Machine Design

ME - 211

Dr. Sujeet Kumar Mishra

Department of Mechanical Engineering
Birla Institute of Technology
(In the service of the Nation since 1955)
(A Deemed University)
Mesra, Ranchi – 835 215 India

E-mail: [email protected]
Mob.: 9431927250
 SYLLABUS (ME – 211 Machine Design)
Module –I
Failure of materials: Principles of Machine Design, standardization, Tolerances, Design against static and fluctuating loads, Theories of failures,
Design of cotter joint and knuckle joint, Fatigue failure, Endurance limit, Notch Sensitivity, Gerber, Soderberg, Goodman, and Modified
Goodman criteria, Design against combined loads.. (8L)

Module –II
Design of threaded, welded, and riveted joints: Threaded joints: Basic types of screw fastening, Bolt of uniform strength, Terminology of screw
threads, Bolt under tension, Welded joints: Butt joints, Fillet joints, Strength of butt and fillet welds. Riveted joints: Types of rivet heads, types of
rivet joints, Strength equations, Efficiency of joint, Caulking and fullering, Eccentrically loaded bolted, riveted and welded joints. (8L)

Module – III
Design of brakes and clutches: Types of Brakes and Clutches, Clutch/Brake selection and specification, Clutch and Brake materials, Disc
Clutches, Shoe, Band and Disk Brakes. (8L)

Module – IV
Design of springs and bearing: Spring configuration, Spring materials, Design of helical compression/extension springs. Bearings, Types of
sliding contact bearings, Bearing materials, Lubricating oils, Petroff’s equation, Mckee’s Investigation, Hydrostatic bearing, Rolling contact
bearings. (8L)

Module –V
Design of Gears: Types of gear, Terminology of gear, standard systems of gear tooth, Force analysis of spur, helical, bevel, and worm gears, Beam
and wear strength of gears, Lewis and Buckingham’s equation, Effective load on spur gear tooth. (8L)

Text Books:
1. Shigley’s Mechanical Engineering Design, by Richard Budynas (Author), Keith Nisbett (Author)
2. Introduction to Machine Design by V. B. Bhandari
3. Machine Design by Khurmi

Reference Books:
1. Machine Design, An Integrated Approach by Robert L. Norton, Second Edition.
2. Machine Design Data Handbook by K. Lingaiah
3. Mechanical Design of Machine Components by Ansel C. Ugural
Spur Gear

Helical Gear
Bevel Gear

Worm & Worm Gear

Spur Gears

 In case of spur gears, the teeth are cut parallel to the axis of the shaft. As
the teeth are parallel to the axis of the shaft, spur gears are used only
when the shafts are parallel.
 The profile of the gear tooth is in the shape of an involute curve and it
remains identical along the entire width of the gear wheel.
 Spur gears impose radial loads on the shafts.
 SELECTION OF TYPE OF GEARS
The first step in the design of the gear drive is the selection of a proper type of gear for a
given application.
The factors that are considered for deciding the type of gear are general layout of shafts,
speed reduction, power to be transmitted, input speed and cost.

• Spur and helical gears are used when the shafts are parallel.
• When the shafts intersect at right angles, bevel gears are used.
• Worm gears are recommended when the axes of shafts are perpendicular and non-
intersecting.
• When the axes of two shafts are neither perpendicular not intersecting, crossed helical
gears are employed.

The speed reduction or velocity ratio for a single pair of spur or helical gears is normally taken as 6 : 1
On rare occasions, this can be raised to 10 : 1. When the velocity ratio increases, the size of the gear
wheel increases. This results in increase in the size of the gearbox and the material cost increases.

For high speed reduction, two-stage or three-stage constructions are used. The normal velocity ratio
for a pair of bevel gears is 1 : 1, which can be increased to 3: 1 under certain circumstances. For high
speed reduction, worm gears offer the best choice. The velocity ratio in their case is 60 : 1, which can
be increased to 100 : 1. They are widely used in material handling equipment due to this advantage.
It has been found that only involute and cycloidal curves satisfy the fundamental law of gearing.

