Introduction to Gears

Engineering Dynamics Lab

Prepared by:
Muhammad Idrees (130501016)
Faraz Khan (130501009)
Tayyab Safwan (130501048)
Junaid Mukhtar (120501026)
Asif Ali (130501043)
Aamir Rafiq (130501037)
Muhammad Ali Zia (130501038)



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Contents
1.1. Introduction to Gears ...................................................................................................................... 6
1.1.1. Comparison with Drive Mechanism ........................................................................................ 6
1.2. Types of Gears................................................................................................................................. 6
1.2.1. External vs. Internal Gears ...................................................................................................... 6
1.2.2. Spur Gear ................................................................................................................................ 7
1.2.3. Helical Gear ............................................................................................................................. 7
1.2.4. Skew Gear ............................................................................................................................... 8
1.2.5. Double Helical ......................................................................................................................... 9
1.2.6. Bevel Gear ............................................................................................................................. 10
1.2.7. Spiral Bevels .......................................................................................................................... 10
1.2.8. Hypoid Gear .......................................................................................................................... 11
1.2.9. Crown Gear ........................................................................................................................... 11
1.2.10. Worm Gear............................................................................................................................ 12
1.2.11. Non-Circular Gear ................................................................................................................. 13
1.2.12. Rack and pinion ..................................................................................................................... 14
1.2.13. Epicyclic Gears....................................................................................................................... 14
1.2.14. Sun and Planet ...................................................................................................................... 14
1.2.15. Harmonic Gear ...................................................................................................................... 15
1.2.16. Cage Gear .............................................................................................................................. 15
1.2.17. Magnetic Gear....................................................................................................................... 16
1.3. General Nomenclature ................................................................................................................. 17
.............................................................................................................................................................. 17
1.Rotational Frequency ......................................................................................................................... 17
2.Angular frequency ............................................................................................................................. 17
3.Number of Teeth, ............................................................................................................................... 17
4. Gear, wheel ....................................................................................................................................... 17
5. Pinion ................................................................................................................................................ 18
6. Path of contact .................................................................................................................................. 18
7. Line of Action, Pressure Line ............................................................................................................. 18

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8. Axis .................................................................................................................................................... 18
9. Pitch point ......................................................................................................................................... 18
10. Pitch Circle, Pitch Line ..................................................................................................................... 18
11. Pitch diameter ................................................................................................................................. 18
12. Module ............................................................................................................................................ 18
13. Operating Pitch Diameters .............................................................................................................. 19
14. Pitch Surface ................................................................................................................................... 19
15. Angle of Action ................................................................................................................................ 19
16. Arc of Action ................................................................................................................................... 19
17. Pressure Angle ................................................................................................................................ 19
18. Outside Diameter ............................................................................................................................ 19
19. Root Diameter ................................................................................................................................. 20
20. Addendum ...................................................................................................................................... 20
21. Dedendum ...................................................................................................................................... 20
22. Whole Depth ................................................................................................................................... 20
23. Clearance ........................................................................................................................................ 20
24. Working Depth ................................................................................................................................ 20
28. Base Pitch, Normal Pitch ................................................................................................................ 20
29. Interference .................................................................................................................................... 20
30. Interchangeable Set ........................................................................................................................ 20
1.4. Helical Gear Nomenclature ........................................................................................................... 21
1. Helix Angle ........................................................................................................................................ 21
2. Normal Circular Pitch ........................................................................................................................ 21
3. Transverse Circular Pitch .................................................................................................................. 21
1.5. Worm Gear Nomenclature ........................................................................................................... 21
1. Lead ................................................................................................................................................... 21
2. Linear pitch ....................................................................................................................................... 21
3. Lead angle ......................................................................................................................................... 21
4. Pitch diameter ................................................................................................................................... 21
5. Point of contact ................................................................................................................................. 21
6. Line of Contact .................................................................................................................................. 22
7. Path of action .................................................................................................................................... 22

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8. Line of action ..................................................................................................................................... 22
9. Surface of action ............................................................................................................................... 22
10. Plane of action ................................................................................................................................ 22
11. Zone of action (contact zone) ......................................................................................................... 22
12. Path of Contact ............................................................................................................................... 22
13. Length of Action .............................................................................................................................. 23
14. Arc of action .................................................................................................................................... 23
15. Arc of Approach .............................................................................................................................. 23
16. Arc of recess .................................................................................................................................... 23
17. Contact Ratio, Mc ........................................................................................................................... 23
18. Transverse Contact Ratio ................................................................................................................ 23
19. Face Contact Ratio .......................................................................................................................... 23
20. Total Contact Ratio ......................................................................................................................... 23
21. Modified Contact Ratio, Mo ........................................................................................................... 23
22. Limit diameter ................................................................................................................................. 24
23. Start of Active Profile (SAP) ............................................................................................................ 24
24. Face Advance .................................................................................................................................. 24
25. Circular Thickness ........................................................................................................................... 24
26. Transverse Circular Thickness ......................................................................................................... 24
27. Normal circular thickness ............................................................................................................... 24
28. Axial Thickness ................................................................................................................................ 25
29. Base Circular Thickness ................................................................................................................... 25
30. Normal Chordal Thickness .............................................................................................................. 25
31. Profile Shift...................................................................................................................................... 25
32. Rack Shift......................................................................................................................................... 25
33. Measurement over Pins ................................................................................................................. 25
34. Span Measurement ......................................................................................................................... 25
35. Modified Addendum Teeth ............................................................................................................. 25
36. Full-Depth Teeth ............................................................................................................................. 26
37. Stub Teeth ....................................................................................................................................... 26
38. Equal Addendum Teeth .................................................................................................................. 26
39. Long and Short-Addendum Teeth ................................................................................................... 26

