TRIANGLE MULTI DRILL HOLDER

1.SYNOPSIS

Triangle drill heads are designed for use with most drilling machinery.
They can, almost immediately, triple the drilling operations by simultaneously
drilling in one operation. It has proved to be the most versatile method to drill
close trianglular space holes.

This machine includes a first functional portion known as the bar support
which assures the feeding, holding and driving of the bars. This part is provided
with a set of spindles in which are respectively introduced the bars of material in
question, which bars project from said spindles towards the cutting tools mounted
on a supporting structure.

2. METHODOLOGY
This project is designed with
Drilling head
Motor
Drill bit
Shaft

3. WORKING PRINCIPLE

This machine will drill three holes in triangular shape simultaneously in a

work piece. Triangular drilling machines are employed for work of light character,
especially repetition work, such as drilling small components for the automobile
and Aircraft industries. A triangle multi drill holder has a three drill spindles driven
by a single motor. All the spindles holding the drills are fed into the work piece at
the same time. For this purpose, either the drill heads can be lowered onto the work
piece using with the handle operated moves in the direction of up and down
movement. Here the work piece is clamped in the vice on the lower table.
the gear train mechanism is used.

Here

The rotary motion of the centre gear is

transferred to the three gears to which the drill heads are connected.

4. LINE DIAGRAM

5. ELECTRIC MOTOR
An electric motor converts electrical energy into mechanical energy. Most
electric motors operate through interacting magnetic fields and current-carrying
conductors to generate force, although a few use electrostatic forces. The reverse
process, producing electrical energy from mechanical energy, is accomplished by
some type of generator such as an alternator or a dynamo. Many types of electric
motors can be run as generators, and vice versa. For example a starter/generator for
a gas turbine, or traction motors used on vehicles, often perform both tasks.

Electric motors are found in applications as diverse as industrial fans,

blowers and pumps, machine tools, household appliances, power tools, and disk
drives. They may be powered by direct current (e.g., a battery powered portable
device or motor vehicle), or by alternating current from a central electrical
distribution grid. The smallest motors may be found in electric wristwatches.
Medium-size motors of highly standardized dimensions and characteristics provide
convenient mechanical power for industrial uses. The very largest electric motors
are used for propulsion of large ships, and for such purposes as pipeline
compressors, with ratings in the millions of watts. Electric motors may be
classified by the source of electric power, by their internal construction, by their
application, or by the type of motion they give.

5.1. SYNCHRONOUS ELECTRIC MOTOR

A synchronous electric motor is an AC motor distinguished by a rotor
spinning with coils passing magnets at the same rate as the alternating current and
resulting magnetic field which drives it. Another way of saying this is that it has
zero slip under usual operating conditions. Contrast this with an induction motor,
which must slip to produce torque. A synchronous motor is like an induction motor
except the rotor is excited by a DC field. Slip rings and brushes are used to conduct
current to rotor. The rotor poles connect to each other and move at the same speed
hence the name synchronous motor.

5.2. INDUCTION MOTOR

An induction motor is an asynchronous AC motor where power is

transferred to the rotor by electromagnetic induction. An induction motor
resembles a rotating transformer, because the stator (stationary part) is essentially
the primary side of the transformer and the rotor (rotating part) is the secondary
side. Polyphase induction motors are widely used in industry.

Induction motors may be further divided into squirrel-cage motors and

wound-rotor motors. Squirrel-cage motors have a heavy winding made up of solid
bars, usually aluminum or copper, joined by rings at the ends of the rotor. Currents
induced into this winding provide the rotor magnetic field. The shape of the rotor
bars determines the speed-torque characteristics. At low speeds, the current
induced in the squirrel cage is nearly at line frequency and tends to flow in the
outer parts of the rotor cage. As the motor accelerates, the slip frequency becomes
lower, and more current flows in the interior of the winding. By shaping the bars to
change the resistance of the windings portions in the interior and outer parts of the
cage, effectively a variable resistance is inserted in the rotor circuit.

In a wound-rotor motor, the rotor winding is made of many turns of insulated wire
and is connected to slip rings on the motor shaft. An external resistor or other
control devices can be connected in the rotor circuit. Resistors allow control of the

motor speed, although significant power is dissipated in the external resistance. A

converter can be fed from the rotor circuit and return the slip-frequency power that
would otherwise be wasted back into the power system.

