provided that the sum of the profile correction is x2+x1 0.
V-plus gears are usually employed where there are small ratios so as to obtain
a bigger effective pressure angle or a smoother running pair of gears.
The addendum of V-plus gears is calculated as follows.

Addendum (pinion), h k1= (1+x 1 ) m n

Addendum (wheel), h k2= (1+x 2 ) mn

 56

V-plus gears differ from O gears and V-O gears also in their outside
diameters.

3.4.5. Tooth Profiles

Klingelnberg make hob for tooth profiles, number 1-4 (designated by
Klingelnberg Zf I, Zf II, Zf III and Zf IV). They differ from one another in tooth
thickness and the radii at the tips of the teeth.
If the teeth are cut with no profile correction, then the following differences in
each of the different profiles will be revealed.
Tooth profile 1, Zf I, will produce pinions and wheels with equal tooth thickness.
Tooth profile 2, Zf II, will produce pinions with teeth that are 0.05 x m thicker than
the teeth produced by profiled 1 (thickness measured at the pitch circle)
Tooth profile 3, Zf III, will produce pinions with teeth that are 0.10 x m thicker than
the teeth produced by profiled 1 (thickness measured at the pitch circle)
Tooth profile 1, Zf IV, will produce pinions with teeth that are 0.15 x m thicker than
the teeth produced by profiled 1 (thickness measured at the pitch circle)
The tooth thickness of the hobs for tooth profiles 2,3, and 4 are reduced as the
pitch circle by the relevant amount to suit the increased thickness given, and thus are
smaller than
t π
= mn
2 2 (Pinion hobs)
The tooth thickness of the hobs for the crown wheel is bigger than
t π
= mn
2 2 (Wheel hobs)
Tooth profile 1, Zf I
The tooth profile 1 and 3 are the ones most favored for general use.
Tooth profile 1, used with pressure angle, , of either 20 or 22 ½ is used for general
engineering gears and in the automobile industry for lorries with gears having ratios
that are that are less than 2.5-3:1.
The gear hobs for tooth profile 1 can be used for cutting both the pinion and
crown wheel.
Tooth profile 3, Zf III
 57

Tooth profile 3, used with a pressure angle, , of 17 ½  is used for automobile

industry gears for (a) cars and (b) lorries where the gear ratio is bigger than 2.5-3:1.
On gears having tooth profile 3, the teeth of the pinions are made thicker by
reducing the thickness of the teeth of the crown wheel. This compensates for the
heavier loads on the pinion teeth due to the smaller number of teeth.
The pinion hobs for tooth profile 3 have right-hand spirals, which are the most
common in the automobile industry. For the left-hand spiral, this must be particularly
specified when ordering, because left-hand hobs are not normally kept in the stock.
Beside tooth profiled 1 (Zf I) and 3 (Zf III), tooth profile 2 (Zf II) and 4 (Zf IV)
may be employed in special cases where an even better compensation of the differing
loads of the pinion and crown wheel is necessary-tooth profile factor Y, Lewis
formulae. Before calling up these special gear hobs, contact must be made with the
Klingelnberg works [92Sto].

3.4.6. Gear Blank Dimensions

The equations for spiral bevel gears with shafts at right angle is shown in the
following. The gear blank for shaft at right angle is shown in the Figure 3.11.
O gears and V-O gears
a1= b cos δ p1 (3.45)
k 1 = hk1 cos δ p1 (3.46)
c 1 = h k1 sin δp1 (3.47)
a2 = b sin δ p1 (3.48)
k 2 = hk2 sin δ p1 (3.49)
c 2 = h k2 cos δ p1 (3.50)
d ka1 = d o1 + 2 k 1 (3.51)
d ki1 = d ka1 − 2 a 2 (3.52)
d ka2 = d o2 + 2 k 2 (3.53)
d ki2 = d ka2 − 2 a1 (3.54)
 58

d o1
H1 = cot δo1
2 (3.55)
d o2
H2 = cot δ o2
2 (3.56)
d o2
ω1 = − c +a
2 ( 1 1) (3.57)
d o1
ω2 = − ( c 1+ a 2)
2 (3.58)

Figure 3.11. Gear Blank Dimension for Shaft at Right Angle [92Sto]

