POWER TRANSMISSION BELTS &

PULLEYS
Power transmission belts and belt pulleys are used to transmit power to different parts in a
system. Power transmission belts come in a variety of types, such as V-belts and timing belts. V-
belts have tapered cross-sections that lodge into the grooves of V-belt pulleys to transmit high
torque and reduce slipping caused by under-tensioning. Timing belts are toothed belts used with
toothed timing belt pulleys. They require less tension than other belt and pulley types due to their
interlocking teeth.

© 2001 - 2019 Motion Industries, Inc

The pulley is one of the six simple machines. Basically, all that a pulley is is a wheel spinning
around an axle to aid the motion of a belt. The sprockets on a bike, for example, are a type of
pulley, because when they spin, they drive other sprockets on the bike, that in turn rotate the rear
wheel. So to make a basic pulley, all you need to do is loop a rope over some sort of wheel and
axle.

Two pulleys can be used to create a simple belt and pulley system, in which a belt is looped
between the two pulleys. One pulley is the "driving pulley", and as it spins, it transmits power
through the belt either via friction or teeth, thus spinning a "driven pulley". I'll be showing how
you can use pulleys to make some pretty insteresting mechanisms later on

Pulleys are probably most commonly used for lifting heavy loads and transmitting power across
axes. Elevators, cranes, and boats all use pulleys because a pulley changes the direction of the
applied force on the belt. Because the rope or belt is looped around the circumference of the
pulley, the force of the object on one end of the rope can loop around the pulley to the other end.
Certain types of pulley systems, like the block and tackle (to be explained later), can actually
lessen the applied force needed to lift an object via a system of moving pulleys and lines, which
can be very useful in high-load situations.

Pulleys are also one of a few different methods of transmitting rotation from one axis to another.
Belts and pulleys can be used to transmit power over larger distances and in constricted spaces,
which is one advantage they have over gears. Because most pulleys are driven by the friction
between the pulley and the belt, if a part of a mechanism jams, then the motor
Step 3: Calculating Speed Ratios for Pulleys

The Speed Ratio is the ratio of angular velocity of the input pulley of a system to the angular
velocity of the output pulley. If you've calculated gear ratios, it is almost exactly the same! This
is all based on a pulley's reference diameter, as defined below:

Reference/Pitch Diameter: The working diameter of the pulley, where the belt or cable contacts
the pulley. This is what you will use to calculate the speed ratio
The speed ratio is equivalent to the reference diameter of the output pulley over the reference
diameter of the input pulley in a two pulley system. Calculating the speed ratio of a more
complicated pulley system is fairly simple as long as you take it step by step. With multiple
pulleys, the ratio for each segment of the mechanism has to be calculated to determine the
overall ratio. In the image above, the lower, driving pulley has a reference diameter of 20 mm
and the upper pulley has a radius of 40 mm, making the ratio 2:1. It takes 2 rotations of the lower
wheel to rotate the upper wheel once. The speed ratio also tells us something about the torque of
the system, as the ratio of the output torque over the input torque is equal to the speed ratio. The
upper wheel thus exerts twice the torque, but half the speed.

There are a few different types of pulleys that I'll explain, which apply to multiple types of
pulley systems. These the naming conventions for the basic types of pulleys. In future steps
you'll see how some of them can be applied to improve mechanisms.

Driving Pulley: The "input" pulley of a two-pulley system. This is the pulley whose shaft is
being driven by something, like a motor, crank, or possibly by another pulley if in a larger
system. This pulley is what is controlling the motion of the belt.

Driven Pulley: The "output" pulley of a two-pulley system. This is the pulley that is being
turned because of the belt's motion.

Idler Pulley: A type of driven pulley not meant to transmit power through its shaft. It spins
freely, while most driven pulleys are linked to other devices, like wheels or actuators, via their
drive shafts.

Fixed Pulley: A pulley whose axis is fixed in place. It can rotate, but it cannot translate in any
direction freely.

Movable Pulley: A pulley that can both rotate and translate based on the motions of the pulley
or belt. This is commonly used in block and tackle systems, which I'll explain later.

Guide Pulley: A smaller type of idler pulley usually used to guide cable and keep it along a
specific path.

Drum: Common pulleys have a single groove for belts,chains, or cable. Drums are much wider
pulleys, usually used in cable systems, that allow the cable to wrap around the drum's diameter
multiple times.

Sprocket: A sprocket is used to drive chain systems. It has teeth around its diameter to catch the
links in the chain and drive it forward.