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1.6. Pitch Nomenclature ...................................................................................................................... 26
1. Circular Pitch ..................................................................................................................................... 26
2. Transverse Circular Pitch .................................................................................................................. 26
3. Normal Circular Pitch ........................................................................................................................ 26
4. Normal Base Pitch ............................................................................................................................. 27
5. Transverse Base Pitch ....................................................................................................................... 27
6. Diametral Pitch (Transverse)............................................................................................................. 27
7. Normal Diametral Pitch .................................................................................................................... 27
8. Angular Pitch ..................................................................................................................................... 27
1.7. Advantages and Disadvantages of Different Types of Gears ........................................................ 27
1.7.1. Spur Gear .............................................................................................................................. 27
Advantages........................................................................................................................................ 27
Disadvantages ................................................................................................................................... 27
1.7.2. Helical Gear ........................................................................................................................... 28
Advantages........................................................................................................................................ 28
Disadvantages ................................................................................................................................... 28
1.8. Bevel Gear ..................................................................................................................................... 28
Advantages........................................................................................................................................ 28
Disadvantages ................................................................................................................................... 28
1.9. Worm Wheel ................................................................................................................................. 29
Advantages........................................................................................................................................ 29
Disadvantages ................................................................................................................................... 29
1.10. Rack and Pinion ......................................................................................................................... 29
Advantages........................................................................................................................................ 29
Disadvantages ................................................................................................................................... 29
1.11. Backlash .................................................................................................................................... 30
1.12. Design Considerations Related to Gears ................................................................................... 31
Selection of Materials ....................................................................................................................... 31
Gear wheel proportions .................................................................................................................... 32
1.12.1. AGMA Standard of Gear Design ............................................................................................ 33
Design Inputs and Outputs in Gear Design ....................................................................................... 33
Design for space constrains .............................................................................................................. 34

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Determination of Number of Teeth - Interference ........................................................................... 35
Design for Mechanical Strength - Lewis Equation ............................................................................ 36
A More Realistic Approach - AGMA Strength Equation .................................................................... 37
Design for surface resistance ............................................................................................................ 38
1.13. Gear Train & Types of Gear Train ............................................................................................. 38
Simple Gear Train .............................................................................................................................. 39
Compound Gear Train ....................................................................................................................... 39
Reverted Gear Train: ......................................................................................................................... 40



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1.1. Introduction to Gears
A gear or cogwheel is a rotating machine part having cut teeth, or cogs, which mesh with
another toothed part in order to transmit torque, in most cases with teeth on the one gear
being of identical shape, and often also with that shape on the other gear. Two or more gears
working in tandem are called a transmission and can produce a mechanical advantage through
a gear ratio and thus may be considered a simple machine. Geared devices can change the
speed, torque, and direction of a power source. The most common situation is for a gear to
mesh with another gear; however, a gear can also mesh with a non-rotating toothed part,
called a rack, thereby producing translation instead of rotation.
Gears in a transmission are analogous to the
wheels in a crossed belt pulley system. An advantage of gears is that the teeth of a gear
prevent slippage. When two gears mesh, and one gear is bigger than the other (even though
the size of the teeth must match), a mechanical advantage is produced, with the rotational
speeds and the torques of the two gears differing in an inverse relationship.
In transmissions which offer multiple gear ratios, such as bicycles, motorcycles, and cars, the
term gear, as in first gear, refers to a gear ratio rather than an actual physical gear. The term is
used to describe similar devices even when the gear ratio is continuous rather than discrete,
or when the device does not actually contain any gears, as in a continuously variable
transmission.
1.1.1. Comparison with Drive Mechanism
The definite velocity ratio which results from
having teeth gives gears an advantage over other drives (such as traction drives and V-belts in
precision machines such as watches that depend upon an exact velocity ratio. In cases where
driver and follower are proximal, gears also have an advantage over other drives in the
reduced number of parts required; the downside is that gears are more expensive to
manufacture and their lubrication requirements may impose a higher operating cost.
1.2. Types of Gears
1.2.1. External vs. Internal Gears
An external gear is one with the teeth formed on the
outer surface of a cylinder or cone. Conversely, an internal gear is one with the teeth formed
on the inner surface of a cylinder or cone. For bevel gears, an internal gear is one with the
pitch angle exceeding 90 degrees. Internal gears do not cause output shaft direction reversal.

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Figure 1 Internal Gear
1.2.2. Spur Gear
Spur gears or straight-cut gears are the simplest type of gear. They consist
of a cylinder or disk with the teeth projecting radially, and although they are not straight-sided
in form (they are usually of special form to achieve constant drive ratio, mainly involute), the
edge of each tooth is straight and aligned parallel to the axis of rotation. These gears can be
meshed together correctly only if they are fitted to parallel shafts.


Figure. 2 Spur
1.2.3. Helical Gear
Helical or "dry fixed" gears offer a refinement over spur gears. The
leading edges of the teeth are not parallel to the axis of rotation, but are set at an angle. Since
the gear is curved, this angling causes the tooth shape to be a segment of a helix. Helical gears
can be meshed in parallel or crossed orientations. The former refers to when the shafts are
parallel to each other; this is the most common orientation. In the latter, the shafts are non-
parallel, and in this configuration the gears are sometimes known as "skew gears".

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The angled teeth engage more gradually than do spur gear teeth, causing them to run more
smoothly and quietly. With parallel helical gears, each pair of teeth first make contact at a
single point at one side of the gear wheel; a moving curve of contact then grows gradually
across the tooth face to a maximum then recedes until the teeth break contact at a single
point on the opposite side. In skew gears, teeth suddenly meet at a line contact across their
entire width causing stress and noise. Skew gears make a characteristic whine at high speeds.
Whereas spur gears are used for low speed applications and those situations where noise
control is not a problem, the use of helical gears is indicated when the application involves
high speeds, large power transmission, or where noise abatement is important. The speed is
considered to be high when the pitch line velocity exceeds 25 m/s.
A disadvantage of helical gears is a resultant thrust along the axis of the gear, which needs to
be accommodated by appropriate thrust bearings, and a greater degree of sliding friction
between the meshing teeth, often addressed with additives in the lubricant.


Figure 3 Helical gear
1.2.4. Skew Gear
For a 'crossed' or 'skew' configuration, the gears must have the same
pressure angle and normal pitch; however, the helix angle and handedness can be different.
The relationship between the two shafts is actually defined by the helix angle(s) of the two
shafts and the handedness, as defined
1. for gears of the same handedness
2. for gears of opposite handedness

Where is the helix angle for the gear? The crossed configuration is less mechanically sound
because there is only a point contact between the gears, whereas in the parallel configuration
there is a line contact. Quite commonly, helical gears are used with the helix angle of one