The meaning of these curves is as follows:

(i) An involute is a curve traced by a point on a line as the line rolls without slipping on a circle.
(ii) A cycloid is a curve traced by a point on the circumference of a generating circle as it rolls
without slipping along the inside and outside of another circle. The cycloid profile consists of
two curves, namely, epicycloid and hypocycloid.
An epicycloid is a curve traced by a point on the circumference of a generating circle as it rolls
without slipping on the outside of the pitch circle.
A hypocycloid is a curve traced by a point on the circumference of a generating circle as it rolls
without slipping on the inside of the pitch circle.

Cycloidal tooth offers the following advantages compared with involute tooth:
(i) In case of cycloidal gears, a convex flank on one tooth comes in contact with the concave flank of
the mating tooth. This increases the contact area and also the wear strength.
In involute gears, the contact is between two convex surfaces on mating teeth, resulting in smaller
contact area and lower wear strength.
(ii) The phenomenon of interference does not occur at all in cycloidal gears.

However, cycloidal teeth are rarely used in practice due to the following disadvantages:
(i) Cycloidal tooth is made of two curves— hypocycloid curve below the pitch circle and epicycloid
curve above the pitch circle. It is very difficult to manufacture an accurate profile consisting of two
curves. The profile of an involute tooth is made of a single curve and only one cutter is necessary to
manufacture one complete set of pinion and gear. This results in reduction in manufacturing cost.
TERMINOLOGY OF SPUR GEARS
(i) Pinion: A pinion is the smaller of the two mating gears.

(ii) Gear: A gear is the larger of the two mating gears.

(iii) Velocity Ratio: Velocity ratio is the ratio of angular velocity of the driving gear to the angular
velocity of the driven gear. It is also called the speed ratio.

(iv) Transmission Ratio (i’): The transmission ratio (i’) is the ratio of the angular speed of the first
driving gear to the angular speed of the last driven gear in a gear train.

(v) Pitch Surface: The pitch surfaces of the gears are imaginary planes, cylinders or cones that roll
together without slipping.
(vi) Pitch Circle: The pitch circle is the curve of intersection of the pitch surface of revolution and
the plane of rotation. It is an imaginary circle that rolls without slipping with the pitch circle of a
mating gear. The pitch circles of a pair of mating gears are tangent to each other.
(vii) Pitch Circle Diameter: The pitch circle diameter is the diameter of the pitch circle. The size of
the gear is usually specified by the pitch circle diameter. It is also called pitch diameter. The pitch
circle diameter is denoted by d
(viii) Pitch Point: The pitch point is a point on the line of centres of two gears at which two pitch
circles of mating gears are tangent to each other.
(ix) Topland: The top land is the surface of the top of the gear tooth.
(x) Bottom land: The bottom land is the surface of the gear between the flanks of adjacent teeth.
(xi) Involute: An involute is a curve traced by a point on a line as the line rolls without slipping on a
circle.
(xii) Base Circle: The base circle is an imaginary circle from which the involute curve of the tooth
profile is generated. The base circles of two mating gears are tangent to the pressure line.
(xiii) Addendum Circle: The addendum circle is an imaginary circle that borders the tops of gear
teeth in the cross section.
(xiv) Addendum (ha): The addendum (ha) is the radial distance between the pitch and the
addendum circles. Addendum indicates the height of the tooth above the pitch circle.
(xv) Dedendum Circle: The dedendum circle is an imaginary circle that borders the bottom of
spaces between teeth in the cross section. It is also called root circle.
(xvi) Dedendum (hf): The dedendum (hf) is the radial distance between pitch and the dedendum
circles. The dedendum indicates the depth of the tooth below the pitch circle.
(xvii) Clearance (c): The clearance is the amount by which the dedendum of a given gear exceeds
the addendum of its mating tooth.
(xviii) Face of Tooth: The surface of the gear tooth between the pitch cylinder and the addendum
cylinder is called the face of tooth.
(xix) Flank of Tooth: The surface of the gear tooth between the pitch cylinder and the root cylinder
is called flank of the tooth.
(xx) Face Width (b): Face width is the width of the tooth measured parallel to the axis.
(xxi) Fillet Radius: The radius that connects the root circle to the profile of the tooth is called fillet
radius.
(xxii) Circular Tooth Thickness: The length of the arc on the pitch circle subtending a single gear
tooth is called circular tooth thickness. Theoretically, circular tooth thickness is half of the circular
pitch.
(xxiii) Tooth Space: The width of the space between two adjacent teeth measured along the pitch
circle is called the tooth space. Theoretically, tooth space is equal to circular tooth thickness or half
the circular pitch.
(xxiv) Working Depth (hk): The working depth is the depth of engagement of two gear teeth, that
is, the sum of their addendums.
(xxv) Whole Depth (h): The whole depth is the total depth of the tooth space, that is, the sum of
the addendum and dedendum. Whole depth is also equal to working depth plus clearance.
(xxvi) Centre Distance: The centre distance is the distance between centres of pitch circles of
mating gears. It is also the distance between centres of base circles of mating gears.
(xxvii) Pressure Angle: The pressure angle is the angle which the line of action makes with the
common tangent to the pitch circles. The pressure angle is also called the angle of obliquity. It is
denoted by alpha.