A belt and pulley system is one of the simplest types of pulley systems. As I described before, it
contains two pulleys, one driving the belt and one driven by a belt. Belt drives can take many
different forms; in tank treads, band saws, and sewing machines. Below are the four most
common types of belts.
Round Belt: Round belts have a round cross sectional profile. They are used for lighter loads
and are usually made of rubber. All "sides" of the profile of the belt are the same, so you can
make some fancy pulley systems that interface with different sides of the belt to transmit motion
in interesting ways.

Flat Belt: Flat belts have a rectangular cross sectional profile. Usually they are elastic, so they
reduce vibration of the belt and usually do not need tensioners as a result.

Timing Belt: Timing belts are like flat belts except they are toothed on their inside face. This
allows for more precise control over the position of a mechanism, and it means that power is
transmitted via the teeth instead of friction between the belt and pulley. As a result, timing belts
don't slip like other belts do, so the pulleys remain in sync. Some mechanisms, like XY gantries,
use timing belts and mount parts to the belts to control their position.

V-Belt: V-belts are the most common type of belt. They have a "V" or trapezoidal shaped cross
section, which corresponds to the shape of the pulley they rest in. V belts cannot slip out of their
pulleys like some of the other belts because of their cross section.

Other types of belts are specific to certain situations but branch off from these four belt types.
The blade on a band saw, for example, is a type of flat belt, while tank treads are a type of timing
belt.

Although we often refer to the sprockets on a bike as gears, chains mechanisms, like the ones on
your bike, are actually pulley systems. The sprockets are just toothed pulleys, and each tooth
catches in the link of a chain to pull the chain along. Here are some of the important things to
know about chains:

Link: A single unit of chain, consisting of a pin going through two symmetrical plates with one
hole for the link's pin and one to cover the pin on the next chain link.

Master Link: A specific clip-like link in a chain that is easier to remove than the other links,so
that chain can be easily replaced or tightened without breaking or damaging it.

Chain Breaker: A tool used to push the pins out of a link if links need to be removed to make
the loop tighter.

Pitch: The distance between two links of chain. The pitch of a chain and the sprockets it wraps
should match.

Teeth: The bumps around the rim of the sprocket that interface with the chain

Reference/Pitch Diameter: The working diameter of the sprocket. This is what you would use
to calculate speed ratios. The pitch diameter is equal to the number of teeth times the pitch.
Chains, unlike belts, cannot slip because the teeth mesh with the links in the chain. As a result,
they are great for high torque situations, which is why chains are used for things like bikes,
motorcycles, and heavy machinery.

A belt and pulley system can transmit rotation and power to other axes over long distances and
tight spaces. To do this with something like a gear mechanism, you either need a lot of gears, or
very large gears, and that can ramp up the cost of a product pretty quickly. Another advantage of
a belt and pulley system over a gear system is that the direction of rotation is conserved on a
standard belt and pulley drive (although it can be altered). If the drive pulley spins a certain
direction, the driven pulley will too. This is a big difference from gear mechanisms, in which two
adjacent gears will turn in opposite directions.

Most pulley systems are friction based, which means that if the one side of a belt and pulley
system jams,the belt can slip against the pulley if it needs to. Although this may sound bad, it is
actually beneficial because it prevents the system from stalling out the motor by taking on too
much torque. Band saws are a great example of this. The blade of the band saw is a large loop
that acts as the belt, and two large pulleys turn the band saw to make it cut. If the blade were to
catch badly on something, the saw would simply jam while the motor would keep turning the
drive pulley.

© 2019 Autodesk, Inc.

https://www.instructables.com/id/Basic-Pulley-Mechanisms/

info...

The main reasons that engineers pick drives with belts and pulleys over other options is that
modern varieties require little if no maintenance; they’re less expensive than chain drives; and
they’re quiet and efficient, even up to 95% or more.

In addition, the tensile members of today’s belts—cords

embedded into the belt rubber that carry the majority of the belt load—are stronger than ever.
Made of polyester, aramid, fiberglass or carbon fiber, these tensile cords make today’s belt
drives thoroughly modern power-transmission devices.

Manufacturers generally describe belts and pulleys with five main geometries. Pitch diameter is
the drive pulley’s diameter. Center distance is the distance between the two pulleys’ centers.
Minimum wrap angle is a measure of how much the belt wraps around the smallest pulley. Belt
length is how long the belt would be if cut and laid flat. Finally, in the case of toothed belts (also
called synchronous belts) the pitch is the number of teeth per some length—so a 3-mm pitch
means that the belt has one tooth every 3 mm, for example.

