FACULTY OF ENGINEERING TECHNOLOGY

Department of Mechanical Engineering Technology

Subject Name ENGINEERING LABORATORY IV

Title of Experiment DETERMINATION OF GEAR EFFICIENCY

Course Code BNJ 37301 Section : 2

Semester and session Semester 2 (Session 22/23)

Lecturer/Instructor Name Ir. Ts. Shaiful Fadzil Bin Zainal Abidin

Group Members Matric No.

1 MOHAMMAD AIZAL ALMAZAN BIN JAMIL AN200079

2 AHMAD IRFAN FAKHRULLAH BIN NAZERI AN200047

3 MUHAMMAD ZARIFF BIN MOHD ZAKI AN200123

To be filled in by lecturer

No. Item Mark Weightage Score

1 Theory (C2) /5 2

2 Methodology (P2) /5 1

3 Observation (P3) /5 3

4 Results (P2) /5 2

5 Calculation (P4) /5 3
Assessment of
7 Discussion (C3) /5 5
Laboratory Report
8 Conclusion (C3) /5 3
(Group Report)
9 References (C1) /5 1

Total cognitive (55%)

Total physhomotor (45%)

1.0 THEORY

Gears are very popular mechanical parts, used in various assemblies and systems.
There are many kinds of gears as students had learned in the related fundamental course.

Figure 1.0: The AT 200

The figure 1.0 show that AT 200 unit that will be use for the experiment which is a
comprehensive testing system consisting of a drive and brake unit and two different gears. It
calculates the driving and braking power to determine efficiency, utilizing components that
are commonly used in drive technology, making it closely related to practical applications.

The drive unit uses a three-phase AC motor that has variable speed via a frequency
converter, while an electromagnetic brake is used as the brake unit. The braking effect of the
brake unit can be finely adjusted by the exciting current, allowing it to serve as a tuneable
load. The system also includes an additional experiment to investigate the properties of the
magnetic particle brake.

Two types of gears are available for study, a two-stage spur gear and a worm gear,
which have properties adapted to the performance of the motor. Flexible couplings connect
the gear to the motor and the brake. To determine torques, the motor and brake are mounted
on pendulum bearings, and forces are measured by spring balances and lever arms. The speed
of the motor is detected using an inductive displacement sensor on the motor shaft and
displayed digitally, and the exciting current of the magnetic particle brake serves as a
measure of the braking torque and is also displayed. The instructional material is well-
structured, providing a step-by-step guide through the experiments while also covering the
fundamentals.
1.1 Output Torque

The motor produces a driving torque that is equivalent to the reaction torque. This can
be calculated as shown below. The driving torque refers to the torque supplied by the drive
unit to the test object, such as a gear unit, and is generated by the motor. The output torque is
determined by multiplying the force (F) by the length of the lever arm (l) where the force is
applied:

Output torque (M) = F.l [Nm]

Where, l = 50 mm (lever arm) = 0.05 m

F = Measured force (as described in 5.1.7.1) in Newton (N)

Output torque (M) in Nm

1.2 Output Power

The power generated by a rotating shaft can be calculated by multiplying its torque
(M) and angular frequency (ω). To determine the output power, use the previously calculated
torque and corresponding speed.

Output power (P) = ω.M

Where, M = F.l

l = 100 mm (length of lever arm) = 0.1 m

ω = 2.π.f

f = no / 60 seconds [s-1]

no = ni / i

where ni is the motor speed, no is the output speed, i , is the gear ratio. Spur gear
transmission ratio, i, = 13.5 : 1 and worm gear transmission ratio, i, = 15 : 1.
1.3 Determining the Efficiency
The ratio between the output and input powers is what defines efficiency (η), which can have
a maximum theoretical value of 1.

Efficiency (η) = Pout / Pin

2.0 METHODOLOGY

2.1 Experiment 1: Torque Vs. Current Characteristic (Spur Gear)

1. The drive unit will be activated and set to a speed of 1500 rpm.

2. The magnetic powder brake's control unit will set the excitation current to I = 0 A.

3. The measurement values were recorded while gradually increasing the current to its
maximum limit and then decreasing it back to zero.