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having the negative of the helix angle of the other; such a pair might also be referred to as
having a right-handed helix and a left-handed helix of equal angles. The two equal but
opposite angles add to zero: the angle between shafts is zero that is, the shafts are parallel.
Where the sum or the difference (as described in the equations above) is not zero the shafts
are crossed. For shafts crossed at right angles, the helix angles are of the same hand because
they must add to 90 degrees.
1.2.5. Double Helical
Double helical gears or herringbone gears overcome the problem of axial thrust presented by
"single" helical gears, by having two sets of teeth that are set in a V shape. A double helical
gear can be thought of as two mirrored helical gears joined together. This arrangement
cancels out the net axial thrust, since each half of the gear thrusts in the opposite direction
resulting in a net axial force of zero. This arrangement can remove the need for thrust
bearings. However, double helical gears are more difficult to manufacture due to their more
complicated shape.
For both possible rotational directions, there exist two possible
arrangements for the oppositely-oriented helical gears or gear faces. One arrangement is
stable, and the other is unstable. In a stable orientation, the helical gear faces are oriented so
that each axial force is directed toward the center of the gear. In an unstable orientation, both
axial forces are directed away from the center of the gear. In both arrangements, the total (or
net) axial force on each gear is zero when the gears are aligned correctly. If the gears become
misaligned in the axial direction, the unstable arrangement will generate a net force that may
lead to disassembly of the gear train, while the stable arrangement generates a net corrective
force. If the direction of rotation is reversed, the direction of the axial thrusts is also reversed,
so a stable configuration becomes unstable, and vice versa.
Stable double helical gears can be directly interchanged with spur gears without any need for
different bearings.


Figure 4 Double Helical Gear

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1.2.6. Bevel Gear
A bevel gear is shaped like a right circular cone with most of its tip cut off. When two bevel
gears mesh, their imaginary vertices must occupy the same point. Their shaft axes also
intersect at this point, forming an arbitrary non-straight angle between the shafts. The angle
between the shafts can be anything except zero or 180 degrees. Bevel gears with equal
numbers of teeth and shaft axes at 90 degrees are called MITRE gears.

Figure 5 Bevel gear
1.2.7. Spiral Bevels
Spiral bevel gears can be manufactured as Gleason types (circular arc with non-constant tooth
depth), Oerlikon and Cur vex types (circular arc with constant tooth depth), Klingelnberg
Cyclo-Palloid (Epicycloide with constant tooth depth) or Klingelnberg Palloid. Spiral bevel gears
have the same advantages and disadvantages relative to their straight-cut cousins as helical
gears do to spur gears. Straight bevel gears are generally used only at speeds below 5 m/s
(1000 ft/min), or, for small gears, 1000 r.p.m.. The cylindrical gear tooth profile corresponds to
an involute, but the bevel gear tooth profile to an octoid. All traditional bevel gear generators
(like Gleason, Klingelnberg, Heidenreich & Harbeck, WMW Modul) manufactures bevel gears
with an octoidal tooth profile. IMPORTANT: For 5-axis milled bevel gear sets it is important to
choose the same calculation / layout like the conventional manufacturing method. Simplified
calculated bevel gears on the basis of an equivalent cylindrical gear in normal section with an
involute tooth form show a deviant tooth form with reduced tooth strength by 10-28%
without offset and 45% with offset [Diss. Hnecke, TU Dresden]. Furthermore those "involute
bevel gear sets" causes more noise.

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Figure 6 Spiral Bevel Gears
1.2.8. Hypoid Gear
Hypoid gears resemble spiral bevel gears except the shaft axes do not intersect. The pitch
surfaces appear conical but, to compensate for the offset shaft, are in fact hyperboloids of
revolution .Hypoid gears are almost always designed to operate with shafts at 90 degrees.
Depending on which side the shaft is offset to, relative to the angling of the teeth, contact
between hypoid gear teeth may be even smoother and more gradual than with spiral bevel
gear teeth, but also have a sliding action along the meshing teeth as it rotates and therefore
usually require some of the most viscous types of gear oil to avoid it being extruded from the
mating tooth faces, the oil is normally designated HP (for hypoid) followed by a number
denoting the viscosity. Also, the pinion can be designed with fewer teeth than a spiral bevel
pinion, with the result that gear ratios of 60:1 and higher are feasible using a single set of
hypoid gears. This style of gear is most commonly found driving mechanical differentials;
which are normally straight cut bevel gears; in motor vehicle axles.


Figure 7 Hypoid gear
1.2.9. Crown Gear
Crown gears or contrite gears are a particular form of bevel gear whose teeth project at right
angles to the plane of the wheel; in their orientation the teeth resemble the points on a
crown. A crown gear can only mesh accurately with another bevel gear, although crown gears
are sometimes seen meshing with spur gears. A crown gear is also sometimes meshed with an
escapement such as found in mechanical clocks.

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Figure 8 Crown Gear
1.2.10. Worm Gear
Worm gears resemble screws. A worm gear is usually meshed with a spur gear or a helical
gear, which is called the gear, wheel, or worm wheel. Worm-and-gear sets are a simple and
compact way to achieve a high torque, low speed gear ratio. For example, helical gears are
normally limited to gear ratios of less than 10:1 while worm-and-gear sets vary from 10:1 to
500:1. A disadvantage is the potential for considerable sliding action, leading to low efficiency.
Worm gears can be considered a species of helical gear, but its helix angle is usually somewhat
large (close to 90 degrees) and its body is usually fairly long in the axial direction; and it is
these attributes which give it screw like qualities. The distinction between a worm and a
helical gear is made when at least one tooth persists for a full rotation around the helix. If this
occurs, it is a 'worm'; if not, it is a 'helical gear'. A worm may have as few as one tooth. If that
tooth persists for several turns around the helix, the worm will appear, superficially, to have
more than one tooth, but what one in fact sees is the same tooth reappearing at intervals
along the length of the worm. The usual screw nomenclature applies: a one-toothed worm is
called single thread or single start; a worm with more than one tooth is called multiple threads
or multiple starts. The helix angle of a worm is not usually specified. Instead, the lead angle,
which is equal to 90 degrees minus the helix angle, is given.
In a worm-and-gear set, the worm can always
drive the gear. However, if the gear attempts to drive the worm, it may or may not succeed.
Particularly if the lead angle is small, the gear's teeth may simply lock against the worm's
teeth, because the force component circumferential to the worm is not sufficient to overcome
friction. (The Sunbeam S7 motorcycle had shaft drive, but instead of using a bevel gear in the
rear wheel, the company unwisely specified worm gearing, which proved unreliable and prone
to wear).
Worm-and-gear sets that do lock are called self-locking, which can be used to advantage, as
for instance when it is desired to set the position of a mechanism by turning the worm and
then have the mechanism hold that position. An example is the machine head found on some
types of stringed instruments.