(xxxii) Contact Ratio (mp): The number of pairs of teeth that are simultaneously engaged is called
contact ratio. If there are two pairs of teeth in contact all the time, the contact ratio is 2. As the two
gears rotate, smooth and continuous transfer of power from one pair of meshing teeth to the
following pair is achieved when the contact of the first pair continues until the following pair has
established contact. Some overlapping is essential for this purpose. Therefore, the contact ratio is
always more than 1. Other things being, the greater the contact ratio, the smoother the action of
gears. The contact ratio for smooth transfer of motion is usually taken as 1.2. In industrial gearboxes
for power transmission, the contact ratio is usually more than 1.4 (1.6 to 1.7).
(xxxiii) Circular Pitch: The circular pitch (p) is the distance measured along the pitch circle between
two similar points on adjacent teeth. Therefore, where z is the number of teeth.

(xxxiv) Diametral Pitch: The diametral pitch (P) is the ratio of the number of teeth to the pitch
circle diameter. Therefore,
So,
(xxxv) Module: The module (m) is defined as the inverse of the diametral pitch. Therefore,

The centre to centre distance between two gears having zp and zg teeth is given by

where,
a = centre to centre distance (mm)
zp = number of teeth on pinion
zg = number of teeth on gear
The gear ratio (i) that is, the ratio of the number of teeth on gear to that on pinion is given by,

where np = speed of pinion (rpm)

ng = speed of gear (rpm)
STANDARD SYSTEMS OF GEAR TOOTH
There are three standard systems for the shape of gear teeth. They are as follows:
(i) 14.5° full depth involute system: In this system, interference occurs when the number of teeth
on the pinion is less than 23. This system is satisfactory when the number of teeth on the gears is
large. If the number of teeth is small and if the gears are made by generating process, undercutting
is unavoidable.
(ii) 20° full depth involute systems: The basic rack for this system is also composed of straight sides
except for the fillet arcs. In this system, interference occurs when the number of teeth on the
pinion is less than 17. The 20° pressure angle system with full depth involute teeth is widely used in practice.
(iii) 20° stub involute system: The gears in this system have shorter addendum and shorter
dedendum. The interfering portion of the tooth, that is, a part of the addendum, is thus removed.

Therefore, these teeth have still smaller interference. This also, reduces the undercutting. In this system,
the minimum number of teeth on the pinion, to avoid interference, is 14. Since the pinion is small, the
drive becomes more compact.
Stub teeth are stronger than full depth teeth because of the smaller moment arm of the bending
force. Therefore, the stub system transmits very high load. Stub teeth results in lower production
cost, as less metal must be cut away. The main drawback of this system is that the contact ratio is
reduced due to short addendum. Due to insufficient overlap, vibrations are likely to occur.
Increasing pressure angle improves the tooth strength but shortens the duration of contact.
Decreasing pressure angle requires more number of teeth on the pinion to avoid undercutting. The
20° pressure angle is a good compromise for most of the power transmission as well as precision
gearboxes.
The 20° pressure angle system has the following advantages over the 14.5° pressure angle system:

(a) It reduces the risk of undercutting.

