DESIGN METHODS &

APPLICATIONS

WEEK 14
Design of Machine Elements
(Spur Gear: Gear Ratio, Transmitted Torque,
Torque Capacity, Gear Selection & Material )
PowerPoint Slides
Lecturer
Nur Hasalli Binti Hj Ibrahim

Last Updated:May 6, 2017 1

 Chapter Overview

Chapter 13 introduced you to the integration of

design of machine elements with CAD system.
You will manage various commands from ribbon
or toolbar for design accelerator.
You will manage interaction between design
accelerator with content center.
You will learn the major machine elements used
in the industry now.
You will control the basic manual calculation for
every machine elements with design accelerator
of CAD system.

Last Updated:May 6, 2017 2

 Learning Objectives

Describe why the use of graphics is an effective

means of communicating when designing.
Understand basic major machine elements.
Understand the process to calculate basic major
machine elements manually.
Understand the commands for design accelerator
for basic major machine elements.
Compare manual calculation and design
accelerator for basic major machine elements.

Last Updated:May 6, 2017 3

 Learning Outcomes

Students are required to understand the definition of

engineering design.
Students are able to differentiate functionality of AutoCAD
with Autodesk Inventor.
Students are able to create basic major machine
elements (shaft, gear, spring, bearing, etc).
Students are able to obtain 3D models of basic major
machine elements automatically by using design
accelerator.
Students are able to calculate basic major machine
elements manually and compare it with design
accelerator.
Students will understand the importance of learning CAD
system to create or improve their product design.

Last Updated:May 6, 2017 4

Gear Selection

Eg.From the list of available gears provided in Appendix 1, and taking

account of the torque that each of the gears is required to transmit,
select appropriate gears to provide the ratios needed to achieve the
running speeds of the load devices. Please note that the ratios do not
need to be achieved in a single stage. A simple schematic line
diagram needs to be provided in this section of your report to give an
indication of the layout and to demonstrate that the required rotational
direction has been achieved.
All gears used must be clearly listed and specified by part number,
module, torque capacity and material type.
Gear Selection

To allow easy removal of the generator and/or the pump during

maintenance or replacement it has been decided to use tubular drive
shafts fitted with keys to connect the output from the splitter box to
the input shafts A and B. Each of the output shafts from the splitter
box has the same diameter as its the input shaft on the
corresponding load device. The output shaft from the diesel engine
has a diameter of 40mm and the input shaft to the splitter box is also
40mm. Once again the connection for these two shafts is to be made
via a hollow circular shaft.
Gear Selection

Generator Clutch A & input Shaft A

Splitter Gearbox

Diesel Engine

Hydraulic Pump Clutch B & input Shaft B

Gear Selection

To improve fuel consumption and to increase engine longevity it is

fitted with an EMU which will maintain the running speed at a
constant level, regardless of the load conditions. The torque
characteristic curve of the diesel engine is shown in the diagram
below.
Gear Selection
Taking account of the torque that each of the gears is required to
transmit, appropriate gears are selected from the list of available
gears provided in Hinchliffe (1985) that is able provide the ratios
needed to achieve the running speeds of the load devices. Shown in
figure 1 is the conceptual layout of the splitter gearbox as seen as
from the end of diesel engine output shaft.
Gear Selection

Step 1: Transmitted Torque

Budynas & Nisbett (p.916, 2006) and Cengel et al. (p.74, 2008)
describes that power is equivalent to the product of torque and
angular speed, which gives the equation:
Where, T and w is the torque in Newton meter, Nm and angular
velocity in radian per second, rad/s respectively. And that assuming
the ideal case of power transmission throughout the gearbox, which
indicates power input is equal to power output, thus:
From Figure 1, as energy is conserved for ideal case power
transmission,
Gear Selection

Step 1: Transmitted Torque

From Figure 1, as energy is conserved for ideal case power
transmission,

Eq. 1
Thus, EQ. 1 has shown the torque transmission relationship for the
splitter gearbox system. Considering the assumed splitter gearbox
efficiency at 88% (Fell, 2011) for the power output values, and
tabulating the torque value from power equation shown earlier:
On follower gear A,

On follower gear B,
Gear Selection

Step 1: Transmitted Torque

Next, substituting the values into right hand side of EQ. 1,

The resulted values are numerically close to each other as shown as

in the equation, EQ. 1 left hand side. Thus the torque transmission
relationship and values is proved.
Step 2: Gear Ratio
Budynas & Nisbett (p.916, 2006) further explained that, with constant
power, a gear ratio, e that decreases the output angular velocity
which will simultaneously generate higher output torque. It is the ratio
of output angular velocity over input angular velocity, where
rearranging the above energy conservation equation, yields:
Gear Selection