3.5. Design Procedure for Straight Bevel Gears

In the automobiles, straight bevel gears are used as the differential pinion and
side gear. Bevel gears are analogous to a friction cone drive when the conical surface
of one drives that of the other cone by friction. Since friction cone drive is not
attainable in practice, teeth are provided into these cones for positive drive. The pitch
cones of bevel gears are analogous to the pitch cylinders of spur and helical gears. For
transmission of power through intersecting axes, the bevel gears are most commonly
used.
As stated before, the pitch surface of a bevel gear is a (truncated) cone. When
two bevel gears mate, their respective pitch cones contact along a common element.
The pitch cones, when extended, meet at a common point called the apex. The shaft
center lines also obviously intersect at the apex.
 59

The rolling pitch cones have spherical motion. While in motion, every point in
a bevel gear remains at a constant distance from the apex. It is not customary to make
the large end, that is, the back of a bevel gear spherical. It is made conical, this cone
being known as the back cone which is tangent to the theoretical sphere at the pitch
diameter. The tooth data of the bevel gear are all given with reference to the large
end.
A crown gear is a bevel gear where the pitch cone angle is 90  and bears the
same relations to a bevel gear as a rack does to a spur gear. The tooth form in the
bevel gear is slightly modified from a true involute. To ensure practical gear cutting,
the basic crown gear have straight sided teeth. The cutting tools having straight
cutting edges are inclined to give the desired pressure angle. Strictly speaking, the
basic crown gear tooth should be slightly curved to attain the true involute form.
Cutting should also conform accordingly to produce this contour. To avoid practical
difficulties associated with giving cutters a curved outline, straight teeth are used as
indicated before. The teeth produced are said to have “octoid” form. In the generation
methods, a straight sided tool simulating the crown gear and the blank of the bevel
gear cone roll on each other, producing the desired bevel gear.
The basic shape of a bevel gear tooth is almost the same as that of the spur
gear. The tooth tapers off as it approaches the apex. The contour of the tooth also
varies along its entire length. The angle between the shafts will depend on the
conditions of drive. It is usually 90, but can have other angle also.

3.5.1. Guidelines for Selection of Dimensions

The bevel gears are sensitive to machining and mounting errors, elastics
deformations and particularly to the deflection of the shafts. The deflection tends to
displace the shafts so that the pitch cone do not meet at the theoretical apex. The
errors result in one-sided loading, noisy running, vibrations, jamming of teeth and
other undesirable effects. These and other factors have limiting influences on bevel
gear dimensions. To alleviate the detrimental effects of misalignments, the teeth of
the bevel gears are sometimes generated in such a way that their surfaces are slightly
convex in the lengthwise direction. The calculation procedures for straight bevel gear
dimensions are mentioned.

3.5.2. Forces Analysis for Bevel Gears

 60

The separating force can be resolved into two components. Force component
along the shaft axis of the pinion is called the pinion thrust force F a and the force
component along the shaft axis of the gear is called the gear thrust force F g. Force
components on straight tooth bevel gear is shown in Figure 3.12.
Tangential force
Ft1 = Ft2=F1=FNcos (3.59)
Ft = 2T1/dm1=T1/rm1 (3.60)
where
T1 = Pinion torque (Nm)
dm1 = middle circle diameter of pinion (m)
Radial force
Fr1 = Ft tan cos 1 (3.61)
Fr2 = Ft tan cos 2 (3.62)
Axial force
Fa1 = Ft tan sin 1 (3.63)
Fa2 = Ft tan sin 2 (3.64)

Gear
Fa2

Fr2

Fr1
Fa1
r
Pinion

Figure 3.12. Force Components on Straight Tooth Bevel Gear [05Khu]

If the shaft angle is 90, then the following relations hold good.
Fa1 = Fr1 (3.65)
Fa2 = Fr2 (3.66)
where,  = pressure angle (degree)
1 = pitch cone angle of pinion (degree)
2 = pitch cone angle of gear (degree)
 61