The wound-rotor induction motor is used primarily to start a high

inertia load or a load that requires a very high starting torque across the full speed
range. By correctly selecting the resistors used in the secondary resistance or slip
ring starter, the motor is able to produce maximum torque at a relatively low
supply current from zero speed to full speed. This type of motor also offers
controllable speed.

Motor speed can be changed because the torque curve of the motor
is effectively modified by the amount of resistance connected to the rotor circuit.
Increasing the value of resistance will move the speed of maximum torque down.
If the resistance connected to the rotor is increased beyond the point where the
maximum torque occurs at zero speed, the torque will be further reduced.

When used with a load that has a torque curve that increases with speed, the motor
will operate at the speed where the torque developed by the motor is equal to the
load torque. Reducing the load will cause the motor to speed up, and increasing the

load will cause the motor to slow down until the load and motor torque are equal.
Operated in this manner, the slip losses are dissipated in the secondary resistors
and can be very significant. The speed regulation and net efficiency is also very
poor.

Early motors

Faraday's electromagnetic experiment, 182

Perhaps the first electric motors were simple electrostatic devices

created by the Scottish monk Andrew Gordon in the 1740s.[2] The theoretical
principle behind production of mechanical force by the interactions of an electric
current and a magnetic field, Ampre's force law, was discovered later by AndrMarie Ampre in 1820. The conversion of electrical energy into mechanical energy
by electromagnetic means was demonstrated by the British scientist Michael
Faraday in 1821. A free-hanging wire was dipped into a pool of mercury, on which
a permanent magnet (PM) was placed.

When a current was passed through the wire, the wire rotated around the
magnet, showing that the current gave rise to a close circular magnetic field around
the wire.[3] This motor is often demonstrated in physics experiments, brine
substituting for toxic mercury. Though Barlow's wheel was an early refinement to
this Faraday demonstration, these and similar homopolar motors were to remain
unsuited to practical application until late in the century.

Jedlik's "electromagnetic self-rotor", 1827 (Museum of Applied Arts,

Budapest). The historic motor still works perfectly today.

In 1827, Hungarian physicist nyos Jedlik started experimenting

with electromagnetic coils. After Jedlik solved the technical problems of the
continuous rotation with the invention of commutator, he called his early devices
"electromagnetic self-rotors". Although they were used only for instructional
purposes, in 1828 Jedlik demonstrated the first device to contain the three main
components of practical DC motors: the stator, rotor and commutator. The device
employed no permanent magnets, as the magnetic fields of both the stationary and
revolving components were produced solely by the currents flowing through their
windings.
Success with DC motors

After many other more or less successful attempts with relatively weak
rotating and reciprocating apparatus the German-speaking Prussian Moritz von
Jacobicreated the first real rotating electric motor in May 1834 that actually
developed a remarkable mechanical output power. His motor set a world record
which was improved only four years later in September 1838 by Jacobi himself.
His second motor was powerful enough to drive a boat with 14 people across a
wide river. It was not until 1839/40 that other developers worldwide managed to
build motors of similar and later also of higher performance.

The first commutator DC electric motor capable of turning machinery

was invented by the British scientist William Sturgeon in 1832.[12] Following
Sturgeon's work, a commutator-type direct-current electric motor made with the
intention of commercial use was built by the American inventor Thomas
Davenport, which he patented in 1837. The motors ran at up to 600 revolutions per
minute, and powered machine tools and a printing press. [13] Due to the high cost
of primary battery power, the motors were commercially unsuccessful and
Davenport went bankrupt. Several inventors followed Sturgeon in the development
of DC motors but all encountered the same battery power cost issues. No
electricity distribution had been developed at the time. Like Sturgeon's motor, there
was no practical commercial market for these motors.