How to apply
synchronous belts

Some general guidelines are applicable to all timing belts, including miniature and double-sided
belts. First of all, engineers should always design these belt drives with a sufficient safety
factor—in other words, with ample reserve horsepower capacity. Tip: Take note of overload
service factors.

Belt ratings are generally only 1/15 of the belt’s ultimate strength. These ratings are set so the
belt will deliver at least 3,000 hours of useful life if the end user properly installs and maintains
it. The pulley diameter should never be smaller than the width of the belt. More after the jump.

As mentioned, belts are quieter than other power-transmission drive options … but they’re not silent.
Noise frequency increases proportionally with belt speed, and noise amplitude increases with belt
tension. Most belt noise arises from the way in which belt teeth entering the pulleys at high speed
repeatedly compresses the trapped pockets of air. Other noise arises from belt rubbing against the
flange; in some cases, this happens when the shafts aren’t parallel.

Pulleys are metal or plastic, and the most suitable depends on required precision, price, inertia,
color, magnetic properties and the engineer’s preference based on experience. Plastic pulleys
with metal inserts or metal hubs are a good compromise.

Tip: Make at least one pulley in the belt drive adjustable to allow for belt installation and
tensioning. Also note that in a properly designed belt drive, there should be a minimum of six
teeth in mesh and at least 60° of belt wrap around the drive pulley. Other tips:

• Pretension belts with the proper recommended tension. This extends life and prevents belt
ratcheting or tooth jumping.

• Align shafts and pulleys to prevent belt-tracking forces and belt edge wear. Don’t crimp belts
beyond the smallest recommended pulley radius for that belt section.

• Select the appropriate belt for the design torque.

• Select the appropriate belt material for the environment (temperature, chemical, cleaning
agents, oils and weather). Belt-and-pulley systems are suitable for myriad environments, but
some applications need special consideration. Topping this list are environmental factors. More
after the jump.

https://www.motioncontroltips.com/designing-with-belts-and-pulleys/

motor

1 Horsepower Electric Motors

Small 1 Horsepower Electric Motor – Electric Motor Solutions

The name originates in the mid-1800’s, when a man named James Scott used the term in his
marketing of steam engines, to help people understand the engine’s power when compared to
draft horses, a commonly understood measure of energy during that time.

This terminology has lasted to modern times, when most modern cars have between 125 and 200
horsepower, while high performance cars have a force potential of 400 horsepower or more. One
horsepower electric motors are usually used to power slow moving vehicles like tractors and
other agricultural equipment, and high power tools and appliances, like table saws and pool
pumps.

In addition to horsepower, electrical, mechanical and performance characteristics help decide the
application options of electric motors. Variable electrical characteristics of 1 HP electric motors
include: base speed, standard voltage, phase/base frequency (Hz), service factor, design code
from NEMA, insulation class, insulation system, duty cycle and thermal protection.

Brushless DC 1HP Motor – Electric Motor Solutions

Likewise, variable mechanical characteristics include: mounting frame size, enclosure, frame
material, end bracket material, junction box material, fan guard material, lead determination,
standard mounting, drive end shaft slinger, paint, bearings, grease and standard junction box
assembly position. Frame material is generally a type or grade of steel, such as rolled steel or 304
stainless steel.
End bracket material has a few more options, including aluminum, cast iron and 304 stainless
steel. Junction boxes and fan guards may both be made of steel or 304 stainless steel. Finally, fan
material may be plastic, polypropylene plastic or heat-resistant polyethylene.

Examples of standard mounting options include: c-face with a removable base, rigid, c-face with
a removable rigid base, c-face with a rigid base and c-face with round body. Bearings of 1 HP
electric motors are usually ball bearings and grease options may include Mobil Polyrex EM and
Korschun lithium-based.

Variable performance characteristics include: constant torque speed range, variable torque speed
range, constant horsepower speed range, temperature rise and encoder provisions.

One HP electric motors have many applications in gas and oil and mining, agriculture and
agribusiness, water and wastewater, aggregate and cement, food and beverage, pharmaceutical
and pulp and paper industries. One HP electric motors are able to reach all of these markets
through the strength of their low-voltage capabilities.

1 Horsepower Electric Motors

Small 1 Horsepower Electric Motor – Electric Motor Solutions

The name originates in the mid-1800’s, when a man named James Scott used the term in his
marketing of steam engines, to help people understand the engine’s power when compared to
draft horses, a commonly understood measure of energy during that time.

This terminology has lasted to modern times, when most modern cars have between 125 and 200
horsepower, while high performance cars have a force potential of 400 horsepower or more. One
horsepower electric motors are usually used to power slow moving vehicles like tractors and
other agricultural equipment, and high power tools and appliances, like table saws and pool
pumps.