(b) It reduces interference.
(c) Due to the increased pressure angle, the tooth becomes slightly broader at the root. This makes
the tooth stronger and increases the load carrying capacity.
(d) It has greater length of contact.

The main advantage of the 14.5° pressure angle system is its quietness of operation.
INTERFERENCE AND UNDERCUTTING
A gear tooth has involute profile only outside the base circle. In fact, the involute profile begins at
the base circle. In some cases, the dedendum is so large that it extends below this base circle. In
such situations, the portion of the tooth below the base circle is not involute. The tip of the tooth on
the mating gear, which is involute, interferes with this non-involute portion of the dedendum. This
phenomenon of tooth profiles overlapping and cutting into each other is called ‘interference’.

In this case, the tip of the tooth overlaps and digs into the root section of its mating gear.
Interference is non-conjugate action and results in excessive wear, vibrations and jamming.

When the gears are generated by involute rack cutters, this interference is automatically eliminated
because the cutting tool removes the interfering portion of the flank. This is called ‘undercutting’.
Undercutting solves the problem of interference. However, an undercut tooth is considerably
weaker. Undercutting not only weakens the tooth, but also removes a small involute portion adjacent
to the base circle. This loss of involute profile may cause a serious reduction in the length of the
contact.

The following methods can eliminate interference:

(i) Increase the Number of Teeth on the Pinion
(ii) Increase Pressure Angle
(iii) Use Long and Short Addendum Gearing
BACKLASH
It is the amount by which the width of tooth space exceeds the thickness of the engaging tooth measured along the pitch
circle.

The objectives for providing backlash are as follows:

(i) Backlash prevents the mating teeth from jamming
together. The mating teeth do not make contact on both
sides simultaneously. This makes the teeth roll together freely
and smoothly.
(ii) Backlash compensates for machining errors.
(iii) Backlash compensates for thermal expansion of teeth.
There are two methods to provide backlash. They are as follows:
(i) The teeth of the gear are cut slightly thinner. This is obtained by setting the cutting tool
deeper into the blank resulting in thinner tooth and wider space.
(ii) The centre distance between mating gears is slightly increased.

The magnitude of recommended backlash depends upon the diametral pitch or module and the centre distance.
FORCE ANALYSIS
In gears, power is transmitted by means of a force exerted by the tooth of the driving gear on the
meshing tooth of the driven gear. Figure shows the tooth of the driving pinion exerting a force
PN on the tooth of the driven gear. According to the fundamental law of gearing, this resultant
force PN always acts along the pressure line. The resultant force PN can be resolved into two
components - tangential component Pt and radial component Pr at
the pitch point as shown in Figure.

The tangential component Pt is a useful load because it determines

the magnitude of the torque and consequently the power, which is
transmitted.

The radial component

Pr is a separating
force, which is always
directed towards the
centre of the gear.
The torque transmitted by the gears is given by,
where,
Mt = torque transmitted by gears (N-mm)
kW = power transmitted by gears (kW)
n = speed of rotation (rpm)
The tangential component Pt acts at the pitch circle radius. Therefore,

The above analysis of the gear tooth force is based on the following assumptions:

(i) As the point of contact moves, the magnitude of the resultant force PN changes. This effect is
neglected in the above analysis.
(ii) It is assumed that only one pair of teeth takes the entire load. At times there are two pairs,
which are simultaneously in contact and share the load. This aspect is neglected in the analysis.
(iii) The analysis is valid under static conditions, i.e., when the gears are running at very low
velocities. In practice, there is dynamic force in addition to force due to power transmission. The
effect of this dynamic force is neglected in the analysis.
GEAR TOOTH FAILURES
There are two basic modes of gear tooth failure - breakage of the tooth due to static and dynamic
loads and the surface destruction.

The principal types of gear tooth wear are as follows:

(i) Abrasive Wear

(ii) Corrosive Wear
(iii) Initial Pitting
(iv) Destructive Pitting
(v) Scoring
SELECTION OF MATERIAL

Gears are made of cast iron, steel, bronze and phenolic resins.