In 1855, Jedlik built a device using similar principles to those used in his
electromagnetic self-rotors that was capable of useful work. [5][11] He built a
model electric vehicle that same year

The first commercially successful DC motors followed the invention

by Znobe Gramme who had in 1871 developed the anchor ring dynamo which
solved the double-T armature pulsating DC problem. In 1873, Gramme found that
this dynamo could be used as a motor, which he demonstrated to great effect at
exhibitions in Vienna and Philadelphia by connecting two such DC motors at a
distance of up to 2 km away from each other, one as a generator.[16] (See also 1873 :
l'exprience dcisive [Decisive Workaround] .

In 1886, Frank Julian Sprague invented the first practical DC motor,

a non-sparking motor that maintained relatively constant speed under variable
loads. Other Sprague electric inventions about this time greatly improved grid
electric distribution (prior work done while employed by Thomas Edison), allowed
power from electric motors to be returned to the electric grid, provided for electric
distribution to trolleys via overhead wires and the trolley pole, and provided
controls systems for electric operations.

This allowed Sprague to use electric motors to invent the first electric
trolley system in 188788 in Richmond VA, the electric elevator and control
system in 1892, and the electric subway with independently powered centrally
controlled cars, which were first installed in 1892 in Chicago by the South Side
Elevated Railway where it became popularly known as the "L". Sprague's motor
and related inventions led to an explosion of interest and use in electric motors for
industry, while almost simultaneously another great inventor was developing its
primary competitor, which would become much more widespread. The
development of electric motors of acceptable efficiency was delayed for several
decades by failure to recognize the extreme importance of a relatively small air gap
between rotor and stator. Efficient designs have a comparatively small air gap.
[17] [a]

The St. Louis motor, long used in classrooms to illustrate motor principles, is

extremely inefficient for the same reason, as well as appearing nothing like a
modern motor.

Application of electric motors revolutionized industry. Industrial processes

were no longer limited by power transmission using line shafts, belts, compressed
air or hydraulic pressure. Instead every machine could be equipped with its own
electric motor, providing easy control at the point of use, and improving power
transmission efficiency. Electric motors applied in agriculture eliminated human
and animal muscle power from such tasks as handling grain or pumping water.
Household uses of electric motors reduced heavy labor in the home and made

higher standards of convenience, comfort and safety possible. Today, electric

motors stand for more than half of the electric energy consumption in the US.

Emergence of AC motors

In 1824, the French physicist Franois Arago formulated the

existence of rotating magnetic fields, termed Arago's rotations, which, by manually
turning switches on and off, Walter Baily demonstrated in 1879 as in effect the first
primitive induction motor.[20][21] [22][23] In the 1880s, many inventors were trying to
develop workable AC motors[24] because AC's advantages in long distance high
voltage transmission were counterbalanced by the inability to operate motors on
AC. Practical rotating AC induction motors were independently invented
by Galileo Ferraris and Nikola Tesla, a working motor model having been
demonstrated by the former in 1885 and by the latter in 1887. In 1888, the Royal
Academy of Science of Turin published Ferraris's research detailing the foundations
of motor operation while however concluding that "the apparatus based on that
principle could not be of any commercial importance as motor."

In 1888, Tesla presented his paper A New System for Alternating

Current Motors and Transformers to the AIEE that described three patented twophase four-stator-pole motor types: one with a four-pole rotor forming a non-selfstarting reluctance motor, another with a wound rotor forming a selfstarting induction motor, and the third a true synchronous motor with separately

excited DC supply to rotor winding. One of the patents Tesla filed in 1887,
however, also described a shorted-winding-rotor induction motor. George
Westinghouse promptly bought Tesla's patents, employed Tesla to develop them,
and assigned C. F. Scott to help Tesla, Tesla leaving for other pursuits in 1889.

The constant speed AC induction motor was found not to be suitable

for street cars[24] but Westinghouse engineers successfully adapted it to power a
mining operation in Telluride, Colorado in 1891.[45][46][47] Steadfast in his promotion
of three-phase development, Mikhail Dolivo-Dobrovolsky invented the three-phase
cage-rotor induction motor in 1889 and the three-limb transformer in 1890. This
type of motor is now used for the vast majority of commercial applications.