3.5.3. Checking the Position of the Straight Bevel Gear

This is determined by the cone distance, RA, the inner cone distance, RI, the
module, m, and the face width, b.
For strength check,
Unknown diameter case,
ng
R = np (3.67)
ng 2 2
√ n p+ ng
nfg = n p (3.68)
np 2 2
n √ n p+ ng
nfp = g (3.69)
where,
ng = number of teeth of gear
np = number of teeth of pinion
nf = formative number of teeth
R = gear ratio
2Mt Lc
2 L −b
Sind = m bπ×yn c
[ ] (3.70)
Power 60
Mt =
2π×rpm p (3.71)
where,
Mt = transmitting torque (Nm)
b = face width (m)
L = cone distance (m)
n = actual number of teeth of weaker gear
y = form factor
m = module
n p ×m
×√1+V . R2
L = 2 (3.72)
L
b = 3 (3.73)
 62

πD p (rpm )p
V = 60 (3.74)
where, V = velocity (m/s)
Dp = diameter of pinion (m)

Sall =
S0 ( 6 6+v ) for cut teeth (3.75)
5 .6
Sall =
S0
( 5 . 6+ √ v ) for generated teeth (3.76)
1
Su
S0 = 3 (3.77)
where,
Su = ultimate strength
Sall < Sact ; it is unsatisfactory.
Sall >> Sact ; it is satisfactory but too strong.
Sall > Sact ; it is satisfactory.
For dynamic check,
The limiting endurance load,

F0 =
S 0 ×b× y p ×π×m× ( L−bL ) (3.78)
The limiting wear load,
0. 75×D p ×b×K×Q
Fw = cosα p (3.79)
2n fg
Q = nfp +nfg (3.80)
The dynamic load,
21×V ×( b×C +Ft )
Ft +
Fd = 21×V + √ b×C +Ft (3.81)
Where the symbols are the same as for spur gear.
For the satisfactory condition, F0, Fw must ≥ Fd.

3.6. Design Consideration of Shaft

 63

A shaft is the component of mechanical devices that transmits rotational

motion and power. In the process of transmitting power at a given rotational speed,
the shaft is inherently subjected to a torsional moment, or torque. Thus, torsional
shear stress is developed in the shaft. Also, a shaft usually carries power-transmitting
component such as gear, belt sheaves, or chain sprockets, which exert forces on the
shaft in the transverse direction (perpendicular to its axis). These transverse forces
cause bending moments to be developed in the shaft, requiring analysis of the stress
due to bending. The shaft may be either hollow or solid [08San].
3.6.1. Input Shaft
In an automobile gearbox or transmission, the input shaft usually forms a
direct link between the engine and gearbox, in the rear engine transmission layout in
particular, when used in high-performance sports cars and racing cars, where it is
designed as a quill shaft which is used it absorbs some of the shock loadings which
are created during racing-type standing starts and gear shifts. The input shaft must not
only be designed to deal with the maximum engine torque while in normal drive, but
must also be capable of absorbing torques as high as five times the maximum engine
torque which can be generated in the lower gear ratio by ‘clutch snapping’ during
gear changing, and when making racing-type standing starts [92Sto].

3.6.2. Intermediate Shaft

The intermediate shaft can be connected either direct to the input shaft or by
using a pair of input gears to provide an input-step ratio. Where the connection is
direct, the input load is the same as that used in the stress calculations for the input
shaft; but if an input ratio is included, the input load will either be increased or
decreased by the gear ratio, i.e. the input load increases if the speed is reduced and
decreases if the speed is increased.
The physical size of the intermediate shaft will be dictated by the following:
(1) The size of the input shaft and any connection used between the input and
(2) The stress loading and deflections in the shaft allied to the distance
between the supporting bearings, and the size of bearings required
(3) The material and heat treatment used in the manufacture of the shaft
(4) The size of the gears and engaging dogs or synchromesh units required to
cope with the torque input
 64

(5) The bearing size is dependent upon the loading due to the forces generated
by the gears under full torque, and the sizes of the gears and selector units
(6) The size of the gears and engaging dogs or synchromesh units dependent
on the size of bearings used in free-running gears or the splines or
serrations required if fixed gears are fitted
When all the above factors have been finalized, the intermediate shaft stress
intermediate shafts supporting bearings and the size of bearings required calculation
can be completed [92Sto].
3.6.3. Output Shaft
The gearbox output is the final link in the internal running gear shafts. In a
front-engine vehicle, where the engine and gearbox are built as a complete unit, the
output shaft is usually in line with the engine crankshaft and the gearbox input shaft,
whereas in a rear-engine vehicle, the gearbox output shaft is usually the pinion shaft.
Whichever type of vehicle arrangement is used, the output shaft carries the mating
gears of the internal ratios. This means that the stress loading calculations and the
factors dictating the physical size of the output shaft are exactly the same as those for
the intermediate shaft [92Sto].