Large size gears are made of grey cast iron of Grades FG 200, FG 260 or FG 350. They are cheap
and generate less noise compared with steel gears. They have good wear resistance. Their main
drawback is poor strength.

Case-hardened steel gears offer the best combination of a wear resisting hard surface together with a
ductile and shock- absorbing core.

The plain carbon steels used for medium duty applications are 50C8, 45C8, 50C4 and 55C8.

For heavy duty applications, alloy steels 4OCrl, 30Ni4Cr1 and 4ONi3Cr65Mo55 are used.

For planetary gear trains, alloy steel 35NilCr60 is recommended.

Although steel gears are costly, they have higher load carrying capacity.

Bronze is mainly used for worm wheels due to its low coefficient of friction and excellent
conformability. It is also suitable where resistance to corrosion is an important consideration in
applications like water pumps. Their main drawback is excessive cost.
NUMBER OF TEETH
In the design of gears, it is required to decide the number of teeth on the pinion and gear.
There is a limiting value of the minimum number of teeth on the pinion.
As the number of teeth decreases, a point is reached when there is interference and the standard
tooth profile requires modification.
The minimum number of teeth to avoid interference is given by,

In practice, giving a slight radius to the tip of tooth can further reduce the value of z min.
Theoretical and practical values of the minimum number of teeth on the pinion are as follows:

For the 20° full-depth involute tooth system, it is always safe to assume the number of teeth on
the pinion as 18 or 20.
This does not require any modification in the profile.
Once the number of teeth on the pinion is decided, the number of teeth on the gear is calculated by
the velocity ratio (i = zg /zp).
FACE WIDTH
In the design of gears, it is required to express the face width in terms of the module.

In the Lewis equation, it is assumed that the tangential force Pt is uniformly distributed over the
entire face width.

If the face width is too large, there is a possibility of concentration of load at one end of the gear
tooth due to a number of factors, like misalignment, elastic deformation of shafts, and warping of
gear tooth.

On the other hand, gears with a small face width have a poor capacity to resist the shock and absorb
vibrations. They also wear at a faster rate. A narrow face width results in a coarse pitch.

In practice, the optimum range of the face width is

(8 m) < b < (12 m)

In the preliminary stages of gear design, the face width is assumed as ten times of module.
BEAM STRENGTH OF GEAR TOOTH
Lewis equation is considered as the basic equation in the design of gears.
In the Lewis analysis, the gear tooth is treated as a cantilever beam as shown in Fig. below.
The tangential component (Pt) causes the bending moment about the base of the tooth.

The Lewis equation is based on the following assumptions:

(i) The effect of the radial component (Pr), which induces compressive stresses, is neglected.
(ii) It is assumed that the tangential component (Pt) is uniformly distributed over the face width of
the gear. This is possible when the gears are rigid and accurately machined.
(iii) The effect of stress concentration is neglected.
(iv) It is assumed that at any time, only one pair of teeth is in contact and takes
the total load.

It is observed that the cross-section of the tooth varies from the free end to
the fixed end.
Therefore, a parabola is constructed within the tooth profile and shown by a
dotted line in Fig.2
The advantage of parabolic outline is that it is a beam of uniform strength.
For this beam, the stress at any cross-section is uniform or same.
The weakest section of the gear tooth is at the section XX, where the parabola
is tangent to the tooth profile.
In the above equation, Y is called the Lewis form factor.
Equation gives the relationship between the tangential force
(Pt) and the corresponding stress σb.

When the tangential force is increased, the stress also increases.

When the stress reaches the permissible magnitude of bending
stresses, the corresponding force (Pt) is called the beam
strength.

Therefore, the beam strength (Sb) is the maximum value of the tangential
force that the tooth can transmit without bending failure.
Replacing (Pt) by (Sb), Eq. is modified in the following way:

Sb = mb σb Y
where, Sb = beam strength of gear tooth (N)
σb = permissible bending stress (N/mm2)
In order to avoid the breakage of gear tooth due to Values of the Lewis form factor Y for 20° full-depth
bending, the beam strength should be more than the involute system
effective force between the meshing teeth.