However, he claimed that Tesla's motor was not practical because

of two-phase pulsations, which prompted him to persist in his three-phase work.
[50]

Although Westinghouse achieved its first practical induction motor in 1892 and

developed a line of polyphase 60 hertz induction motors in 1893, these early

Westinghouse motors were two-phase motors with wound rotors until B. G.
Lamme developed

rotating

bar

winding

rotor.[37] The General

Electric

Company began developing three-phase induction motors in 1891.[37] By 1896,

General Electric and Westinghouse signed a cross-licensing agreement for the barwinding-rotor design, later called the squirrel-cage rotor.[37] Induction motor
improvements flowing from these inventions and innovations were such that a
100 horsepower (HP) induction motor currently has the same mounting dimensions
as a 7.5 HP motor in 1897.

Rotor

Main article: Rotor (electric)

In an electric motor the moving part is the rotor which turns the shaft to
deliver the mechanical power. The rotor usually has conductors laid into it which
carry currents that interact with the magnetic field of the stator to generate the
forces that turn the shaft. However, some rotors carry permanent magnets, and the
stator holds the conductors. Devices such as magnetic solenoids and loudspeakers
that convert electricity into motion but do not generate usable mechanical power
are respectively referred to as actuators and transducers. Electric motors are used to
produce linear force or torque (rotary).

Stator
Main article: Stator

The stationary part is the stator, usually has either windings or permanent
magnets. The stator is the stationary part of the motors electromagnetic circuit.
The stator core is made up of many thin metal sheets, called laminations.
Laminations are used to reduce energy losses that would result if a solid core were
used.

Air gap

In between the rotor and stator is the air gap. The air gap has important
effects, and is generally as small as possible, as a large gap has a strong negative
effect on the performance of an electric motor.

Windings
Main article: Windings
Windings are wires that are laid in coils, usually wrapped around a
laminated soft iron magnetic core so as to form magnetic poles when energized
with current.Electric machines come in two basic magnet field pole

configurations: salient-pole machine and nonsalient-pole machine. In the salientpole machine the pole's magnetic field is produced by a winding wound around the
pole below the pole face. In the nonsalient-pole, or distributed field, or round-rotor,
machine, the winding is distributed in pole face slots. [51] A shaded-pole motor has a
winding around part of the pole that delays the phase of the magnetic field for that
pole.

Some motors have conductors which consist of thicker metal, such as bars
or sheets of metal, usually copper, although sometimes aluminum is used. These
are usually powered byelectromagnetic induction.

Commutator
Main article: Commutator (electric)

A toy's small DC motor with its commutator A commutator is a

mechanism used to switch the input of certain AC and DC machines consisting
of slip ring segments insulated from each other and from the electric motor's shaft.
The motor's armature current is supplied through the stationary brushes in contact
with the revolving commutator, which causes required current reversal and applies
power to the machine in an optimal manner as the rotor rotates from pole to pole.

[52][53]

In absence of such current reversal, the motor would brake to a stop. In light

of significant advances in the past few decades due to improved technologies in

electronic controller, sensorless control, induction motor, and permanent magnet
motor fields, electromechanically commutated motors are increasingly being
displaced by externally commutated induction and permanent-magnet motors.

6. HANDLE

A handle is a part of, or attachment to, an object that can be moved or

used

by

hand.

The

design

of

each

type

of

handle

involves

substantial ergonomicissues, even where these are dealt with intuitively or by

following tradition. Handles for tools are an important part of their function,
enabling the user to exploit the tools to maximum effect.

USESE

A sheath or coating on the handle that provides friction against the hand,
reducing the gripping force needed to achieve a reliable grip.

Designs such as recessed car-door handles, reducing the chance of accidental

operation, or simply the inconvenience of "snagging" the handle.

Sufficient circumference to distribute the force comfortably and safely over

the hand. An example where this requirement is almost the sole purpose for a
handle's existence is the handle that consists of two pieces: a hollow wooden
cylinder about the diameter of a finger and a bit longer than one hand-width,
and a stiff wire that passes through the center of the cylinder, has two right
angles, and is shaped into a hook at each end. This handle permits comfortable
carrying, with otherwise bare hands, of a heavy package, suspended on a tight
string that passes around the top and bottom of it: the string is strong enough to
support it, but the pressure the string would exert on fingers that grasped it
directly would often be unacceptable.

