NHẬP MÔN

KỸ THUẬT CƠ KHÍ
CHAPTER 6 MOTION AND POWER TRANSMISSION
6.1 OVERVIEW
 Pay attention to the design and operation of power transmission equipment.
 Machinery generally comprises gears, shafts, bearings, cams, linkages, and
other building-block components.
 These mechanisms are capable of transmitting power from one location to
another, for instance, from the engine in an automobile to the drive wheels.
Another function of a mechanism might be to transform one type of motion
into another.
 Mechanical engineers evaluate the position, velocity, and acceleration of
machines such as these, as well as the forces and torques that make them
move.
 The analysis and design of machinery is, in part, an extension of the topics of
the force systems and energy systems that we encountered in previous
chapters.
6.2 ROTATIONAL MOTION
Angular Velocity

 When a gear (or for

that matter, any
object) rotates, each
point on it moves in
a circle about the
center of rotation.
 The straight link
could represent a
component of a
robotic arm such as
those shown in
Figures 8.1 and 8.2.
6.2 ROTATIONAL MOTION
Angular Velocity

 The link turns in a bearing about the center of its shaft. All points on the link
move along concentric circles, each having the same center point O, as the
angle  increases.
 The velocity of any point P on the link is determined by its change in position as
the rotation angle grows.
 During the time interval t, the link moves from the initial angle  to the final
angle 1 + ∆;
 As point P moves along a circle of radius r, the distance that it travels is the
geometric arc length
s = r 
6.2 ROTATIONAL MOTION
Angular Velocity

 The angle  = s/r is the ratio of two lengths: circumference along the circle
and the circle’s radius r. When s and r are expressed in the same units, say
millimeters, then  will be a dimensionless number.
 The dimensionless measure of an angle is called the radian (rad), and 2 rad
are equivalent to 360°.
 The velocity of point P is defined as the distance it travels per unit time, or
v = s/t = r(/t)
In standard form, we define  as the link’s rotational or angular velocity. The
velocity of point P is then given by
v = r
When  is given in radians per second (rad/s) and r in millimeters, for instance, then
v will have the units of millimeters per second.
6.2 ROTATIONAL MOTION
Angular Velocity

 When a mechanical engineer refers to the speed of an engine, shaft, or gear, it

is customary to use the units of revolutions per minute (rpm), as might be
measured by a tachometer.
 If the rotational speed is very high, the angular velocity might instead be
expressed in the dimensions of revolutions per second (rps), which is smaller by a
factor of 60.
6.2 ROTATIONAL MOTION
Rotational Work and Power

 In addition to specifying the speeds at which shafts rotate, mechanical

engineers also determine the amount of power that machinery draws, transfers,
or produces.
 The mechanical work itself can be associated with forces moving through a
distance or, by analogy, with torques rotating through an angle.
 Figure 8.5 illustrates the torque T that a motor applies to a gear. The gear, in turn,
may be connected to other gears in a transmission that is in the process of
transmitting power to a machine.
 The motor applies torque to the rotating gear, and work is therefore being
performed.
 the work of a torque is calculated from the expression W = T 
6.2 ROTATIONAL MOTION
Rotational Work and Power

 As is the case for the work of a force, the sign of W depends on whether the
torque tends to reinforce the rotation (in which case W is positive) or oppose it
(and W is negative).
 Mechanical power has been defined as the rate at which the work of a forceor
torque is performed over an interval of time.
 In machinery applications, power is generally expressed in the units of kW in the
SI, and hp in the USCS.
 Instantaneous power is the product of force and velocity in translational systems
and of torque and angular velocity in rotational ones.
P = Fv (force)
P = T (torque)
6.3 DESIGN APPLICATION: GEARS
 Gears are used to transmit rotation, torque, and power between shafts by
engaging specially shaped teeth on rotating disks.
 Geartrains can be used to increase a shaft’s rotation speed but decrease
torque, to keep speed and torque constant, or to reduce rotation speed but
increase torque.
 Mechanisms incorporating gears are remarkably common in the design of
machinery, and they have applications as diverse as electric can openers,
automatic teller machines, electric drills, and helicopter transmissions.
 our objective is to explore various types of gears with an emphasis on their
characteristics and the terminology used to describe them.
6.3 DESIGN APPLICATION: GEARS
Spur Gears (BR trụ)
 Spur gears are the simplest type of engineering-grade gear.