3.6.4. Stress Exerted on the Shaft

Shaft design of ductile material, based on strength is controlled by the
maximum shear stress theory. The following equations are based on shafts of ductile
materials and cross section. Shafts of brittle material would be designed on the basis
of the maximum normal stress theory. Shafting is usually subject to torsion, bending
and axial loads. For torsional loads, the torsional stress xy, the bending stress Sb and
the tensile or compressive stress Sa are calculated by the following equations.
For solid shaft,
M t r 16Mt
=
τxy = J π d3 (3.82)
Bending stress,
M b r 32Mb
=
Sb = I π d3 (3.83)
Tensile stress,
4F0
2
Sa = π d (3.84)
 65

The ASME code equation for a hollow shaft combines torsion, bending and
axial loads by applying the maximum shear equation modified by introducing shock,
fatigue and column factors as follows:
For a solid shaft having little or no axial loading, the code equation reduces
16
√ ( K b M b )2 +( K t M t )2
d3 = π S s (3.85)
For a solid shaft having axial loading, the code equation reduces to
2
16
d3 = π S s √[ αF d
]
K b Mb + a + [ K t Mt]
8
2

For a hollow shaft having axial loading, the code equation reduces to
(3.86)

α F a d 0 (1+K2 ) 2
16
4
d3 = π S s (1−K )
√ K b M b+
8
+( K t M t )2
(3.87)
where, xy = torsional shear stress, N/m2
Mt = torsional moment, N-m
Mb = bending moment, N-m
d0 = shaft outside diameter, m
di = shaft inside diameter, m
Fa = axial load, N
Kb = combined shock and fatigue factor applied to bending moment
Kt = combined shock and fatigue factor applied to torsional moment
Sb = bending stress (tension or compression), N/m2
Sa = axial stress (tension or compression), N/m2
ASME code to state for commercial steel shafting
Ss = 8000psi for shaft without keyway (55 MN/m2)
Ss = 6000psi for shaft with keyway (40 MN/m2)
ASME code states for steel purchased under definite specifications
Ss = 30% of the elastic limit but not over 18% of the ultimate strength in
tension for shafts without keyways. These values are to be reduced by 25% if keys are
present.
α = column-action factor (1 for tensile load)
For a compression load, column-action factor may be computed by:
 66

α =
1−0 .0044 ( Lk ) L
, for k is less than 115 (3.88)

L Sy 2
L
2
×
α = π nk k
() , for k is greater than 115 (3.89)
where,
n = 1 for hinged ends
n = 2.25 for fixed ends
n = 1.6 for ends partly restrained as in bearings
I d
k = √ A = 4 (radius of gyration, m)
(3.90)
I = rectangular moment of inertia, m4
A = cross section area of shaft, m2
Sy = yield stress in compression, N/m2
Standard size of shafting should be used where possible. These sizes vary according
to material specification and supplier. Typical sizes for solid shafts are
Up to 25 mm in 0.5 mm increments
25 to 50 mm in 1 mm increments
50 to 100 mm in 2 mm increments
100 to 200 mm in 5 mm increments
Bending and torsional moments are the main factors influencing shaft design. One
of the first steps in shaft design is to draw the bending moment diagram for the loaded shaft
or the combined bending moment diagram if the load acting on the shaft is in more than
one axial plane. From the bending moment diagram, the points of critical bending stress
can be determined [12Khi].