Therefore,
Sb ≥ Peff

In the design of gears, it is required to decide the

weaker between the pinion and gear.

Rewriting the Lewis equation,

Sb = mb σb Y

It is observed that m and b are same for pinion as

well as for gear.

When different materials are used, the product (σb Y) decides the weaker between pinion and gear.
The Lewis form factor Y is always less for a pinion compared with gear.
When the same material is used for the pinion and gear, the pinion is always weaker than the gear.
EFFECTIVE LOAD ON GEAR TOOTH
The component is calculated by using the following two equations:

The value of the tangential component, therefore, depends upon the rated power and rated speed.
In practical applications, the torque developed by the source of power varies during the work cycle.

The service factor Cs is defined as

where (Pt) is the tangential force due to rated torque (Mt). Rearranging the terms,
There are two methods to account for the dynamic load - approximate estimation by the velocity factor
in the preliminary stages of gear design and precise calculation by Buckingham’s equation in the final
stages of gear design.

It is difficult to calculate the exact magnitude of dynamic load in the preliminary stages of gear
design. To overcome this difficulty, a velocity factor Cv developed by Barth is used.
The values of the velocity factor are as follows:
In the final stages of gear design, when gear dimensions are
known, errors specified and the quality of gears determined,
the dynamic load is calculated by equations derived by
Buckingham.

The effective load is given by,

The values of k for various tooth forms are as
follows:
k = 0.107 (for 14.5° full depth teeth)
k = 0.111 (for 20° full depth teeth)
 The error e is given by, e = ep + eg
where,
ep = error for pinion
eg = error for gear
The error depends upon the quality of the gear
and the method of manufacture. There are twelve
different grades from Gr. 1 to Gr. 12 in decreasing
order of precision. The expected error on the gear
tooth is considered to be equal to tolerance.

These tolerances are calculated by using the

following basic equation:
ESTIMATION OF MODULE BASED ON BEAM STRENGTH
In order to avoid failure of gear tooth due to bending, Sb > Peff
WEAR STRENGTH OF GEAR TOOTH
The failure of the gear tooth due to pitting occurs when the contact stresses between two meshing
teeth exceed the surface endurance strength of the material.
In order to avoid this type of failure, the proportions of the gear tooth and surface properties, such
as surface hardness, should be selected in such a way that the wear strength of the gear tooth is more
than the effective load between the meshing teeth.

Buckingham’s equation is based on Hertz theory

of contact stresses.
When two cylinders are pressed together as shown in
Fig. , the contact stress is given by,
Due to deformation under the action of load P, a rectangular surface of width (2b) and length (l)
is formed between the two cylinders. The elliptical stress distribution across the width (2b) is shown
in Fig. (b) and (c).
Substituting Eq. (b) in Eq. (a) and squaring both sides,

The above equation of the contact stress is based on the following assumptions:
(i) The cylinders are made of isotropic materials.
(ii) The elastic limit of the material is not exceeded.
(iii) The dimensions r1, r2 are very largewhen compared to the width (2b) of the deformation.
Figure shows the contact between two meshing teeth at the pitch
point. The radii r1 and r2 in Eq. (d) are to be replaced by the radii
of curvature at the pitch point. Therefore,
 Therefore, the wear strength is the maximum value of the
tangential force that the tooth can transmit without pitting
failure.
Replacing (Pt) by (Sw), Eq. (m) is written as,

where,
Sw = wear strength of the gear tooth (N)
Above Equation is known as Buckingham’s equation
for wear.
The ratio factor for internal gears is defined as,

Substituting the above equation in Eq. (l),

This equation gives a relationship between

the tangential force Pt and the corresponding
contact stress.
When the tangential force is increased, the contact
stress also increases.
Pitting occurs when the contact stress reaches the
magnitude of the surface endurance strength. The
corresponding value of Pt is called wear strength.
ESTIMATION OF MODULE BASED ON WEAR STRENGTH

In order to avoid failure of gear tooth due to pitting, Sw > Peff

Introducing a factor of safety,
Sw = Peff (fs) (a)
The recommended factor of safety is from 1.5 to 2.
The effective load is given by,
17.7Q. Design a pair of spur gears with 20° full-depth involute teeth based on the Lewis equation. The velocity factor
is to be used to account for dynamic load. The pinion shaft is connected to a 10 kW, 1440 rpm motor. The starting
torque of the motor is 150% of the rated torque. The speed reduction is 4 : 1. The pinion as well as the gear is made
of plain carbon steel 40C8 (Sut = 600 N/mm2). The factor of safety can be taken as 1.5. Specify their dimensions
and suggest suitable surface hardness for the gears.