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If the gear in a worm-and-gear set is an ordinary helical gear only a single point of contact will
be achieved. If medium to high power transmission is desired, the tooth shape of the gear is
modified to achieve more intimate contact by making both gears partially envelop each other.
This is done by making both concave and joining them at a saddle point; this is called a cone-
drive. Double enveloping Worm gears can be right or left-handed, following the long-
established practice for screw threads.



1.2.11. Non-Circular Gear
Non-circular gears are designed for special purposes. While a regular gear is optimized to
transmit torque to another engaged member with minimum noise and wear and maximum
efficiency, a non-circular gear's main objective might be ratio variations, axle displacement
oscillations and more. Common applications include textile machines, potentiometers and
continuously variable transmissions.


Figure 10 Circular Gear


Figure 9 Worm gear

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1.2.12. Rack and pinion
A rack is a toothed bar or rod that can be thought of as a sector gear with an infinitely large
radius of curvature. Torque can be converted to linear force by meshing a rack with a pinion:
the pinion turns; the rack moves in a straight line. Such a mechanism is used in automobiles to
convert the rotation of the steering wheel into the left-to-right motion of the tie rod(s). Racks
also feature in the theory of gear geometry, where, for instance, the tooth shape of an
interchangeable set of gears may be specified for the rack (infinite radius), and the tooth
shapes for gears of particular actual radii are then derived from that. The rack and pinion gear
type is employed in a rack railway.


Figure 11 Rack and Pinion Gear
1.2.13. Epicyclic Gears
In epicycle gearing one or more of the gear axes moves. Examples are sun and planet gearing
(see below) and mechanical differentials.


Figure 12 Epicyclic Gear

1.2.14. Sun and Planet
Sun and planet gearing was a method of converting reciprocating motion into rotary motion in
steam engines. It was famously used by James Watt on his early steam engines in order to get
around the patent on the crank but also had the advantage of increasing the flywheel speed
so that a lighter flywheel could be used.In the illustration, the sun is yellow, the planet red, the
reciprocating arm is blue, the flywheel is green and the driveshaft is grey.


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Figure 13
1.2.15. Harmonic Gear
A harmonic gear is a specialized gearing mechanism often used in industrial motion control,
robotics and aerospace for its advantages over traditional gearing systems, including lack of
backlash, compactness and high gear ratios.


Figure 14
1.2.16. Cage Gear
Cage gear in Pantigo Windmill, Long Island (with the driving gearwheel disengaged) A cage
gear, also called a lantern gear or lantern pinion has cylindrical rods for teeth, parallel to the
axle and arranged in a circle around it, much as the bars on a round bird cage or lantern. The
assembly is held together by disks at either end into which the tooth rods and axle are set.
Cage gears are more efficient than solid pinions and dirt can fall through the rods rather than
becoming trapped and increasing wear. They can be constructed with very simple tools as the
teeth are not formed by cutting or milling, but rather by drilling holes and inserting rods.

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Sometimes used in clocks, the cage gear should always be driven by a gearwheel, not used as
the driver. The cage gear was not initially favored by conservative clock makers. It became
popular in turret clocks where dirty working conditions were most commonplace. Domestic
American clock movements often used them.


Figure 15
1.2.17. Magnetic Gear
All cogs of each gear component of magnetic gears act as a constant magnet with periodic
alternation of opposite magnetic poles on mating surfaces. Gear components are mounted
with a backlash capability similar to other mechanical gearings. Although they cannot exert as
much force as a traditional gear, such gears work without touching and so are immune to
wear, have very low noise and can slip without damage making them very reliable. They can
be used in configurations that are not possible for gears that must be physically touching and
can operate with a non-metallic barrier completely separating the driving force from the load.
The magnetic coupling can transmit force into a hermetically sealed enclosure without the use
of a radial shaft seal which may leak.


Figure 16

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1.3. General Nomenclature

Figure 17

1.Rotational Frequency
Measured in rotation over time, such as RPM.
2.Angular frequency
Measured in radians/second. rad/second
3.Number of Teeth,
How many teeth a gear has, an integer. In the case of worms, it is the number of thread starts
that the worm has.
4. Gear, wheel
The larger of two interacting gears or a gear on its own.

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5. Pinion
The smaller of two interacting gears.
6. Path of contact
Path followed by the point of contact between two meshing gear teeth.
7. Line of Action, Pressure Line
Line along which the force between two meshing gear teeth is directed. It has the same
direction as the force vector. In general, the line of action changes from moment to moment
during the period of engagement of a pair of teeth. For involute gears, however, the tooth-to-
tooth force is always directed along the same linethat is, the line of action is constant. This
implies that for involute gears the path of contact is also a straight line, coincident with the
line of actionas is indeed the case.
8. Axis
Axis of revolution of the gear; center line of the shaft.
9. Pitch point
Point where the line of action crosses a line joining the two gear axes.
10. Pitch Circle, Pitch Line
Circle centered on and perpendicular to the axis, and passing through the pitch point. A
predefined diametral position on the gear where the circular tooth thickness, pressure angle
and helix angles are defined.
11. Pitch diameter
A predefined diametral position on the gear where the circular tooth thickness, pressure angle
and helix angles are defined. The standard pitch diameter is a basic dimension and cannot be
measured, but is a location where other measurements are made. Its value is based on the
number of teeth, the normal module (or normal diametral pitch), and the helix angle. It is
calculated as: in metric units or in imperial units.
12. Module
Since it is unpractical to calculate with Irrational numbers, mechanical engineers usually use a
scaling factor that replaces the circular pitch, p, with a regular value instead. This is known as
the module of the wheels and is simply defined as where m is the module and p the circular
pitch. The distance between the two axis becomes


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where a is the axis distance, z1 and z2 are the number of cogs (teeth) for each of the two
wheels (gears). These numbers (or at least one of them) is often chosen among primes in
order to make an even contact between every cog of both wheels, and thereby avoid
unnecessary wear and damage. An even uniform gear wear is achieved by ensuring the tooth
counts of the two gears meshing together are Relatively Prime to each other; this occurs when
the Greatest Common Divisor (GCD) of each gear tooth count equals 1, e.g. GCD(16,25)=1; If a
1:1 gear ratio is desired a relatively prime gear may be inserted in between the two gears; this
maintains the 1:1 ratio but reverses the gear direction; a second relatively prime gear could
also be inserted to restore the original rotational direction while maintaining uniform wear
with all 4 gears in this case. Mechanic engineers at least in continental Europe use the module
instead of circular pitch. The module, just like the circular pitch, can be used for all types of
cogs, not just evolving based straight cogs.
13. Operating Pitch Diameters
Diameters determined from the number of teeth and the center distance at which gears
operate. Example for pinion:
14. Pitch Surface
In cylindrical gears, cylinder formed by projecting a pitch circle in the
axial direction. More generally, the surface formed by the sum of all the
pitch circles as one moves along the axis. For bevel gears it is a cone.
15. Angle of Action
Angle with vertex at the gear center, one leg on the point where mating
teeth first make contact, the other leg on the point where they
disengage.
16. Arc of Action
Segment of a pitch circle subtended by the angle of action.
17. Pressure Angle
The complement of the angle between the direction that the teeth exert force on each other,
and the line joining the centers of the two gears. For involute gears, the teeth always exert
force along the line of action, which, for involute gears, is a straight line; and thus, for involute
gears, the pressure angle is constant.
18. Outside Diameter
Diameter of the gear, measured from the tops of the teeth.
Figure 18