One major category of handles are pull handles, where one or more hands
grip the handle or handles, and exert force to shorten the distance between the
hands and their corresponding shoulders. The three criteria stated above are
universal for pull handles.

Many pull handles are for lifting, mostly on objects to be

carried.Horizontal pull handles are widespread, including drawer pulls, handles on
latchless doors and the outside of car doors. The inside controls for opening car
doors from inside are usually pull handles, although their function of permitting the
door to be pushed open is accomplished by an internal unlatching linkage.
Two kinds of pull handles may involve motion in addition to the hand-focused
motions described:

Pulling the starting cord on a small internal-combustion engine may, besides

moving the hand toward the shoulder, also exploit simultaneously pushing a
wheeled vehicle away with the other hand, stepping away from the engine,
and/or standing from a squat.

Some throwing motions, as in a track-and-field hammer throw, involve

pulling on a handle against centrifugal force (without bringing it closer), in the
course of accelerating the thrown object by forcing it into circular motion.

7.GNEVA MECHANISM

Gneva mechanism, also called Geneva Stop, one of the most commonly
used devices for producing intermittent rotary motion, characterized by

alternate periods of motion and rest with no reversal in direction. It is also

used for indexing (i.e., rotating a shaft through a prescribed angle).

In the Figure the driver A carries a pin or roller R that fits in the four radial
slots in the follower B. Between the slots there are four concave surfaces
that fit the surface S on the driver and serve to keep the follower from
rotating when they are fully engaged. In the position shown, the pin is
entering one of the slots, and, on further rotation of the driver, it will move
into the slot and rotate the follower through 90. After the pin leaves the slot,
the driver will rotate through 270 while the follower dwells
i.e., stands still. The lowest practical number of slots in a Geneva
mechanism is 3; more than 18 are seldom used. If one of the slot positions is
uncut, the number of turns that the driver can make is limited. It is said that
the Geneva mechanism was invented by a Swiss watchmaker to prevent the
overwinding of watch springs. For this reason it is sometimes called
a Genevastop.

8. BENCH VICE

A vise (American English) or vice (British English) is a mechanical

apparatus used to secure an object to allow work to be performed on it. Vises have
two parallel jaws, one fixed and the other movable, threaded in and out by
a screw and lever.

Woodworking

Woodworker's vise with entirely wooden jaws

Woodworking vises are attached to a workbench, typically flush with its

work surface. Their jaws are made of wood or metal, the latter usually faced with
wood, called cheeks, to avoid marring the work.[1] The movable jaw may include a
retractable dog to hold work against a bench dog.

"Quick-release" vises employ a split nut that allows the screw to engage or
disengage with a half-turn of the handle. When disengaged the movable jaw may
be moved in or out throughout its entire range of motion, vastly speeding up the
process of adjustment. Common thread types are Acme and buttress.

Engineer's

Engineer's bench vise made of cast iron - image inset shows soft jaws

A small machine vise used in a drill press

A machine vise that can be rotated

An engineer's vise, also known as a metalworking vise or fitter's vise, is

used to clamp metal instead of wood. It is typically made of cast steel or malleable
cast iron. Cheaper vises may be made of brittle cast iron. The jaws are often
separate and replaceable, usually engraved with serrated or diamond teeth. Soft jaw
covers made of aluminum, lead, or plastic may be used to protect delicate work.

An engineer's vise is bolted onto the top surface of a workbench, [2] with the
face of the fixed jaws just forward of its front edge. The vise may include other
features such as a small anvil on the back of its body.

Woodworking

Woodworker's vise with entirely wooden jaws

Woodworking vises are attached to a workbench, typically flush with its work
surface. Their jaws are made of wood or metal, the latter usually faced with wood,

called cheeks, to avoid marring the work.[1] The movable jaw may include a
retractable dog to hold work against a bench dog.

"Quick-release" vises employ a split nut that allows the screw to engage or
disengage with a half-turn of the handle. When disengaged the movable jaw may
be moved in or out throughout its entire range of motion, vastly speeding up the
process of adjustment. Common thread types are Acme and buttress.