3.6.5. Design Consideration of Critical Speed of Shafts

All rotating shafts even in the absence of external load deflect during rotation.
The magnitude of the deflection depends upon the stiffness of the shaft and its
supports, the total mass of shaft and attached parts, the unbalance of the mass with
respect to the axis of rotation, and the amount of damping in the system. The
deflection, considered as a function of speed, shows maximum values at so-called
critical speeds. For any shafts there are an infinite number of critical speeds, but only
 67

the lowest and occasionally the second are generally of interest the designer. The
others will usually be so high as to be well out of the range of operating speeds. At
the first critical speed, the shaft will bend to the simplest shape possible. At the
second critical speed it will bend to the second simplest shape possible, etc.
For a shaft will single attached mass, the shaft mass is small compared to the
attached mass, the first critical speed can be calculated approximately as

g
ω c=
√ δ (3.91)

When δ is the static deflection (at the mass location, which would be
caused by a force W = mg) and g is the gravitational constant (9.81 m/s 2). For a shaft
of negligible mass carrying several concentrated masses, the first critical speed is
approximately:
Rayleigh-Ritz Equation,
i

(3.92)
ω c=

√ g ∑ W nδn

n=1
n=1
i
∑ W n δ2n

where, Wn = weight of nth mass

δn = static deflection at the nth mass and
i = total number of masses
For a shaft with single attached mass, if the shaft is small compared to the
attached mass, the first critical speed can be calculated approximately as
ks

(3.93)
ω c=
√ m
Where m is the mass and ks is the shaft spring constant (force required for
one unit deflection at the mass location). This relation is independent of shaft
inclination (horizontal, vertical or intermediate). Symbol δ represents the static
deflection (deflection, at the mass location, which would be caused by a force mg =
W) [05Khu].

3.7. Propeller Shaft

 68

The propeller shaft rarely requires maintenance; provide oil is supplied in

sufficient quantity. Overload, lack of lubrication, or sudden impacts received by the
engine when driving on bad rod surfaces may, however, cause trouble.
Propeller shaft caused by dynamic imbalance, a bent or twisted propeller
shaft, or a yoke installed in the wrong direction. Correct assembly is necessary to
correct the latter. A bent shaft should be either corrected on a press or replaced.
Maximum permissible play is 1 mm (0.0394 in) and 0.5 mm (0.0197 in) for a
corrected (bent) shaft.
This causes bending stresses in the material that are higher than the shearing
stresses caused by transmitted torque. While the critical speed increases with decrease
in the mass of the shaft, the moment of inertia of the section increases. The tendency
for the propeller shaft to whirl should be reduced and to do so, it should be made
tubular and should be perfectly balanced.
Nosing is caused by a worn spider or a worn or broken needle roller bearing.
The faulty part should be replaced. A worn spline also causes slip joint play in the
direction of rotation, resulting in the generation of noise. A worn part should be
replaced. The maximum clearance in the direction of spline rotation is 0.3 mm
(0.0118 in).
The transmission allows the engines crankshaft to turn fast while the wheels
turn slowly. The transmission can then change the ratio of crankshaft speed to car
speed as car speed increases. Thus, the engine crankshaft may turn about four, eight
or twelve times for each wheel revolution. In addition, the transmission includes a
reverse gear so the car is backed; each of these gear ratios is selected manually by the
driver.

3.7.1. Torsional Moment

The torsional moment acting on the shaft can be determined.
kW×1000×60 9550×kW
= Nm
Mt = 2π×rev/min rev/min (3.94)

3.7.2. Axial Force

While universal joints do not produce axial forces they will transmit a portion
of the axial forces applied to them. The amount of axial force that they can be
 69

transmitted via the spline section is a function of the spline coefficient of friction,
operation torque and the spline pitch diameter per the following formula.
2Tμ
Fa = PD (3.95)
where, Fa = axial force
T = operation torque
μ = coefficient of friction (0.05 to10 for lubricated nylon coated steel)
PD = spline pitch diameter

3.7.3. Balancing
Drive shafts are generally provided straightened and balanced. For some low
speed application they are provided straightened only. For high-speed application and
some sensitive applications, special balance requirements may be required.