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19. Root Diameter
Diameter of the gear, measured at the base of the tooth.
20. Addendum
Radial distance from the pitch surface to the outermost point of the tooth.
21. Dedendum
Radial distance from the depth of the tooth trough to the pitch surface.
22. Whole Depth
The distance from the top of the tooth to the root; it is equal to addendum plus dedendum or
to working depth plus clearance.
23. Clearance
Distance between the root circle of a gear and the dedendum circle of its mate.
24. Working Depth
Depth of engagement of two gears, that is, the sum of their operating addendums.
25. Circular Pitch
Distance from one face of a tooth to the corresponding face of an adjacent tooth on the same
gear, measured along the pitch circle.
26. Diametral Pitch
Ratio of the number of teeth to the pitch diameter. Could be measured in teeth per inch or
teeth per centimeter.
27. Base Circle
In involute gears, where the tooth profile is the involute of the base circle. The radius of the
base circle is somewhat smaller than that of the pitch circle.
28. Base Pitch, Normal Pitch
In involute gears, distance from one face of a tooth to the corresponding face of an adjacent
tooth on the same gear, measured along the base circle.
29. Interference
Contact between teeth other than at the intended parts of their surfaces.
30. Interchangeable Set
A set of gears, any of which will mate properly with any other.


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1.4. Helical Gear Nomenclature
1. Helix Angle
Angle between a tangent to the helix and the gear axis. It is zero in the limiting case of a spur
gear, albeit it can considered as the hypotenuse angle as well.
2. Normal Circular Pitch
Circular pitch in the plane normal to the teeth.
3. Transverse Circular Pitch
Circular pitch in the plane of rotation of the gear. Sometimes just called "circular pitch".
Several other helix parameters can be viewed either in the normal or transverse planes. The
subscript n usually indicates the normal.
1.5. Worm Gear Nomenclature
1. Lead
Distance from any point on a thread to the corresponding point on the next turn of the same
thread, measured parallel to the axis.
2. Linear pitch
Distance from any point on a thread to the corresponding point on the adjacent thread,
measured parallel to the axis. For a single-thread worm, lead and linear pitch are the same.
3. Lead angle
Angle between a tangent to the helix and a plane perpendicular to the axis. Note that it is the
complement of the helix angle which is usually given for helical gears.
4. Pitch diameter
Same as described earlier in this list. Note that for a worm it is still measured in a plane
perpendicular to the gear axis, not a tilted plane.subscript w denotes the worm, subscript g
denotes the gear.
5. Point of contact
Any point at which two tooth profiles touch each other.



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6. Line of Contact
A line or curve along which two tooth surfaces are tangent to each other.
7. Path of action
The locus of successive contact points between a pair of gear teeth, during the phase of
engagement. For conjugate gear teeth, the path of action passes through the pitch point. It is
the trace of the surface of action in the plane of rotation.
8. Line of action
The path of action for involute gears. It is the straight line passing through the pitch point and
tangent to both base circles.
9. Surface of action
The imaginary surface in which contact occurs between two engaging tooth surfaces. It is the
summation of the paths of action in all sections of the engaging teeth.
10. Plane of action
The surface of action for involute, parallel axis gears with either spur or helical teeth. It is
tangent to the base cylinders.
11. Zone of action (contact zone)
For involute, parallel-axis gears with either spur or helical teeth, is the rectangular area in the
plane of action bounded by the length of action and the effective face width.


Figure 19

12. Path of Contact
The curve on either tooth surface along which theoretical single point contact occurs during
the engagement of gears with crowned tooth surfaces or gears that normally engage with only
single point contact.

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13. Length of Action
The distance on the line of action through which the point of contact moves during the action
of the tooth profile.
14. Arc of action
The arc of the pitch circle through which a tooth profile moves from the beginning to the end
of contact with a mating profile.
15. Arc of Approach
The arc of the pitch circle through which a tooth profile moves from its beginning of contact
until the point of contact arrives at the pitch point.
16. Arc of recess
The arc of the pitch circle through which a tooth profile moves from contact at the pitch point
until contact ends.
17. Contact Ratio, Mc
The number of angular pitches through which a tooth surface rotates from the beginning to
the end of contact. In a simple way, it can be defined as a measure of the average number of
teeth in contact during the period in which a tooth comes and goes out of contact with the
mating gear.
18. Transverse Contact Ratio
The contact ratio in a transverse plane. It is the ratio of the angle of action to the angular
pitch. For involute gears it is most directly obtained as the ratio of the length of action to the
base pitch.
19. Face Contact Ratio
The contact ratio in an axial plane, or the ratio of the face width to the axial pitch. For bevel
and hypoid gears it is the ratio of face advance to circular pitch.
20. Total Contact Ratio
The sum of the transverse contact ratio and the face contact ratio.
21. Modified Contact Ratio, Mo
For bevel gears, the square root of the sum of the squares of the transverse and face contact
ratios.




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22. Limit diameter
Diameter on a gear at which the line of action intersects the maximum (or minimum for
internal pinion) addendum circle of the mating gear. This is also referred to as the start of
active profile, the start of contact, the end of contact, or the end of active profile.
23. Start of Active Profile (SAP)
Intersection of the limit diameter and the involute profile.
24. Face Advance
Distance on a pitch circle through which a helical or spiral tooth moves from the position at
which contact begins at one end of the tooth trace on the pitch surface to the position where
contact ceases at the other end.


Figure 20
25. Circular Thickness
Length of arc between the two sides of a gear tooth, on the specified datum circle.
26. Transverse Circular Thickness
Circular thickness in the transverse plane.
27. Normal circular thickness
Circular thickness in the normal plane. In a helical gear it may be considered as the length of
arc along a normal helix.