In addition to horsepower, electrical, mechanical and performance characteristics help decide the
application options of electric motors. Variable electrical characteristics of 1 HP electric motors
include: base speed, standard voltage, phase/base frequency (Hz), service factor, design code
from NEMA, insulation class, insulation system, duty cycle and thermal protection.
Brushless DC 1HP Motor – Electric Motor Solutions

Likewise, variable mechanical characteristics include: mounting frame size, enclosure, frame
material, end bracket material, junction box material, fan guard material, lead determination,
standard mounting, drive end shaft slinger, paint, bearings, grease and standard junction box
assembly position. Frame material is generally a type or grade of steel, such as rolled steel or 304
stainless steel.

End bracket material has a few more options, including aluminum, cast iron and 304 stainless
steel. Junction boxes and fan guards may both be made of steel or 304 stainless steel. Finally, fan
material may be plastic, polypropylene plastic or heat-resistant polyethylene.

Examples of standard mounting options include: c-face with a removable base, rigid, c-face with
a removable rigid base, c-face with a rigid base and c-face with round body. Bearings of 1 HP
electric motors are usually ball bearings and grease options may include Mobil Polyrex EM and
Korschun lithium-based.

Variable performance characteristics include: constant torque speed range, variable torque speed
range, constant horsepower speed range, temperature rise and encoder provisions.

One HP electric motors have many applications in gas and oil and mining, agriculture and
agribusiness, water and wastewater, aggregate and cement, food and beverage, pharmaceutical
and pulp and paper industries. One HP electric motors are able to reach all of these markets
through the strength of their low-voltage capabilities.

Electric Motor Manufacturers List

1HP Electric Motors Informational Video

The driving force of an electric motor is torque - not horsepower.

The torque is the twisting force that makes the motor running and the torque is active from 0% to
100% operating speed.

The power produced by the motor depends on the speed of the motor and is

 zero at 0% speed, and

 normally at it's top at operating speed
Electrical Motor Power, Velocity and Torque Equations

Torque in Imperial units can be calculated as

Tinlb = Php 63025 / n (1)

where

Tinlb = torque (in lbf)

Php = horsepower delivered by the electric motor (hp)

n = revolution per minute (rpm)

Alternatively

Tftlb = Php 5252 / n (1b)

where

Tftlb = torque (ft lbf)

 1 ft lbf = 1.356 Nm
Torque in SI units can be calculated as

TNm = PW 9.549 / n (2)

where

TNm = torque (Nm)

PW = power (watts)

Clutches
Driveline components transmit and control power and motion. As simple as this sounds, it is necessary
on every machine.

Brakes are basically a clutch with one member held stationary. The objective with both classes of
hardware is to take two shafts rotating independently at different speeds and bring them into partial or
total engagement.

Connecting shafts can be by direct mechanical lockup, mechanical friction, electromagnetic action, or
hydraulic forces. Among the electromagnetic types, actual engagement may be mechanical, with
electrical components used only for actuation.

Mechanical clutches generally are the simplest and normally used where an operator can actuate the
clutch manually. Vehicles, for example, typically use mechanical clutches. Electric clutches are generally
used where remote actuation is required (as on automatic machinery) or where special slip
characteristics are required.

Hydraulic or fluid couplings are used in place of mechanical clutches where exceptionally smooth
engagement is required or where it is desired to have the clutch automatically pick up a load with an
increase in input speed. They are also used where constant engagement and disengagement would
result in too much wear and maintenance.

Clutches rely on mechanical or electromagnetic action for torque transmission. However, they are
usually identified by their mode of actuation: mechanical, electrical, pneumatic, or hydraulic.
Although the four operating modes are considered highly competitive, each mode actually is restricted
to a fairly well-defined area of application. Within each area, one method provides definite advantages
in terms of cost, response time, and torque transmission.

Mechanical actuation is the simplest mode, and mechanically actuated clutches generally are the least
expensive. Mechanical clutches can be actuated through hand or foot-operated linkages or cables,
which provide a "feel" for the amount of engagement.

Small mechanical clutches are actuated directly with cams or levers, while larger clutches are operated
through compound linkages. Usually, mechanical actuation is feasible only when the lever or pedal can
be located near the clutch. Some clutches can be actuated from long distances, but friction losses in the
linkage or cable may be high.

Because mechanical actuation depends on hand or foot operation, actuation forces are limited to about
75 lb. This relatively low clamping force limits torque transmission to about 25,000 lb-ft and power
transmission to about 2,500 hp (low compared with the tens of thousands of horsepower transferred by
many machines). As a result, mechanically actuated clutches are restricted to vehicles and small
industrial equipment such as hoists and cranes.