Step 2: Gear Ratio

Budynas & Nisbett (p.916, 2006) further explained that, with constant power,
a gear ratio, e that decreases the output angular velocity which will
simultaneously generate higher output torque. It is the ratio of output angular
velocity over input angular velocity, where rearranging the above energy
conservation equation, yields:

The following will examined the gear ratio, e between the output gears and
the input gears for the splitter gearbox.
As shown in figure 1, the follower gears which connect to the output shafts A
and B needs to be rotate at a higher speed when comparing with the driver
gear that connected to the input shaft. For the driver gear and:
Follower gear A,
Gear Selection

Step 2: Gear Ratio

Follower gear B,

Budynas & Nisbett (p.916, 2006) has also concluded that the torque,
as differ from power, is typically not constant throughout a
transmission system. From the equation, gear ratio is also equivalent
to the ratio of input torque over output torque, which yields:
Follower gear A,

Follower gear B,
Gear Selection

Step 2: Gear Ratio

And,

The summation of input torque values on the follower gears which

derived from the gear ratio is closely equivalent to the input torque
value that equal to 211 Nm. This shown that the energy is conserved
and gear ratios are determined.
Gear Selection

Step 3: Information Review

Summarized information extracted from previous sections and design
brief (Fell, 2011) that states the shafts diameter, operating angular
speed and torque, and the gear ratio with reference to driver gear are
shown in Table 1.
Gear Selection

Step 3: Information Review

As observed from table 1, angular velocity of driver gear is lower than
the follower gears, thus assuming that the number of teeth on driver
gear is more than other gears, and will result a larger pitch circle
diameter, PCD. In other words, the gearbox is needed to provide an
increase in the output rotational speed. Relating to the gear ratio,
which indicated from previous calculation, the driver gears PCD will
be respectively 1.31 and 2.18 times larger than the follower gear A
and B in order for the output shaft to rotate at the specified angular
rotational speed. Figure 2 illustrate the corresponding gears PCD
sizes with hint of gear rotational direction.
Gear Selection

Step 3: Information Review

Wilson & Sadler (p.404, 2006) describes the pitch circle as the circle
on a gear that corresponds to the contact surface where the forces
are transmitted from one to another for power transmission purpose.
Besides, Budynas & Nisbett (p.655, 2006) also states that it is a
theoretical circle upon which all calculations are usually based.
However, before the gear selection process can begin, it is necessary
to specify the appropriate teeth numbers. Since the respective gear
ratio is less than 10:1, a single stage compound gear train can be
utilized.
Gear Selection

Step 4: Establishment of Gears Parameter

Relationship
Budynas & Nisbett (p.666, 2006) describes that a pinion is the
smaller of two mating gears and the larger one is often called the
gear. In addition, Budynas & Nisbett further explained that if the
mating gear has more teeth than the pinion, that is, the ratio of
number of teeth on gear over pinion, M is larger than unity, and then
the smallest number of teeth on the pinion without interference is
given by:

And,
Gear Selection

Step 4: Establishment of Gears Parameter

Relationship
Where, NG and NP is the number of teeth on the gear and pinion
respectively. While k represents the factor for tooth type, 1 for full-
depth teeth, 0.8 for stub teeth, and is the pressure angle.
To continue the analysis, it is necessary to establish the relationship
of the number of teeth between the pinion and gear. And from earlier
working, the driver gears PCD will be respectively 1.31 and 2.18
times larger than the follower gear A and B as shown in figure 2, thus
the follower gears is assumed to be pinion and so on. On the other
hand, Wilson & Sadler (p.404, 2006) describes that the gear module
is the expression of gear tooth size in SI units, which is defined as:
Gear Selection

Step 4: Establishment of Gears Parameter

Relationship
Where, both PCD and module have units of millimetres, and N is the
number of teeth. With reference to Hinchliffe (1985), the gear
modules available are MOD 3.0 and 4.0.
And next, the following will establish the PCD relationship equations
based on information shown earlier for the gear and pinion.
Gear Selection

Step 4: Establishment of Gears Parameter

Relationship
And the number of teeth,

For number of teeth for MOD 3.0 gear,

For number of teeth for MOD 4.0 gear,

Gear Selection

Step 4: Establishment of Gears Parameter

Relationship
Thus, the ratio, M can be established based on the information shown
above in order to determine the smallest number of teeth on the
pinion without interference. From the earlier definitions, it is assumed
that the pinion is the follower gears and the gear is the driver gear.
Thus,

On next, the following steps will analyze the gears number of teeth
by considering the gear interference and other relevant operating
parameters.
Gear Selection

Step 5: Gear Teeth

The ratio of number of teeth on gear over pinion, M between driver
gear and follower gear A,

Derived from previous gear and pinion PCD relationship,

Thus,

Assuming the gear has full-depth teeth, k=1 and the pressure angle,
is 20. The smallest number of teeth on the follower gear A without
interference is,
Gear Selection