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28. Axial Thickness
In helical gears and worms, tooth thickness in an axial cross section at the standard pitch
diameter.
29. Base Circular Thickness
In involute teeth, length of arc on the base circle between the two involute curves forming the
profile of a tooth.
30. Normal Chordal Thickness
Length of the chord that subtends a circular thickness arc in the plane normal to the pitch
helix. Any convenient measuring diameter may be selected, not necessarily the standard pitch
diameter.Chordal addendum (chordal height) Height from the top of the tooth to the chord
subtending the circular thickness arc. Any convenient measuring diameter may be selected,
not necessarily the standard pitch diameter.
31. Profile Shift
Displacement of the basic rack datum line from the reference cylinder, made non-dimensional
by dividing by the normal module. It is used to specify the tooth thickness, often for zero
backlash.
32. Rack Shift
Displacement of the tool datum line from the reference cylinder, made non-dimensional by
dividing by the normal module. It is used to specify the tooth thickness.
33. Measurement over Pins
Measurement of the distance taken over a pin positioned in a tooth space and a reference
surface. The reference surface may be the reference axis of the gear, a datum surface or
either one or two pins positioned in the tooth space or spaces opposite the first. This
measurement is used to determine tooth thickness.
34. Span Measurement
Measurement of the distance across several teeth in a normal plane. As long as the measuring
device has parallel measuring surfaces that contact on an unmodified portion of the involute,
the measurement will be along a line tangent to the base cylinder. It is used to determine
tooth thickness.
35. Modified Addendum Teeth
Teeth of engaging gears, one or both of which have non-standard addendum.

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36. Full-Depth Teeth
Teeth in which the working depth equals 2.000 divided by the normal diametral pitch.
37. Stub Teeth
Teeth in which the working depth is less than 2.000 divided by the normal diametral pitch.
38. Equal Addendum Teeth
Teeth in which two engaging gears have equal addendums.
39. Long and Short-Addendum Teeth
Teeth in which the addendums of two engaging gears are unequal.
1.6. Pitch Nomenclature
Pitch is the distance between a point on one tooth and the
corresponding point on an adjacent tooth. It is a dimension
measured along a line or curve in the transverse, normal, or
axial directions. The use of the single word pitch without
qualification may be ambiguous, and for this reason it is
preferable to use specific designations such as transverse
circular pitch, normal base pitch, axial pitch.

1. Circular Pitch
Arc distance along a specified pitch circle or pitch line between corresponding profiles of
adjacent teeth.
2. Transverse Circular Pitch
Circular pitch in the transverse plane.
3. Normal Circular Pitch
Circular pitch in the normal plane, and also the length of the arc along the normal pitch helix
between helical teeth or threads.Axial pitch, Linear pitch in an axial plane and in a pitch
surface. In helical gears and worms, axial pitch has the same value at all diameters. In gearing
of other types, axial pitch may be confined to the pitch surface and may be a circular
measurement. The term axial pitch is preferred to the term linear pitch. The axial pitch of a
helical worm and the circular pitch of its worm gear are the same.
Figure 21

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4. Normal Base Pitch
An involute helical gear is the base pitch in the normal plane. It is the normal distance
between parallel helical involute surfaces on the plane of action in the normal plane, or is the
length of arc on the normal base helix. It is a constant distance in any helical involute gear.
5. Transverse Base Pitch
In an involute gear, the pitch on the base circle or along the line of action. Corresponding sides
of involute gear teeth are parallel curves, and the base pitch is the constant and fundamental
distance between them along a common normal in a transverse plane.
6. Diametral Pitch (Transverse)
Ratio of the number of teeth to the standard pitch diameter in inches.
7. Normal Diametral Pitch
Value of diametral pitch in a normal plane of a helical gear or worm.
8. Angular Pitch
Angle subtended by the circular pitch, usually expressed in radians.
degrees or radians
1.7. Advantages and Disadvantages of Different Types of Gears
1.7.1. Spur Gear
Advantages

They offer constant velocity ratio
Spur gears are highly reliable
Spur gears are simplest, hence easiest to design and manufacture
A spur gear is more efficient if you compare it with helical gear of same size
Spur gear teeth are parallel to its axis. Hence, spur gear train does not produce axial
thrust. So the gear shafts can be mounted easily using ball bearings.
They can be used to transmit large amount of power (of the order of 50,000 kW)

Disadvantages
Spur gear are slow-speed gears
Gear teeth experience a large amount of stress
They cannot transfer power between non-parallel shafts

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They cannot be used for long distance power transmission.
Spur gears produce a lot of noise when operating at high speeds.
when compared with other types of gears, they are not as strong as them
1.7.2. Helical Gear
Advantages
The angled teeth engage more gradually than do spur gear teeth causing them to run
more smoothly and quietly
Helical gears are highly durable and are ideal for high load applications.
At any given time their load is distributed over several teeth, resulting in less wear
Can transmit motion and power between either parallel or right angle shafts

Disadvantages
An obvious disadvantage of the helical gears is a resultant thrust along the axis of the
gear, which needs to be accommodated by appropriate thrust bearings, and a greater
degree of sliding friction between the meshing teeth, often addressed with additives in
the lubricant. Thus we can say that helical gears cause losses due to the unique
geometry along the axis of the helical gears shaft.
Efficiency of helical gear is less because helical gear trains have sliding contacts
between the teeth which in turns produce axial thrust of gear shafts and generate
more heat. So, more power loss and less efficiency
1.8. Bevel Gear
Advantages
This gear makes it possible to change the operating angle.
Differing of the number of teeth (effectively diameter) on each wheel
allows mechanical advantage to be changed. By increasing or decreasing the ratio of
teeth between the drive and driven wheels one may change the ratio of rotations
between the two, meaning that the rotational drive and torque of the second wheel
can be changed in relation to the first, with speed increasing and torque decreasing, or
speed decreasing and torque increasing.
Disadvantages
One wheel of such gear is designed to work with its complementary wheel and no
other.
Must be precisely mounted.
The shafts' bearings must be capable of supporting significant forces.