Besides low cost, the major advantage of mechanical actuation is the "touch control" the operator has
over clutch engagement; he can closely control how quickly the output shaft comes up to speed.

The biggest disadvantage to mechanical actuation is the need for an operator. Hand operation not only
limits clamping force and torque, it also limits response and cycling times. Normally, mechanically
actuated clutches cannot be cycled more than a few times per minute without wearing the clutch
elements or fatiguing the operator.

High temperature and contaminated atmospheres also are deterrents to using mechanical actuation.
High temperatures increase clutch slippage, accelerating wear. Dirt can foul linkages (increasing
required actuating force) and wear clutch elements. In some cases, using special housings and
submerging the friction elements in an oil bath offsets the ill effects of contaminated atmospheres.

Pneumatic actuationis frequently encountered in industrial equipment. Air-actuated clutches transmit

as much as 50,000 hp on machines such as rolling mills, grinding mills, and coilers. Air actuation also is
common on vehicles large enough to accommodate an air compressor.
The reason for the wide range of uses is the general availability of pressurized air. Almost every factory
has compressed air available that is easily piped to the clutch. In addition, air is a comparatively safe
medium with which to work.

Electric clutches use two different operating principles. One type uses friction or tooth clutches
engaged electrically and released by springs. The other type uses electric methods to engage
input and output shafts without direct mechanical connection.

Electrically actuated clutches permit faster cycling times but they do not provide the torque range
of air or hydraulic clutches. Electric clutches are more convenient for automatic machinery
where control commands come as electric signals rather than as pedal or lever motions. Electric
actuation also works better where the clutch is far removed from the control point and where
mechanical linkages or pneumatic or hydraulic piping would be too cumbersome or expensive.

Some types of electric clutches provide closely controlled rates of continuous slip that would
quickly wear out mechanical clutches. On the other hand, electric clutches do not provide the
"feel" of engagement common to mechanical clutches.

The greatest advantage of electric actuation is the extremely fast response possible. For example,
some of the smaller diameter clutches can respond in 1 to 2 msec. In many cases it is easier to
wire an electric clutch than to pipe a pneumatic or hydraulic one. Also, various types of control
switches are easily added to the circuit, permitting control by a variety of inputs such as
photoelectric impulses, magnetic flux, and temperature.

In friction and tooth clutches, an electromagnet or solenoid replaces hand-operated levers and air
or hydraulic pistons. The coil is stationary or rotates with the clutch. These clutches generally are
used for full-engagement and minimal-slip requirements. Nonfriction clutches, such as
hysteresis, eddy current, and magnetic particle, often operate with continuous slip but can lock
up if required torque is less than the clutch torque capacity. Slip is controlled electrically to
produce special operating characteristics.

Of the two types, electromagnetic clutches respond more quickly and transmit higher torques. On
the other hand, noncontact clutches do not wear and dissipate heat better.

Hostile environments may be a deterrent to using electrically actuated clutches. For example,
most electric clutches run dry and, therefore, do not have high thermal capacities. Thus, they
may perform erratically at high temperatures. Because friction clutches sometimes spark due to
metal-to-metal contact, they should not be used in explosive atmospheres.

Hydraulically actuated clutches deliver higher torque per unit volume than any other clutch.
With this high capacity, hydraulically actuated clutches can be used on almost any size
equipment from fans and blowers to construction and mining machines, where they are used
most often.
Hydraulic clutches are mechanical friction clutches actuated with hydraulic oil acting on pistons.
The oil is delivered at pressures as high as 500 psi, which accounts for the high torque-
transmission capability. In general, operating pressure is a function of torque, speed, cycle rate,
and B-10 bearing life.

Operating principles for hydraulically actuated clutches are similar to those for pneumatically
actuated clutches. Friction elements can be immersed in oil to cool them, and the piston seals
keep out dirt. However, if oil immersion is used, multiple clutch elements must be added to
maintain the torque level.

Hydraulic actuation usually provides fast response, and smooth engagement can be produced by
controlling the rate of pressure buildup with a pressure-control valve. Because fast response
normally is a prime reason for using hydraulically actuated clutches, they require relatively short,
large-diameter fluid lines. Remote locations or unusual control requirements may demand
additional fluid-control devices to maintain oil pressure at the clutch.

The main disadvantage of hydraulic clutches is the installation and maintenance of the support
equipment. This equipment generally is more sophisticated than that for pneumatic clutches and
requires skilled maintenance personnel.

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