As shown in Figure 8.8,

spur gears are cut from
cylindrical blanks, and
their teeth have faces
that are oriented
parallel to the shaft on
which the gear is
mounted.
 6.3 DESIGN APPLICATION: GEARS

 For the external

gears of Figure
8.9(a), the teeth are
formed on the
outside of the
cylinder; conversely,
for an internal or ring
gear, the teeth are
located on the inside
[Figure 8.9(b)].
 6.3 DESIGN APPLICATION: GEARS
 motion is transmitted from one shaft to another, the two gears are said to form a
gearset.
 By convention, the smaller (driving) gear is called the pinion, and the other (driven)
one is simply called the gear.
6.3 DESIGN APPLICATION: GEARS
 As illustrated in Figure 8.11, those cylinders roll on the outside of one another for
two external gears, or one can roll within the other if the gearset comprises
external and internal gears.
 the effective radius r of a spur gear (which is also the radius of its conceptual
rolling cylinder) is called the pitch radius.
 Continuous contact between the pinion and gear is imagined to take place at
the intersection of the two pitch circles.
 The thickness of a tooth and the spacing between adjacent teeth are
measured along the gear’s pitch circle.
 The tooth-to-tooth spacing must be slightly larger than the tooth’s thickness itself
to prevent the teeth from binding against one another as the pinion and gear
rotate.
6.3 DESIGN APPLICATION: GEARS
 In the USCS, the proximity of teeth to one another is measured by a quantity
called the diametral pitch

where N is the number of teeth on the gear, and r is the pitch radius.

In the SI, the spacing between teeth is measured not by the diametral pitch, but
by a quantity called the module

with the units of millimeters.

6.3 DESIGN APPLICATION: GEARS
 The cross-sectional shape of the tooth is called the involute profile (thân khai),
and it compensates for the fact that the tooth-to-tooth contact point moves
during meshing.

this special shape for

spur gear teeth
ensures that, if the
pinion turns at a
constant speed, the
gear will also.
6.3 DESIGN APPLICATION: GEARS
 This mathematical characteristic of the involute profile establishes what is known
as the fundamental property of gearsets, enabling engineers to view gearsets
as two cylinders rolling on one another:
For spur gears with involute-shaped teeth, if one gear turns at a constant
speed, so will the other.
6.3 DESIGN APPLICATION: GEARS
Rack and Pinion
 Gears are sometimes used to convert the rotational motion of a shaft into the
straight-line, or translational, motion of a slider (and vice versa).
 The rack-and-pinion mechanism is the limiting case of a gearset in which the
gear has an infinite radius and tends toward a straight line.
 6.3 DESIGN APPLICATION: GEARS
Bevel Gears (BR côn)
 Whereas the teeth of
spur gears are arranged
on a cylinder, a bevel
gear is produced by
alternatively forming
teeth on a blank that is
shaped like a truncated
cone.
 You can see how its
design enables a shaft’s
rotation to be
redirected by 90°.
 6.3 DESIGN APPLICATION: GEARS
Bevel Gears
 Bevel gears (Figure 8.15)
are appropriate for
applications in which
two shafts must be
connected at a right
angle and where
extensions to the shaft
centerlines would
intersect one another.
 6.3 DESIGN APPLICATION: GEARS
Helical Gears
 In the spur gears, the teeth separate and lose contact along the tooth’s entire width at
once.