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1.9. Worm Wheel
Advantages
Worm gear drives operate silently and smoothly.
They are self-locking.
They occupy less space.
They have good meshing effectiveness.
They can be used for reducing speed and increasing torque.
High velocity ratio of the order of 100 can be obtained in a single step
Disadvantages
Worm gear materials are expensive.
Worm drives have high power losses
A disadvantage is the potential for considerable sliding action, leading to low efficiency
They produce a lot of heat.
1.10. Rack and Pinion
Advantages
Cheap
Compact
Robust
Easiest way to convert rotation motion into linear motion
Rack and pinion gives easier and more compact control over the vehicle
Disadvantages
Since being the most ancient, the wheel is also the most convenient and somewhat
more extensive in terms of energy too. Due to the apparent friction, you would already
have guessed just how much of the power being input gives in terms of output, a lot of
the force applied to the mechanism is burned up in overcoming friction, to be more
precise somewhat around 80% of the overall force is burned to overcome one.
The rack and pinion can only work with certain levels of friction. Too high a friction and
the mechanism will be subject to wear more than usual and will require more force to
operate.
The most adverse disadvantage of rack and pinion would also be due to the inherent
friction, the same force that actually makes things work in the mechanism. Due to the
friction, it is under a constant wear, possibly needing replacement after a certain time

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1.11. Backlash
Backlash is the error in motion that occurs when gears change direction. It exists because
there is always some gap between the trailing face of the driving tooth and the leading face of
the tooth behind it on the driven gear, and that gap must be closed before force can be
transferred in the new direction. The term "backlash" can also be used to refer to the size of
the gap, not just the phenomenon it causes; thus, one could speak of a pair of gears as having,
for example, "0.1 mm of backlash." A pair of gears could be designed to have zero backlash,
but this would presuppose perfection in manufacturing, uniform thermal expansion
characteristics throughout the system, and no lubricant. Therefore, gear pairs are designed to
have some backlash. It is usually provided by reducing the tooth thickness of each gear by half
the desired gap distance. In the case of a large gear and a small pinion, however, the backlash
is usually taken entirely off the gear and the pinion is given full sized teeth. Backlash can also
be provided by moving the gears further apart. The backlash of a gear train equals the sum of
the backlash of each pair of gears, so in long trains backlash can become a problem.


Figure 22


For situations in which precision is important, such as instrumentation and control, backlash
can be minimized through one of several techniques. For instance, the gear can be split along
a plane.
perpendicular to the axis, one half fixed to the shaft in the usual manner, the other half placed
alongside it, free to rotate about the shaft, but with springs between the two halves providing
relative torque between them, so that one achieves, in effect, a single gear with expanding
teeth. Another method involves tapering the teeth in the axial direction and providing for the
gear to be slid in the axial direction to take up slack.
Shifting of gears

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In some machines (e.g., automobiles) it is necessary to alter the gear ratio to suit the task, a
process known as gear shifting or changing gear. There are several ways of shifting gears, for
example:
1. Manual transmission
2. Automatic transmission

Derailleur gears which are actually sprockets in combination with a roller chain
Hub gears (also called epicycle gearing or sun-and-planet gears)
There are several outcomes of gear shifting in motor vehicles. In the case of vehicle noise
emissions, there are higher sound levels emitted when the vehicle is engaged in lower gears.
The design life of the lower ratio gears is shorter, so cheaper gears may be used which tend to
generate more noise due to smaller overlap ratio and a lower mesh stiffness etc. than the
helical gears used for the high ratios. This fact has been utilized in analyzing vehicle generated
sound since the late 1960s, and has been incorporated into the simulation of urban roadway
noise and corresponding design of urban noise barriers along roadways.
1.12. Design Considerations Related to Gears
The accuracy of the output of a gear depends on the accuracy of its design and manufacturing.
The correct manufacturing of a gear requires a number of prerequisite calculations and design
considerations. The design considerations taken into account before manufacturing of gears
are:
Strength of the gear in order to avoid failure at starting torques or under dynamic
loading during running conditions.
Gear teeth must have good wear characteristics.
Proper alignment and compactness of drive.
Provision of adequate and proper lubrication arrangement.
Selection of material combination.
Gear wheel proportions.
Selection of Materials
The gear material should have the following properties:
High tensile strength to prevent failure against static loads
High endurance strength to withstand dynamic loads
Low coefficient of friction
Good manufacturability

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Gear wheel proportions
A gear has three important parts
Hub
Web or arms
Rim
Hubs of gears are of two types, solid or split. The advantage of split hub is that it reduces the
cooling stresses in the gear and facilitates the mounting of the gear on the shaft. The solid hub
gear is to be mounted overhung on the shaft. The key is placed under the arm in case of solid
hub while in case of split hub; the key is placed at right angles to the hub joint. Small gears up
to 250 mm pitch circle diameter are built with a web, which joins the hub and the rim. The
thickness of the web of the gear should be such that it is capable of transmitting the torque
without shearing off at the hub where it joins. The gear is designed such that the thickness of
its web is equal to half the circular pitch. Gears of larger diameter are provided with arms. The
number of arms depends on the pitch circle diameter of the gear. Following are the prevailing
practices of the number of arms and gear diameters
Gear diameter (mm)
Arms
300-500 4-5
500-1500 6
1500-2400 8
>2400 10-12

While calculating the dimensions of the arms it is assumed that they transmit the stalling
torque safely. Elliptical cross sections are preferred for lighter loads while remaining cross
sections are used for large and heavy gears.
The following aspects are considered while determining cross sectional diameter of the arm.
Empirical formulas are used to determine the rim thickness.

.......... Equation 1

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Where is the number of teeth and

are the number of arms.

A good design is a one in which the rim has a central rib of thickness equal to half the circular
pitch.
If the layout of the shaft is known, the diameter of the gear shaft can be calculated. Toothed
wheels fixed on the shaft are fitted by interference-for example, press or light press fit. For
impact load or speeds above 2000 RPM. Press fit is employed. If the wheel is to be removed
from the shaft medium fit are used.
1.12.1. AGMA Standard of Gear Design
A designed gear should meet following design criteria conforming to AGMA standards. It
should have
Enough mechanical strength to withstand force transmitted
Enough surface resistance to overcome pitting failure
Enough dynamic resistance to carry fluctuating loads
Design Inputs and Outputs in Gear Design
Following figure shows design inputs and outputs of a gear design

Figure 23 (Input and output parameters for a gear design)
Various design output parameters are pictorially represented in following figure.

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Figure 24 (Various design output parameters )
Design for space constrains
The designed gear system should fit within a space limit. So the designer could say if he sums
pitch diameters of the mating gears, it should be less than or equal to allowable space limit as
shown in figure below.

Figure 25 (Space constrain of gear design)
The rectangle represents space on which gear should get fit. One can take 80% of width of this
space as allowable width for gear design. So following is the relation obtained by this
condition.