3.8. Critical Rotation Speed of Propeller Shaft (Drive Shaft)

Critical speed of the propeller shaft varies directly as the diameter of the tube
and inversely as the square of the length. Diameters are as large as possible and
length as short as possible to keep the critical speed frequency above the driving
speed range. The critical speed is given by,

60 π 2 EI
Nc = 2 πL
2
√ ρA (3.96)
where, I = moment of inertia of the shaft section
π 4 4
(d o −d t ), m 4
= 64
A = cross-section area
π 2 2
(d o −d t ), m 2
= 4
g = acceleration due to gravity
= 9.81 m/s2
E = modulus of elasticity for steel
= 1.96 × 1011 N/m2
ρ = density of steel
= 7860 Kg/m3
 70

do = the outside diameter, m

di = the inside diameter, m
L = the length of the shaft, m

3.8.1. Modules of Elasticity

The Modules of Elasticity is a material property that describes the strength or
the material. The formal description is the stress that it would take to stretch a piece
of the material to twice its length.

3.8.2. Torsional Yield

This is the torque value that will cause damage to the shaft. So, it is basically
the maximum torque rating. Horsepower is just torque at a certain speed. The density
is the weight of the material.

3.8.3. Weight
This is the weight of the tubing that makes the shaft and not the end yokes or
u-joints. The material section will affect the type of end yokes.
3.8.4. Design Torque for the Shafts
Propeller shafts can also be designed for a given torque rating, which is the
torque required to stress them to the elastic limit. If,
Te = the engine torque, Nm
G = the overall gear ratio
Tt = the torque to be transmitted by the propeller shaft, Nm
Td = the design torque for the shaft, Nm
Fs = the surface shear stress, N/m2
Ip = the poplar moment of inertia of the shaft section
π 2 2
(d 0 −d t ), m 4
= 32
Y = the distance from the neutral axis to the outermost fiber of the shaft
do
,m
= 2
Then,
Tt = TeG,Nm (3.97)
 71

And
Td
Ip =

Ss
, or
y (3.98)
Ip
T d =S s
y
4 4
π d 0 −d t
Ss
Td = 16 d 0 (3.99)
Now,
Td = Tt× Factor of safety (3.100)
A factor of safety of 3 is advisable for these design calculation.

3.9. Bearing
A bearing is a machine part whose function is to support a moving element
and to guide or confine its motion, while preventing motion in the direction of
applied load. They take up the radial and axial loads imposed on the shaft or axle
they carry, and transmit these to the casing or machine frame. Since there is a relative
motion between the bearing and the moving element, there will be a power or energy
loss due to friction and if their surfaces actually touch each other, wear may also take
placed. Hence a bearing should perform its function with a minimum loss of energy
from friction and at the same time should control the rate of wear. In many
applications, the bearings are located between the shafts and frame of a machine.
There are many type of bearing. The types of rolling contact bearing usually applied
to machine design for supporting shafts are listed below [12Chi].
(1) Single row, deep groove ball bearing
(2) Double row, deep groove ball bearing
(3) Angular contact bearing
(4) Cylindrical roller bearing
(5) Needle bearing
(6) Spherical roller bearing
(7) Taper roller bearing
 72

Deep Groove Ball bearing shown in Figure 3.13 is used in my research.

width
Snap ring groove
Corner radius
Seal or shield
groove Shoulders
Seal or shield
notch Corner radius

Inner ring raceway

Outside diameter bore Inner ring

Inner ring land

Separator
Inner ring
face Outer ring raceway
Outer ring Outer ring land
face Outer ring

Figure 3.13. Deep Groove Ball Bearing [12Chi]

When both radial and thrust loads are exerted on a bearing, the equivalent load
is the constant radial load that would produce the same rated life for the bearing as the
combined loading. The equivalent bearing load defined above is obtained from the
following general equation:
P = XVFr+YFa
(3.101)
where,
P = Equivalent bearing load,
Fr = Actual radial bearing load,
Fa = Actual axial bearing load,
X = Radial factor,
Y = Thrust factor and
V = Rotation factor.
In the case of a pure radial load P =V F r, since, when Fa = 0, X =1. The
equivalent load P is never less than VFr and in the case of single row bearings a thrust
load does not influence the equivalent load until its magnitude is such that the ratio
(Fa/VFr) exceeds a specified value e. Factors X and Y , e and (F a/VFr ) can be read
from Table A.5 and Table A.7 for taper roller bearing. If this ratio exceeds e, then the
appropriate values of factors X and Y must be used in the calculation. If (F a/VFr) ≤ e
 73

then for single row bearings P =VF r since X=1 and Y=0, with double row bearings
even small thrust forces have an influence on the equivalent load since Y >0 for
(Fa/VFr ) greater or smaller than e [08San].