17.9Q. A pair of spur gears with 20° full-depth involute teeth consists of a 19 teeth pinion meshing with a 40 teeth
gear. The pinion is mounted on a crankshaft of 7.5 kW single cylinder diesel engine running at 1500 rpm. The
driven shaft is connected to a two-stage compressor. Assume the service factor as 1.5. The pinion as well as the gear is
made of steel 40C8 (Sut = 600 N/mm2). The module and face width of the gears are 4 and 40 mm respectively.
(i) Using the velocity factor to account for the dynamic load, determine the factor of safety.
(ii) If the factor of safety is two for pitting failure, recommend surface hardness for the gears.
(iii) If the gears are machined to meet the specifications of Grade 8, determine the factor of safety for bending using
Buckingham’s equation for dynamic load.
(iv) Is the gear design satisfactory? If not, what is the method to satisfy the design conditions? How will you modify the
design?
17.11Q. Design a spur gear speed reducer for a compressor running at 250 rpm driven by a 7.5 kW, 1000 rpm
electric motor. The centre distance between the axes of the gear shafts should be exactly 250 mm. The starting torque
of the motor can be assumed to be 150% of the rated torque. The gears are made of carbon steel 50C4 (Sut = 700
N/mm2). The pressure angle is 20°. The factor of safety is 2 for preliminary design based on the use of velocity
factor.
(i) Design the gears and specify their dimensions. (ii) Assume that the gears are manufactured to meet the requirements
of Grade 6 and calculate the dynamic load by using Buckingham’s equation.
(iii) Calculate the effective load. (iv) What is the actual factor of safety against bending failure?
(v) Using the same factor of safety against pitting failure, specify suitable surface hardness for the gears.

17.12Q. Design a pair of spur gears with 20° full-depth involute teeth. The input shaft rotates at 720 rpm and
receives 5 kW power through a flexible coupling. The speed of the output shaft should be 144 rpm. The pinion as well
as the gear are made of steel Fe 410 (Sut = 410 N/mm2). The service factor for the application is 1.25. The gears
are machined to meet the specifications of Grade 6.
(i) Assume suitable number of teeth for the pinion and the gear.
(ii) For preliminary calculations, assume the pitch line velocity as 5 m/s and the factor of safety as 2. Estimate the
module and select the first preference value of the module.
(iii) Using this value of the module, calculate the pitch circle diameters of the pinion and gear and the face width.
(iv) Determine static load and the dynamic load by Buckingham’s equation. Also, calculate the beam strength and the
correct value of factor of safety based on beam strength.
(v) Using a factor of safety of 2 for wear strength, specify the surface hardness for gears.
Q. A pair of spur gears with 20° full-depth involute teeth consists of a 19 teeth pinion meshing with a 40 teeth gear.
The pinion is mounted on a crankshaft of 7.5 kW single cylinder diesel engine running at 1500 rpm. The driven
shaft is connected to a two-stage compressor. Assume the service factor as 1.5. The pinion as well as the gear is made
of steel 40C8 (Sut = 600 N/mm2). The module and face width of the gears are 4 and 40 mm respectively.
(i) Using the velocity factor to account for the dynamic load, determine the factor of safety.
(ii) If the factor of safety is two for pitting failure, recommend surface hardness for the gears.
(iii) If the gears are machined to meet the specifications of Grade 8, determine the factor of safety for bending using
Buckingham’s equation for dynamic load.
(iv) Is the gear design satisfactory? If not, what is the method to satisfy the design conditions? How will you modify the
design?