4. Table 4.1 and Table 4.2 were used to record all the values.

5. Graphs illustrating the relationship between Excitation Current and Force, as well as
Excitation Current and Torque, were plotted.

6. The system was properly shut down.

2.2 Experiment 2: Determine The Efficiency Of 2-Stage Spur Gear Transmission Ratio
(13.5 :1) And Single-Stage Worm Gear Transmission Ratio (15 :1).

1. The drive unit was configured for use with a spur gear.

2. The motor speed was adjusted to 1520 rpm and the excitation current was set to 0.32
A.

3. The motor's holding force (F1) and the brake's holding force (F2) were both
documented.

4. The driving torque and efficiency were calculated.

5. The process was repeated with the drive unit configured for a worm gear to determine
efficiency.
 6. The system was shut down correctly.

7. The results were analysed and discussed.

3.0 OBSERVATIONS

Based on the experiment conducted, in order to prevent injuries caused by rotating gear,
it is necessary to secure all equipment, including the driver unit, gear, magnetic powder brake,
and brake lever arm, at the bottom by clamping levers before taking measurements. The AC
motor must also be balanced to avoid measurement errors. Two types of experiments were
conducted - one involved increasing and decreasing the current value. For this experiment, the
speed was set at a constant 1500 rpm, and the lever arm length was 0.1 m. The excitation
current was increased by 0.05A from 0A to 0.3A and decreased again to obtain values of input
force and output torque at different current levels. Results showed that increasing the excitation
current by 0.05A resulted in an increase in both input and output torque, indicating that force
and torque are directly proportional to each other. The same is true for decreasing current, as
force and torque are inversely proportional.
For the second experiment, the steps were identical to those in the first experiment. The
required speed was set at 1520 rpm at 0.32A, and the lengths of the motor and brake lever arms
were kept constant from the previous experiment. To obtain the required data, we needed to
measure the holding forces, F1 for the motor and F2 for the brake. Using a provided formula,
we could calculate the driving torque and determine the efficiency. After completing the spur
gear experiment, we needed to install the worm gear in a new position while keeping the speed
and current constant. Our results indicated that the holding forces for the motor and brake, F1
and F2 respectively, varied for different gears.
4.0 RESULTS
EXPERIMENT 1
Table 4.1: Results for Increasing Value of Current [1]

Speed: 1500 rpm

Brake Serial Number:
Lever arm length = 100 mm = 0.1 m
Excitation Current, I Force on the Lever Output Torque, M
[A] Arm, F [N] [Nm]
0 3 0.30
0.05 7 0.70
0.1 19 1.90
0.15 31 3.10
0.2 47 4.70
0.25 61 6.10
0.3 75 7.50

Excitation Current VS Force on the Lever Arm

0.35

0.3
Excitation Current, I (A)

0.25

0.2

0.15

0.1

0.05

0
0 10 20 30 40 50 60 70 80
Force on the Lever Arm, F (N)

Figure 4.1.1: Graph of Excitation Current vs. Force in Increasing Value of Current
 Excitation Current VS Output Torque
0.35

0.3
Excitation Current, I (A)
0.25

0.2

0.15

0.1

0.05

0
0 1 2 3 4 5 6 7 8
Output Torque, M (Nm)

Figure 4.1.2: Graph of Excitation Current vs. Torque in Increasing Value of Current

Table 4.2: Results for Decreasing Value of Current [1]

Speed: 1500 rpm

Brake Serial Number:
Lever arm length = 100 mm = 0.1 m
Excitation Current, I
Force on the Lever Output Torque, M
[A]
Arm, F [N] [Nm]
0.3 75 7.50
0.25 66 6.60
0.2 52 5.20
0.15 36 3.60
0.1 25 2.50
0.05 11 1.10
0 2 0.20