Step 5: Gear Teeth

According to Budynas & Nisbett (p.667, 2006) the greatest number of

teeth on driver gear that is interference-free with a specified number
of teeth on pinion, for 14-tooth
Gear Selection

Step 5: Gear Teeth

It is observed that the M ratio is also equivalent to the gear ratio, e tabulated
in earlier section. Thus, MB is equal to 2.18 between the driver gear and
follower gear B. This yield,

Similarly, to avoid interference and with previously assume parameters but

different M value, the smallest number of teeth on the follower gear B is,
Gear Selection

Step 5: Gear Teeth

It is observed that the minimum number of teeth does not match with the
value calculated based on a 26-tooth driver gear in order to achieve the
required gear ratio. Thus, to meet the range of number of teeth on gears to
avoid interference and still satisfied the gear ratio, assume the pinion gear
number as 15, the greatest number of teeth on driver gear is:
Gear Selection

Step 5: Gear Teeth

Taking the greater gear ratio 2.18, the minimum number of teeth on the driver
gear is:

Thus, the range of number of teeth on driver gear is in between 33 to 46. As a

general, 3 set of gears are selected and paired in order to compare the cost.
The first set would be taking the median of the summation of driver gears
minimum and maximum number of teeth, and divide by 2, thus the number of
teeth on driver gear shall be 40. And, considering the gear ratio, the number
of teeth on follower gear A and B is 30 and 18 respectively. The actual gear
ratio is within 2% of difference of the theoretical value.
Gear Selection

Step 5: Gear Teeth

Next, considering the minimum and maximum range of teeth for driver gear,
which is summarized in Table 2.
Gear Selection

Step 6: Preliminary Costing of Gear Set

It is observed in Hinchliffe (1985) that giving the same angular rotating speed
and number of teeth, the gear can withstand double the transmitted torque for
higher module. In other words, it indicates the greater maximum torque that a
gear can withstand with literally higher safety factor.
However, a quick review in Hinchliffe (1985), for bore diameter 25 mm MOD
4.0 gear, the maximum number of teeth has 24-tooth. This would mean that,
to achieve the desired gear ratio for follower gear A which the shaft is smallest
of all at 25mm, the driver gear would have 31 teeth. Based on the earlier
calculations, this is less than the minimum teeth requirement for driver gear. If
an extra gear is added in order to achieve the desired gear ratio, it would
have increased the components cost as a whole. Thus, MOD 4.0 type gear is
omitted from the selection. And, the following table will summarized the
preliminary cost of selecting different set of MOD 3.0 gears with the gears
number combination shown in Table 2.
Gear Selection

Step 6: Preliminary Costing of Gear Set

As shown in Table 3, the shaft diameter for driver gear and follower gear B is
larger than the gears bore size. Thus, some modification is necessary to be
carried out, which will induce extra cost (HPC1, 2011). Whereas, choosing an
exact bore size for the respectively shaft will either increase the overall cost
or run out of stock option.
On next step, the appropriate set of gears will be determined with respective
justifications and reasoning.
For special note, HPC Gears was founded in 1976 and formerly called
Hinchliffe Precision Components Ltd (HPC2, 2011).
Gear Selection

Step 6: Preliminary Costing of Gear Set

Gear Selection

Step 6: Preliminary Costing of Gear Set

Gear Selection

Step 6: Preliminary Costing of Gear Set

Gear Selection

Step 7: Determining the Torque Capacity and Gear

Material
From previous gears parameter relationship equations, it is clear that for a
given module of gear, the greater the number of teeth, the larger is the PCD
that permits higher torque capacity and thus greater tolerance for unexpected
failure factors. Such factors are described in greater details by Budynas &
Nisbett (p.712, 2006).
Since the Electro-Hydraulic power pack are to be operate in disaster site with
assuming long hour of operation, the splitter gearbox systems safety factor
needs to be maximized within the possible limits. It is with the assumption that
selecting straight spur gears from Hinchliffe (1985) is already a method that
kept costs down and to ensure a readily available supply of spare parts as
suggested by Fell (2011). Thus the gear cost becomes a secondary
consideration when it comes to safety.
Gear Selection

Step 7: Determining the Torque Capacity and Gear

Material
As described and shown in the tables earlier, considering the degree of
modification needs to be done on the gear set, follower gear B of set 3 has
the minimum bore diameter changes. This played an important determination
factor. Whereas, when comparing with set 1 and 2, set 3 cost 25% and 43%
higher respectively. However, the cost of operational failure is much more
than this, because of the lives and situation that depends on the machines
functionality during the rescuing operations. Thus, set 3 gears are ideal to be
use in the splitter gearbox system design.
From Hinchliffe (1985), the MOD 3.0 gear EN24/36, 50-tooth, rotating at 1000
rpm is able to transmit 31 horsepower or 23 kW at torque equivalent to 223
Nm. The PCD is 150 mm, which according to Wilson & Sadler (p.454, 2006)
will make the transmitted tangential force, Ft equal to:
Gear Selection