 Helical gears are an

alternative to spur
gears, and they offer
the advantage of
smoother and quieter
meshing.
6.3 DESIGN APPLICATION: GEARS
Helical Gears
 Helical gears are similar to their spur counterparts in the sense that the teeth are
still formed on a cylinder but not parallel to the gear’s shaft.
 As their name implies, the teeth on a helical gear are instead inclined at an angle
so that each tooth wraps around the gear in the shape of a shallow helix.
 With the same objective of having teeth mesh gradually, some of the bevel
gears(shown in Figure 8.15) also have spiral, instead of straight, teeth.
 Helical gears are more complex and expensive to manufacture than spur gears.
On the other hand, helical gearsets offer the advantage that they produce less
noise and vibration when used in high-speed machinery.
6.3 DESIGN APPLICATION: GEARS
Helical Gears
 Automobile automatic transmissions, for instance, are typically constructed using
both external and internal helical gears for precisely that reason.
 In a helical gearset, tooth-to-tooth contact starts at one edge of a tooth and
proceeds gradually across its width, thus smoothing out the engagement and
disengagement of teeth.
 Another attribute of helical gears is that they are capable of carrying greater
torque and power when compared to similarly sized spur gears, because the
tooth-to-tooth forces are spread over more surface area and the contact stresses
are reduced.
6.3 DESIGN APPLICATION: GEARS
Worm Gearsets
 If the helix angle on a pair of crossed helical gears is made large enough, the
resulting pair is called a worm and worm gear.
6.3 DESIGN APPLICATION: GEARS
Worm Gearsets
 the worm itself has only one tooth that wraps several times around a cylindrical
body, similar to a thread of a screw. For each revolution of the worm, the worm
gear advances by just one tooth in its rotation.
 Worm gearsets are capable of large speed-reduction ratios.
 For instance, if the worm has only one tooth and the worm gear has 50 teeth, the
speed reduction for a gearset would be 50-fold.
 Another feature of worm gearsets is that they can be designed so that they are
capable of being driven in only one direction, namely, from the worm to the
worm gear. For such self-locking gearsets, the power flow cannot be reversed by
having the worm gear drive the worm.
6.3 DESIGN APPLICATION: GEARS
Worm Gearsets
 This capability for motion transmission in only one direction can be exploited in
such applications as hoists (tời) or jacks (pa lăng), where it is desirable for safety
reasons to prevent the system mechanically from being back driven.
 Not all worm gearsets are self-locking, however, and this characteristic depends
on such factors as the helix angle, the amount of friction between the worm and
worm gear, and the presence of vibration.
6.4 SPEED, TORQUE, AND POWER IN
GEARSETS
 A gearset is a pair of gears that mesh with one another, and it forms the basic
building block of larger-scale systems, such as transmissions, that transmit rotation,
torque, and power between shafts.
 In this section, we examine the speed, torque, and power characteristics of two
meshing gears. In later sections, we will extend those results to simple, compound,
and planetary geartrains.
6.4 SPEED, TORQUE, AND POWER IN
GEARSETS Speed
 the smaller of the two gears is called the pinion (denoted by p), and the larger is
called the gear (denoted by g). The pitch radii of the pinion and gear are
denoted by rp and rg, respectively.
 As the pinion rotates with angular velocity p, the speed of a point on its pitch
circle is vp = rp p. Likewise, the speed of a point on the pitch circle of the gear is
vg = rg g.
 Because the teeth on the pinion and gear do not slide past one another, the
velocity of points in contact on the pitch circles are the same, and rg g = rp p
 the speed of the output shaft is

it is simpler to work with the numbers of teeth Np and Ng.

6.4 SPEED, TORQUE, AND POWER IN
GEARSETS Speed

which is a constant that relates the output and input speeds, just as the mechanical
advantage is a constant that relates the input and output forces acting on a
mechanism.
6.4 SPEED, TORQUE, AND POWER IN
GEARSETS Torque
 how torque transfers from the shaft of the pinion to the shaft of the gear?
 imagine that the pinion in Figure 8.21(a) is driven by a motor and that the shaft of
the gear is connected to a mechanical load such as a crane or pump. In the
diagrams of Figure 8.21(b), the motor applies torque Tp to the pinion, and torque
Tg is applied to the gear’s shaft by the load being driven.
 The tooth force F that is exposed in this diagram is the physical means by which
torque is transferred between the pinion and gear.
 When the gearset runs at a constant speed, the sum of torques applied to the
pinion and gear about their centers are each zero; therefore, Tp = rpF and Tg = rgF.
By eliminating the unknown force F, we obtain an expression for the gearset’s
output torque
6.4 SPEED, TORQUE, AND POWER IN
GEARSETS Torque
 The torque ratio of the gearset is defined as

 If a gearset is designed to increase the speed of its output shaft relative to the
input shaft (VR > 1), then the amount of torque transferred will be reduced by an
equal factor (TR < 1).
 A gearset exchanges speed for torque, and it is not possible to increase both
simultaneously. As a common example of this principle, when the transmission of
an automobile or truck is set into low gear, the rotation speed of the engine’s
crankshaft is reduced by the transmission to increase the torque applied to the
drive wheels.
6.4 SPEED, TORQUE, AND POWER IN
GEARSETS Power
 the power supplied to the pinion by its motor is Pp = Tpp. On the other hand, the
power transmitted to the mechanical load by the gear is Pg = Tgg.