Figure 4.2.1: Graph of Excitation Current vs. Force in Decreasing Value of Current
 Excitation Current VS Output Torque
0.35

0.3
Excitation Current,I (A)
0.25

0.2

0.15

0.1

0.05

0
7.5 6.6 5.2 3.6 2.5 1.1 0.2
Output Torque,M (Nm)

Figure 4.2.2: Graph of Excitation Current vs. Torque in Decreasing Value of Current

EXPERIMENT 2

N = 1520 RPM, I = 0.32 A

2-stage spur gear transmission ratio (13.5: 1)

F1 (motor) = _____14.4 N_____

F2 (brake) = ______72 N______

Single-stage worm gear transmission ratio (15: 1)

F1 (motor) = ____17.4 N____

F2 (brake) = ______78 N______

 SPUR GEAR
Speed: 1500 rpm
Excitation Current, I=0.32A
Lever arm
WORM length = 100 mm = 0.1 m
GEAR
Speed: 1500 rpm
F1 (Motor) 1.44 Nm
Excitation Current, I=0.32A
F2 (Brake)
Lever arm length = 100 mm = 0.1 m 7.2 Nm
5. 0
P
F1(Input)
(Motor) 229.20
1.75NmkW
CALCULATIONS
P (output) 84.89 kW
F2 (Brake) 7.1Nm
Efficiency 37.04 % or 0.37
P (Input) 276.96 kW
P (output) 91.96 kW
Efficiency 33.20 % or 0.33
EXPERIMENT 1

Determination of the Output Torque (M)

F= Measured Force, I=100mm=0.1m

FORMULA:M=F*I (Nm)

Increasing Current

Current Calculation
I (A) Output Torque (M) (Nm)
0.00 3∗0.1=0.3 0
0.05 7∗0.1=¿ 0.70
0.10 19∗0.1=1.90
0.15 31∗0.1=3.10
0.20 47∗0.1=4.70
0.25 61∗0.1=6.10
0.30 75∗0.1=7.50

Decreasing Current

Current Calculation
I (A) Output Torque (M) (Nm)
 0.30 75∗0.1=7.50
0.25 66∗0.1=6.60
0.20 52∗0.1=5.20
0.15 36∗0.1=3.60
0.10 25∗0.1=2.50
0.05 11∗0.1=1.10
0.00 2∗0.1=0.20

EXPERIMENT 2

Determination of the output torque and efficiency

RPM= 1520, Excitation Current= 0.32A

Output power (P) = ω.M

Where, M = F.l

l = 100 mm (length of lever arm) = 0.1 m f = no / 60 seconds[s-1]

no = ni / i ω = 2.π.f

CALCULATION SPUR GEAR WORM GEAR

F1(Motor) M 1=F 1 L M 1=F 1 L
M = 14.4 x 0.1 M = 17.4 x 0.1
M = 1.44 Nm M = 1.74 Nm
F2(Brake) M 2=F 2 L M 2=F 2 L
M = 72 x 0.1 M = 78 * 0.1
M = 7.2 Nm M=7.8 Nm
Omega (ω ¿ ω 1=2 πf
1520
ω 1=2 π ( )
60
ω 1=159.17 rad / s
ω 2=2 πf
1520
ω 2=2 π ( )
60 x 13.5
 ω 2=11.79 rad / s

Pinput =M 1 ω 1 Pinput =M 1 ω 1 Pinput =M 1 ω 1

Pinput =( 1.44 )( 159.17 ) Pinput =( 1.74 )( 159.17 )
Pinput =229.20 kW Pinput =276.96 kW
Poutput =M 2 ω 2 Poutput =M 2 ω 2 Poutput =M 2 ω 2
Poutput =( 7.2 ) (11.79 ) Poutput =( 7.8 ) ( 11.79 )
Poutput =84.89 kW Poutput =91.96 kW
Efficiency (n) n=Pout / P¿ n=Pout / P¿
84.89 91.96
n= x 100 n= x 100
229.20 276.96
n=0.3704 x 100 % n=0.3320 x 100 %
n=37.04 %=0.37 n=33.20 %=0.33