.......... Equation 2
We also know speed ratio of gears, this will lead to one more relation in terms of pitch circle
diameters.

.......... Equation 3

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By solving above 2 equations simultaneously we can obtain pitch circle diameters of both the
gears.
Determination of Number of Teeth - Interference
Here we will understand how to determine number of teeth on both the gears. To do this we
have to assume number of teeth on one gear (

), say the smaller gear. Now using the relation

given below we can determine number of teeth on other gear (

.......... Equation 4
So we got number of teeth on both the gears, but one should also check for a phenomenon
called interference if gear system has to have a smooth operation. Interference happens when
gear teeth has got profile below base circle. This will result high noise and material removal
problem. This phenomenon is shown in following figure.

Figure 26 (A pair of gear teeth under interference)
If one has to remove interference, the pinion should have a minimum number of teeth
specified by following relation.

.......... Equation 5
Where

represents addendum of tooth. For 20 degree pressure angle (which is normally

taken by designers)

= 1 m. Module m, and pitch circle diameter Pd are defined as follows.

.......... Equation 6

.......... Equation 7
If this relation does not hold for a given case, then one has to increase number of teeth T1,
and redo the calculation. The algorithm for deciding number of teeth T1 and T2 is shown
below.

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Figure 27 (Flow chart to determine number of teeth on each gears)
Design for Mechanical Strength - Lewis Equation
Now the major parameter remaining in gear design is width of the gear teeth, b. This is
determined by checking whether maximum bending stress induced by tangential component
of transmitted load,

at the root of gear is greater than allowable stress. As we know power

transmitted, P and pitch line velocity V of the gear

can be determined using following

relation.

.......... Equation 8
Here we consider gear tooth like a cantilever which is under static equilibrium. Gear forces
and detailed geometry of the tooth is shown in figure below.

Figure 28 (Gear tooth under load)

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One can easily find out maximum value of bending stress induced if all geometrical
parameters shown in above figure are known. But the quantities t and l are not easy to
determine, so we use an alternate approach to find out maximum bending stress value using
Lewis approach. Maximum bending stress induced is given by Lewis bending equation as
follows.

.......... Equation 9
Where Y is Lewis form factor, which is a function of pressure angle, number of teeth and
addendum and dedendum. Value of Y is available as in form of table or graph. Using above
relation one can determine value of b, by substituting maximum allowable stress value of
material in LHS of equation.
A More Realistic Approach - AGMA Strength Equation
When a pair of gear rotates we often hear noise from this, this is due to collision happening
between gear teeth due to small clearance in between them. Such collisions will raise load on
the gear more than the previously calculated value. This effect is incorporated in dynamic
loading factor,

value of which is a function of pitch line velocity.

At root of the gear there could be fatigue failure due to stress concentration effect. Effect of
which is incorporated in a factor called

value of which is more than 1.

There will be factors to check for overload (

) and load distribution on gear tooth (

).
While incorporating all these factors Lewis stregth equation will be modified like this

.......... Equation 10
The above equation can also be represented in an alternating form (AGMA Strength equation)
like shown below

.......... Equation 11
Where is

.......... Equation 12
Using above equation we can solve for value of b, so we have obtained all the output
parameters required for gear design.
But such a gear does not guarantee a peaceful operation unless it does not a have enough
surface resistance.

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Design for surface resistance
Usually failure happens in gears due to lack of surface resistance, this is also known as pitting
failure. Here when 2 mating surfaces come in contact under a specified load a contact stress is
developed at contact area and surfaces get deformed. A simple case of contact stress
development is depicted below, where two cylinders come in contact under a load F.

Figure 29 (Surface deformation and development of surface stress due to load applied)
For a gear tooth problem one can determine contact stress as function of following
parameters

.......... Equation 13
If contact stress developed in a gear interface is more than a critical value (specified by AGMA
standard), then pitting failure occurs. So designer has to make sure that this condition does
not arise.
1.13. Gear Train & Types of Gear Train
A gear train is formed by mounting gears on a frame so that the teeth of the gears engage.
Gear teeth are designed to ensure the pitch circles of engaging gears roll on each other
without slipping, providing a smooth transmission of rotation from one gear to the next
The transmission of rotation between contacting toothed wheels can be traced back to the
Antikythera mechanism of Greece and the south-pointing chariot of China. Illustrations by the
renaissance scientist Georgius Agricola show gear trains with cylindrical teeth. The
implementation of the involute tooth yielded a standard gear design that provides a constant
speed ratio.
following are the different types of gear trains, depending upon the arrangement of wheels:-
Simple Gear Train
Compound Gear Train
Reverted Gear Train
Epicyclic Gear Train

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Simple Gear Train
The simple gear train is used where there is a large distance to be covered between the input
shaft and the output shaft. Each gear in a simple gear train is mounted on its own shaft.
When examining simple gear trains, it is necessary to decide whether the output gear will turn
faster, slower, or the same speed as the input gear. The circumference (distance around the
outside edge) of these two gears will determine their relative speeds.

Figure 30 Simple Gear Train
Compound Gear Train
In a compound gear train at least one of the shafts in the train must hold two gears.
Compound gear trains are used when large changes in speed or power output are needed and there is
only a small space between the input and output shafts.
The number of shafts and direction of rotation of the input gear determine the direction of rotation of
the output gear in a compound gear train. The train in Figure has two gears in between the input and
output gears. These two gears are on one shaft. They rotate in the same direction and act like one
gear. There are an odd number of gear shafts in this example. As a result, the input gear and output
gear rotate in the same direction.

Figure 31

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Reverted Gear Train:
When the axes of the first gear (i.e. first driver) and the last gear (i.e. last driven or follower)
are co-axial, then the gear train is known as reverted gear train as shown in Fig.

Figure 32
Epicyclic Gear Train:
Epicyclic gear trains are powerful when used correctly, but are often misunderstood.
Illustrated below is a typical epicyclic gear train. Notice how the planet gears roll on and
revolve about the sun gear. The ring gear rolls on the planet gears. Such a gear configuration
has useful applications, but the overall gear ratio is quite difficult to intuitively calculate.
Please select "Epicyclic Ratio Calc'n" to learn about an effective yet simple method for
calculating the overall gear ratio.

Figure 33



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References
http://my.safaribooksonline.com/9789332503489/chap1_sub10_xhtml
http://www.engineeringtoolbox.com/mechanics-t_52.html
http://www.splung.com/content/sid/2/
https://www.clear.rice.edu/elec201/Book/basic_mech.html