Engineer's

Engineer's bench vise made of cast iron - image inset shows soft jaws

A small machine vise used in a drill press

A machine vise that can be rotated

An engineer's vise, also known as a metalworking vise or fitter's vise, is

used to clamp metal instead of wood. It is typically made of cast steel or malleable
cast iron. Cheaper vises may be made of brittle cast iron. The jaws are often
separate and replaceable, usually engraved with serrated or diamond teeth. Soft jaw
covers made of aluminum, lead, or plastic may be used to protect delicate work.

An engineer's vise is bolted onto the top surface of a workbench, [2] with the
face of the fixed jaws just forward of its front edge. The vise may include other
features such as a small anvil on the back of its body.

8. GEAR

A gear or cogwheel is a rotating machine part having cut teeth, or cogs,

which mesh with another toothed part 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. [1]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.

The 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 with multiple gear ratiossuch as bicycles,

motorcycles, and carsthe term gear, as in first gear, refers to a gear ratio rather
than an actual physical gear. The term describes similar devices, even when the
gear ratio is continuous rather than discrete, or when the device does not actually
contain gears, as in a continuously variable transmission.[2]

History of the differential gear[edit]

Main article: differential (mechanical device) History
The earliest known reference to gears was circa A.D. 50 by Hero of Alexandria,
[3]

but they can be traced back to the Greek mechanics of the Alexandrian school in

the

3rd

century

BCE

and

were

greatly

developed

by

the

Greek polymath Archimedes (287212 BCE).[4] The Antikythera mechanism is an

example

of

very

early

and

intricate

geared

device,

designed

to

calculate astronomicalpositions. Its time of construction is now estimated between

150 and 100 BC.

Single stage gear reducer.

Ma Jun (c. 200265 AD) re-invented the differential gear as part of a southpointing chariot.
History of other gears[edit]

The water-powered grain-mill, the water-powered saw mill, fulling mill, and
other applications of watermill often used gears.

The first mechanical clocks was built in AD 725.

The 1386 Salisbury cathedral clock may be the world's oldest working
mechanical clock.

The definite velocity ratio that teeth give gears provides 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.

External vs internal gears

Internal gear
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.

Spur

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.

Helica

Helical gears
Top: parallel configuration\
Bottom: crossed configuration

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".

The angled teeth engage more gradually than do spur gear teeth,
causing them to run more smoothly and quietly.[8] 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.[9] The speed is considered to be high when the pitch line velocity
exceeds 25 m/s.[10]

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
Skew gears
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:[11]

for gears of the same handedness

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.[11]
Quite commonly, helical gears are used with the helix angle of one 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 zerothat 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.
3D Animation of helical gears (parallel axis)
3D Animation of helical gears (crossed axis)

Double helical

Double helical gears

Main article: Double helical gear
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 generates 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.

Spiral bevels[edit]

Spiral bevel gears

Main article: Spiral bevel gear
Spiral bevel gears can be manufactured as Gleason types (circular arc with
non-constant tooth depth), Oerlikon and Curvex 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.[12]

Hypoid[edit]

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.[13][14] 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.[15] This style of gear is most common in
driving mechanical differentials, which are normally straight cut bevel gears, in
motor vehicle axles.
Crown[edit]

Crown gear
Main article: Crown gear

Crown gears or contrate 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.
Worm[edit]

Worm gear

4-start worm and wheel

Main article: Worm drive
Main article: Slewing drive
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-andgear 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.[16] A disadvantage is the
potential for considerable sliding action, leading to low efficiency.

A worm gear is 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. These attributes give it screw like qualities. The distinction between a
worm and a helical gear is that 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
appears, 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 thread or multiple start.
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.
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.
If the gear in a worm-and-gear set is an ordinary helical gear only a single point of
contact is achieved.[15][18] 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.[19] or "Double
enveloping"
Worm gears can be right or left-handed, following the long-established practice for
screw threads.

9. MERITS
It reduces the manual work.
Quick operation
Accuracy is more
Low cost machine
Its used multipurpose device like Grinding, screw driving.

10. APPLICATIONS

Used automobile workshops like carburetor holes

Used small scale industries
In welding shop for grinding
For performing the operations in huge part which cannot be done in
ordinary machines. Since its portable.
In such places where frequent change in operation are required.