6.0 DISCUSSIONS

We conducted two experiments involving different values of RPM, excitation current,

and gears, namely spur gear and worm gear. The first experiment aimed to establish the
relationship between the excitation current, force, and output torque of the lever arm. Based
on the graphed and calculated results, increasing the excitation current led to a proportional
increase in the force on the lever arm and output torque. The output torque showed a direct
correlation with the excitation current, and the magnetic powder brake exhibited similar
performance characteristics. By reducing the excitation current, we could also decrease the
force on the lever arm and output force, using the same principle.

The second experiment was conducted to compare the performance of a single-stage

worm gear with a two-stage spur gear. The results showed that even with the same RPM and
excitation current values, the holding forces for F1 (the motor) and F2 (the brake) were
different. The spur gear had lower power input and output compared to the worm gear due to
the parallel shaft arrangement, which allowed for higher efficiency because of common
rolling motion. Conversely, worm gears have crossing positions for the shafts and mostly
slide, leading to varied efficiency based on friction factor and lead angle. Therefore, we
concluded that worm gears are less efficient than spur gears. This is because power is
transferred in worm gears through sliding contact between the worm and the gear teeth,
leading to greater energy loss due to sliding friction when compared to the rolling contact in
spur gears, which has lower frictional losses.

We discovered a few errors that affected our experiment's results. One of these errors
was parallax error, which occurred when the student did not read the spring balance scale
perpendicularly. Additionally, there were errors within the equipment itself, as the equipment
had been in use for a long time and some of its parts may have worn out, leading to small
errors that affected the results. As the machine operates, it generates heat due to the release of
output energy, and this heat can reduce the machine's efficiency. Therefore, the longer the
machine operates, the hotter it becomes, and this can also impact the results.

7.0 CONCLUSIONS AND RECOMMENDATIONS

In conclusion, based on the experiments we conducted and the results we obtained, we

can confirm that there is a direct relationship between current and torque. As the current
increases, the output force and the output torque increase as well because the output torque is
the product of the output force and the lever arm length. Moreover, we were able to determine
the efficiency of the spur gear and worm gear systems. The effectiveness of power transmission
can be evaluated through their efficiency, and we found that the spur gear has a better
efficiency of 0.37 compared to the worm gear's efficiency of 0.33. This indicates that the spur
gear can operate at higher input forces better than the worm gear. We also discovered that
current is a significant factor influencing gear efficiency, as a higher excitation current leads to
higher efficiency. Finally, we learned how the efficiency of transmission can be related to the
excitation current. When an excitation current is used in a device, it is used to operate the
device, and a certain amount of energy is required to overcome the internal resistance of the
steel core. Once the excitation current powers the motor, the transmission converts the power to
move the load.
8.0 REFERENCES

1. Equipment for Engineering Education (2022). AT 200 Determination of gear efficiency.

Retrieved from https://www.gunt.de/en/products/determination-of
gearefficiency/031.20000/at200/glct-1:pa-148:pr-3

2. G.U.N.T. Gerätebau GmbH (2015) Hamburg AT 200 Experiment Instructions, AT

200 Determination of Gear Efficiency, Publication No.: 910.000 00 200 12 (A),
07/2015, Hamburg, Germany.

3. Neil E. Anderson* and Stuart H. Loewenthal (2020) Comparison of Spur Gear

Efficiency Prediction Methods. Retrieved from
https://core.ac.uk/download/pdf/42853188.pdf

4. Walmir Fernandes Navarro, W.F. (2018) Gear efficiency, Retrieved from

https://www.linkedin.com/pulse/gear-efficiency-walmir-fernandes-navarro

5. Saif Aldeen Saad (2020) Three-phase Induction Motor: Types and Structure, Retrieved
from https://www.researchgate.net/publication/343521873_Three-
phase_Induction_Motor_Types_and_Structure