which shows that the input and output power levels are exactly the same. The
power supplied to the gearset is identical to the power that it transfers to the load.
 From a practical standpoint, any real gearset incurs frictional losses, but Equation
above is a good approximation for gearsets made of quality gears and bearings
where friction is small relative to the overall power level.
 In short, any reduction in power between the input and output of a gearset will
be associated with frictional losses, not with the intrinsic changes of speed and
torque.
6.5 SIMPLE AND COMPOUND
GEARTRAINS Simple Geartrain
 For most combinations of a single pinion and gear, a reasonable limit on the
velocity ratio lies in the range of 5 to 10.
 One might therefore consider building a geartrain that is formed as a serial chain
of more than two gears. Such a mechanism is called a simple geartrain, and it has
the characteristic that each shaft carries a single gear.
 To distinguish the various gears and shafts, we set the convention that the input
gear is labeled as gear 1, and the other gears are numbered sequentially.
 The numbers of teeth and rotational speeds of each gear are represented by the
symbols Ni and i
 The direction that each gear rotates can be determined by recognizing that, for
external gearsets, the direction reverses at each mesh point (điểm ăn khớp).
 In other words, the effect of the second gear (and in particular, its size and
number of teeth) cancel as far as the third gear is concerned. Proceeding to
the final mesh point, the velocity of the output gear becomes
6.5 SIMPLE AND COMPOUND
GEARTRAINS Simple Geartrain
 For this simple geartrain, the overall velocity ratio between the output and input
shafts is

 The sizes of the intermediate gears 2 and 3 have no effect on the geartrain’s
velocity ratio.
 the velocity ratio will depend only on the sizes of the input and output gears.
6.5 SIMPLE AND COMPOUND
GEARTRAINS Simple Geartrain
 Because the intermediate gears of a simple geartrain provide no speed or torque
modifications as a whole, they are sometimes called idler gears.
 the idler gears contribute indirectly to the extent that a designer can insert them
to gradually increase or decrease the dimensions of adjacent gears.
 Additional idler gears also enable the input and output shafts to be separated
farther from one another.
6.5 SIMPLE AND COMPOUND
GEARTRAINS Compound Geartrain
 As an alternative to simple geartrains, compound geartrains can be used in
transmissions when larger velocity or torque ratios are needed or when the
gearbox must be made physically compact.
 A compound geartrain is based on the principle of having more than one gear
on each intermediate shaft.
 In the Figure, the intermediate shaft carries two gears having different numbers of
teeth.

Because gears the speed of

2 and 3 are the output
mounted on shaft becomes
the same shaft,
3 = 2
6.5 SIMPLE AND COMPOUND
GEARTRAINS Compound Geartrain
 vv
6.6 DESIGN APPLICATION: BELT AND
CHAIN DRIVES
 Similar to geartrains, belt and chain drives can also be used to transfer rotation,
torque, and power between shafts. Some applications include compressors,
appliances, machine tools, sheet-metal rolling mills, and automotive engines.
 Belt and chain drives have the abilities to isolate elements of a drivetrain from
shock, to have relatively long working distances between the centers of shafts,
and to tolerate some degree of misalignment between shafts. Those favorable
characteristics stem largely from the belt’s or chain’s flexibility.
6.6 DESIGN APPLICATION: BELT AND
CHAIN DRIVES
 The common type of power transmission belt shown in Figures 8.27 and 8.28 is
called a V-belt, and it is named appropriately after the wedge-shaped
appearance of its cross section.
 The grooved pulleys on which the V-belt rides are called sheaves. To have
efficient transfer of power between the two shafts, the belt must be tensioned
and have good frictional contact with its sheaves.
 The capability of V-belts to transfer load between shafts is determined by the
belt’s wedge angle and by the amount of friction between the belt and the
surface of the sheaves.
6.6 DESIGN APPLICATION: BELT AND
CHAIN DRIVES
 Geartrains are a synchronous method of rotation; that is, the input and output
shafts are synchronized and they rotate together exactly. Belt slippage is not a
concern if the engineer is interested only in transmitting power, as in a gasoline
engine that drives a compressor or generator.
 for such precision applications as robotic manipulators and valve timing in
automotive engines, the rotation of the shafts must remain perfectly synchronized.
 Timing belts (đai răng) address that need by having molded teeth that mesh in
matching grooves on their sheaves.
6.6 DESIGN APPLICATION: BELT AND
CHAIN DRIVES
 Chain drives (Figures 8.30 and 8.31) are another design option when synchronous
motion is required, particularly when high torque or power must be transmitted.
 Because of their metallic link construction, chain and sprocket mechanisms are
capable of carrying greater forces than belts, and they are also able to withstand
high-temperature environments.
 For timing belts and chains (and for V-belts when slippage on the sheaves can be
neglected), the angular velocities of the two shafts are proportional to one
another in a manner similar to a gearset.
6.6 DESIGN APPLICATION: BELT AND
CHAIN DRIVES
 the velocity ratio between the output and input shafts is given by

where the pitch diameters of the sheaves are denoted by dinput and doutput.
6.7 PLANETARY GEARTRAINS
 Up to this point, the geartrain shafts have been connected to the housing of a
gearbox by bearings, and the centers of the shafts themselves did not move.
 The gearsets, simple geartrains, compound geartrains, and belt drives of the
previous sections were all of this type.
 In some geartrains, however, the centers of certain gears may be allowed to
move. Such mechanisms are called planetary geartrains because the motion of
their gears is (in many ways) analogous to the orbit of a planet around a star.