Step 7: Determining the Torque Capacity and Gear

Material
Budynas & Nisbett (p.717, 2006) describes from the basis derived from Lewis
Bending Equation, the bending stress in gear teeth as:

Where, the face width, b and the module are both in millimetres with the
results in stress units of MegaPascals, MPa. While Y is the Lewis Form
Factor which is a numerical value listed in Budynas & Nisbett (p.718, 2006).
Thus, as a general for MOD 3.0 gear, assumed that the approximated
allowable stress would be,

Next, substituting the respective values shown in Table 6 into the following
equation for torque capacity:
Gear Selection

Step 7: Determining the Torque Capacity and Gear

Material
Next, substituting the respective values shown in table 6 into the following
equation for torque capacity:
Gear Selection

Step 7: Determining the Torque Capacity and Gear

Material
The torque capacity tabulated is a rough estimation based on Lewis Bending
Equation. However, It is observed that when comparing with table 1 driver
gear and follower gear B operating torque values, the specified gear torque
capacity that made of EN24/36 material either does not meet the minimum
value or merely15% over the required torque.
It is suggested in Hinchliffe (1985) that the additional material hardening
process, which is specified by EN36 Cse/HD, the torque capacity is 2.76
times greater than the original strength. Therefore, the gear selection details
of MOD 3.0 gear set for the splitter gearbox is outlined in Table 7 and 8.
Gear Selection

Step 7: Determining the Torque Capacity and Gear

Material
The torque capacity tabulated is a rough estimation based on Lewis Bending
Equation. However, It is observed that when comparing with table 1 driver
gear and follower gear B operating torque values, the specified gear torque
capacity that made of EN24/36 material either does not meet the minimum
value or merely15% over the required torque.
It is suggested in Hinchliffe (1985) that the additional material hardening
process, which is specified by EN36 Cse/HD, the torque capacity is 2.76
times greater than the original strength. Therefore, the gear selection details
of MOD 3.0 gear set for the splitter gearbox is outlined in Table 7 and 8.
Gear Selection

Step 7: Determining the Torque Capacity and Gear

Material
Gear Selection

Step 7: Determining the Torque Capacity and Gear

Material
Since follower gear B has the smallest PCD and transmitted relatively greater
torque at 65 Nm, it is necessary to verify the applied load is within the
maximum allowable value. Based on BSI 436:1940, the allowable tangential
loading for strength, which acting on XG 3-21 EN36 Cse/HD, HPC3 (2011) has
suggested that,

Where, Xb is the speed factor for strength, Ys is strength factor, Sb is material

rating for bending stress, F is face width in inches, and DP is equivalent to
25.4module-1. Assuming 24 hours per day of operation mode, the values can
be found or tabulated from HPC3 (2011).
Noticed that, the rough estimation of torque capacity that derived based on
Lewis Bending Equation is around 33% higher than what HPC3 (2011)
recommend. Which, it is calculated to be at 152 Nm.
Gear Selection

Step 7: Determining the Torque Capacity and Gear

Material
Gear Selection

Step 7: Determining the Torque Capacity and Gear

Material
The selected gears information, such as Xb and Ys are interpolated from
HPC3 (2011), whereas other standard data and tabulated values are shown
in table 8. It is theoretically safe for the specified set of gears to be use,
where the applied load is around 1.6 to 3.7 times lower that the manufacturer
recommended allowable values. Nevertheless, the applied load is still within
the safe operational region.
Gear Selection

Step 8: Gear Layouts Schematic Drawing

The following will illustrate the preliminary gears layout, shown with actual
dimensional scale and boundary of envelop without clearance. All dimensions
shown are in mm. The dashed line circle is the outer diameter of respective
gear, whereas PCD is shown in solid line. A few more concepts of layout are
also shown. Details of the actual gearbox dimension will be discussed in next
part of the report.
Gear Selection

Step 8: Gear Layouts Schematic Drawing

Gear Selection

Step 8: Gear Layouts Schematic Drawing

 References

Joseph E. Shigley & Charles R. Mischke,

Mechanical Engineering Design, 8th Edition,
McGraw-Hill, 2006
Swift K. G. & Booker J. D., Process selection:
from design to manufacture, Arnold, London,
1997.
Corbett J., Dooner M. & Meleka J., Design for
manufacture: strategies principles and
techniques, Addison Wesley, 1991.
James M. Kirkpartick., AutoCAD; Drawing,
Modelling and Applications, Pearson, 2007

Last Updated:May 6, 2017 48