3.10. Tooth Stress

Gear are one of the most critical component in mechanical power transmission
systems. The bending and surface strength of the gear tooth are consider to be one of
the main contributors for the failure of the gear in gear set. There is a problem of
failures at the root of the teeth and at the contact of the teeth because of the bending
stress.

3.10.1. Bending Stress

The classic method of estimating the bending stresses in a gear tooth is the
Lewis equation. Force analysis of gear tooth is shown in Figure 3.14.
M σb
I = y

Ft
b
h t
A A
t

Figure 3.14. Force Analysis of Gear Tooth [91Hil]

3
bt
I = 12
2
σ b bt t2
Ft =
6h
=σ b b
( )
6hPc
×P c=σ b by p Pc

The bending stress equation for helical gear teeth is given as

Ft
σb = by p Pc
Ft
σb = by p πm (3.102)
 74

3.10.2. Contact Stress

Pitting is a surface fatigue failure resulting from repetitions of high contact
stress. Length of contact is shown in Figure 3.15.
F t cosψ
σc =
Cp
√ × ( K K (0 . 93K m )
bdI 0 .95CR v 0 ) (3.103)

O1 Base Circle
rb1
r Pitch Circle
N
ra1

L
P ϕ Addendum Circle

K
M

O2
Figure 3.15. Length of Contact [91Hil]
where, Kv = velocity factor,
K0 = over load factor,
Km= load distribution factor,
Elastic coefficient factor,
1

Cp =0.564 √
The geometry factor,
1−μ21
E1
+
1−μ22
E2 (3.104)

sin φ cosφ i
×
I = 2 i+2 (3.105)
The contact ratio,
Larc
Contact ratio = Pc

Lc
Larc = cosφ
Lc = KL = KP + PL
 75

KP = KN − PN

KN = √ r2a1−r 2b1
PN = r 1 sinφ

KP = √ r 2a1−r 2b1
PL = ML − MP

ML = √ r2a2−r 2b2
MP = r2sinϕ

PL = √ r2a2−r 2b2−r2 sin φ

Lc = √ r2a1−r 2b1−r1 sin φ + √ r2a2−r 2b2−r2 sin φ
= √ r2a1−r 2b1+ √ r2a2−r2b2−(r1 +r2 )sin φ
2 2 2 2
√( r +a ) −r +√(r +a ) −r b2−( r 1 +r 2 )sin φ

CR =
( 1 b1 2
P c cos φ )
√ r 1 +a )2 −r 2b1 + √(r 2 +a )2−r 2b2−( r 1 +r 2 )sin φ
CR =
( (
πmcos φ ) (3.106)
Polar moment of inertia can be determined by using following equation.
4
πD
J = 32 (3.107)
where, D = pitch diameter, m
Shear stress can be obtained from the following equation.
M t ×R
τ = J (3.108)
The principal stresses are
2
σ x +σ y 1 σ x −σ y
σ 1 ,σ 2=

The von-Mises stress is,

2
±
2 √( 2 )+4τ 2xy
(3.109)

1
√( σ −σ
1 2 )2 + ( σ2−σ 3 )2 + ( σ 3 −σ 1 )2
σ̄ = √2
(3.110)
 76

Principal Strain
1
σ −γ ( σ 2 +σ 3 ) ]
ε1 =
E[ 1 (3.111)
Effective strain
2 2 2 2
ε̄ =
[ ( ε +ε +ε )
3 1 2 3 ] (3.112)

3.11. Summary
The design consideration of transmission system is presented in this chapter.
Firstly, about the types of gear, their nomenclature and standard proportion of gear
teeth is expressed. Secondly, to consider the design of gears (such as spur gear,
helical gear, and bevel gear), it is necessary to calculate the theory of strength check
and dynamic check which can be found in this chapter. And then, ASME code
equation is mentioned to evaluate the design of shafts in gear box and propeller shaft.
Finally, the theory of Lewis and AGMA are also discussed to investigate the bending
stress and contact stress by changing the different values of face width and different
three types of material. Moreover, structural analysis is also expressed for the
calculation of von-Misses stress, effective strain of gears.