 Simple and planetary gearsets are contrasted in Figure 8.34 (as bellows)
6.7 PLANETARY GEARTRAINS
 In the planetary system of Figure 8.34(b), on the other hand, although the center
of the sun gear is stationary, the center of the planet gear can orbit around the
sun gear.
 The link that connects the centers of the two gears is called the carrier.
 Planetary geartrains are often used as speed reducers, and one application is the
geartrain of Figure 8.35 that is used in the transmission of a light-duty helicopter.
6.7 PLANETARY GEARTRAINS
 To construct a more functional geartrain, the ring gear shown in Figure 8.36 is used
to convert the motion of the planet gear into rotation of the ring gear and its
shaft. The ring gear is an internal gear, whereas the sun and planet gears are
external gears.
6.7 PLANETARY GEARTRAINS
 In this configuration, a planetary geartrain has three input–output connection
points, the shafts of the sun gear, carrier, and ring gear.
 Those connections can be configured to form a geartrain having two input shafts
(for instance, the carrier and the sun gear) and one output shaft (the ring gear in
this case), or a geartrain having one input and two output shafts.

 A planetary geartrain can therefore combine power from two sources into one
output, or it can split the power from one source into two outputs.
 6.7 PLANETARY GEARTRAINS
 Planetary geartrains are usually constructed with more than one planet gear to
reduce noise, vibration, and the forces applied to the gear teeth. A balanced
planetary geartrain is depicted in Figure 8.38.

When multiple planet

gears are present, the
carrier is sometimes
called the spider,
because it has several
(although perhaps not
as many as eight) legs
that evenly separate the
planet gears around the
circumference.
 6.7 PLANETARY GEARTRAINS
 if the carrier and sun gears in Figure 8.36 are both driven clockwise, and the carrier’s
speed is greater than the sun’s, then the ring gear will rotate clockwise. However, as
the speed of the sun gear is gradually increased, the ring gear will slow down, stop,
and then actually reverse its direction and rotate counterclockwise.
 6.7 PLANETARY GEARTRAINS
 With that in mind, instead of relying on our intuition, we can apply a design equation
that relates the rotational velocities of the sun gear (s), carrier (c), and ring gear
(r):

 With the numbers of teeth on the sun and ring gears denoted by Ns and Nr, the
geartrain’s form factor n is
 6.7 PLANETARY GEARTRAINS
 A differential is a special type of planetary geartrain used in automobiles. The layout
of the drivetrain for a rear-wheel-drive vehicle is shown in Figure 8.39.
 The engine is located at the front of the automobile, and the crankshaft feeds into
the transmission.
 The speed of the engine’s crankshaft is reduced by the transmission, and the
driveshaft extends down the length of the vehicle to the rear wheels.
 The transmission adjusts the velocity ratio between the rotation speeds of the
engine’s crankshaft and the driveshaft.
 In turn, the differential transfers torque from the driveshaft and splits it between the
wheels on the driver’s and passenger’s sides. The differential therefore has one input
(the driveshaft) and two outputs (the wheel axles).
SUMMARY
SUMMARY
Self-Study and Review
6.1. List several of the units that engineers use for angular velocity.
6.2. In what types of calculations must the unit of rad/s be used for angular
velocity?
6.3. What is the difference between average and instantaneous power?
6.4. Sketch the shape of a spur gear’s teeth.
6.5. What is the fundamental property of gearsets?
6.6. Define the terms “diametral pitch” and “module.”
6.7. What are a rack and pinion?
6.8. How do helical gears differ from spur gears?
Self-Study and Review
6.9. Make a sketch to show the difference in shaft orientations when bevel gears
and crossed helical gears are used.
6.10. How do simple and compound geartrains differ?
6.11. How are the velocity and torque ratios of a geartrain defined?
6.12. What relationship exists between the velocity and torque ratios for an ideal
geartrain?
6.13. What are some of the differences between a V-belt and a timing belt?
6.14. Sketch a planetary geartrain, label its main components, and explain how it
operates.
6.15. Describe the main components of an automobile’s drivetrain.
6.16. What function does the differential in an automobile serve?