SHRI SANT GADGE BABA

COLLEGE OF ENGINEERING AND TECHNOLOGY, BHUSAWAL

DEPARTMENT OF MECHANICAL ENGINEERING

CURRICULUM GAPS
SUBJECT: - Machine Design - II

CONTENT No. 05 Topic: Bearing Failure – Causes and remedies.

a) Review of rolling bearing.

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b) Learning objectives of the session

The objective of this session is that the student should know about the
 Why bearing fails early.
 Methods to avoid early failure.

c) Learning outcomes of the session

At the end of lecture students will able to understand the followings:
 How the life of bearing affects.
 How we can stop the failure.

d) Main body

Time Content Learning Faculty Approach Typical Student Skills/Competency Developed

(Mins) Aid Activity
/Methodology
05 Bearing Failure and Lecturing Explains, Listen and Understanding & knowledge
its remedies. Recall base & awareness

e) Students evaluation of main body:

 Q &A Session is conducted to get the feedback about understanding of Concept / Topic
f) Assignment for next session:
 Observe some bearing and understand the failure conditions.

g) Wrap up:
 Brief summary of session
 Giving the reference book/text book information

Sr. No. Title of Book Author Publication

Tata Mc Graw Hill Publishing o. Ltd. New
1 Design of Machine elements V. B. Bhandari
Delhi.

2 Machine Design Vol-II Farzdak Haideri Nirali Prakashan, Pune

BEARING FAILURE—CAUSES AND REMEDIES

There are two basic types of bearing failure— breakage of parts like races or cage and the
surface destruction. The fracture in the outer race of the ball bearing occurs due to
overload. When the bearing is misaligned, the load acting on some balls or rollers sharply
increases and may even crush them. The failure of the cage is caused due to the centrifugal
force acting on the balls. The complete breakage of the parts of the ball bearing can be
avoided by selecting the correct ball bearing, adjusting the alignment between the axes of
the shaft and the housing and operating within permissible speeds. In general, the failure
of antifriction bearing occurs not due to breakage of parts but due to damage of working
surfaces of their parts. The principal types of surface wear are as follows
(i) Abrasive Wear Abrasive wear occurs when the bearing is made to operate in an
environment contaminated with dust, foreign particles, rust or spatter. Remedies against
this type of wear are provision of oil seals, increasing surface hardness and use of high
viscosity oils. The thick lubricating film developed by these oils allows fi ne particles to
pass without scratching.
(ii) Corrosive Wear The corrosion of the surfaces of bearing parts is caused by the entry of
water or
moisture in the bearing. It is also caused due to corrosive elements present in the Extreme
Pressure (EP) additives that are added in the lubricating oils. These elements attack the
surfaces of the bearing, resulting in fi ne wear uniformly distributed over the entire
surface. Remedies against this type of wear are, providing complete enclosure for the
bearing free from external contamination, selecting proper additives and replacing the
lubricating oil at regular intervals.
(iii) Pitting Pitting is the main cause of the failure of antifriction bearings. Pitting is a
surface fatigue failure which occurs when the load on the bearing part exceeds the surface
endurance strength of the material. This type of failure is characterized by pits, which
continue to grow resulting in complete destruction of the bearing surfaces. Pitting depends
upon the magnitude of Hertz’ contact stress and the number of stress cycles. The surface
endurance strength can be improved by increasing the surface hardness.
(iv) Scoring Excessive surface pressure, high surface speed and inadequate supply of
lubricant result in breakdown of the lubricant film. This results in excessive frictional heat
and overheating at the contacting surfaces. Scoring is a stick-slip phenomenon, in which
alternate welding and shearing takes place rapidly at high spots. Here, the rate of wear is
faster. Scoring can be avoided by selecting the parameters, such as surface speed, surface
pressure and the fl ow of lubricant in such a way that the resulting temperature at the
contacting surfaces is within permissible limits.
 CONTENT No. 02 Topic: Cycloidal Gear Teeth.

a) Review of Cycloidal gear teeth

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b) Learning objectives of the session

The objective of this session is that the student should know about the
 Concept of cycloidal gear teeth.
 Function of Cycloidal profile in gear teeth.

c) Learning outcomes of the session

At the end of lecture students will able to understand the followings:
 Concept of cycloidal gear teeth.
 Benefits of cycloidal gear teeth.

d) Main body

Time Content Learning Faculty Approach Typical Student Skills/Competency Developed

(Mins) Aid Activity
/Methodology
04 Cycloidal gear teeth LCD Explains, Listen and Understanding & knowledge
profile. Recall base & awareness

e) Students evaluation of main body:

 Q &A Session is conducted to get the feedback about understanding of Concept / Topic
f) Assignment for next session:
 Observation of various Contents used in Process planning.

g) Wrap up:
 Brief summary of session
 Giving the reference book/text book information

Sr. No. Title of Book Author Publication

1 Machine Design Vol-II Farzdak Haideri Nirali Prakashan, Pune

2 Design of Machine Elements M.F. Spotts & T. E. Shoup Pearson Education Delhi.

3 Design of Machine Elements R. S. Khurmi and Gupta S.Chand Publication.

Cycloidal Teeth
A cycloid is the curve traced by a point on the circumference of a circle which rolls without
slipping on a fixed straight line. When a circle rolls without slipping on the outside of a fixed
circle, the curve traced by a point on the circumference of a circle is known as epicycloid. On
the other hand, if a circle rolls without slipping on the inside of a fixed circle, then the curve
traced by a point on the circumference of a circle is called hypocycloid.

Construction of Cycloidal of a gear

In Fig. (a), the fixed line or pitch line of a rack is shown. When the circle C rolls without
slipping above the pitch line in the direction as indicated in Fig. (a), then the point P on the
circle traces the epicycloid PA. This represents the face of the cycloidal tooth profile. When
the circle D rolls without slipping below the pitch line, then the point P on the circle D traces
hypocycloid PB which represents the flank of the cycloidal tooth. The profile BPA is one side
of the cycloidal rack tooth. Similarly, the two curves P' A' and P' B' forming the opposite side
of the tooth profile are traced by the point P' when the circles C and D roll in the opposite
directions. In the similar way, the cycloidal teeth of a gear may be constructed as shown in
Fig.(b). The circle C is rolled without slipping on the outside of the pitch circle and the point
P on the circle C traces epicycloid PA, which represents the face of the cycloidal tooth. The
circle D is rolled on the inside of pitch circle and the point P on the circle D traces
hypocycloid PB, which represents the flank of the tooth profile. The profile BPA is one side
of the cycloidal tooth. The opposite side of the tooth is traced as explained above. The
construction of the two mating cycloidal teeth is shown in Fig. 28.9. A point on the circle D
will trace the flank of the tooth T1 when circle D rolls without slipping on the inside of pitch
circle of wheel 1 and face of tooth T2 when the circle D rolls without slipping on the outside
of pitch circle of wheel 2. Similarly, a point on the circle C will trace the face of tooth T1 and
flank of tooth T2. The rolling circles C and D may have unequal diameters, but if several
wheels are to be interchangeable, they must have rolling circles of equal diameters.
 Construction of Mating Cycloidal teeth
A little consideration will show that the common normal XX at the point of contact between
two cycloidal teeth always passes through the pitch point, which is the fundamental con-
dition for a constant velocity ratio.
 CONTENT No. 03 Topic: Bevel Gear Mounting.

a) Review of Bevel Gear Mounting.

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b) Learning objectives of the session

The objective of this session is that the student should know about the
 To understand the mounting of bevel gear
 Position of Bevel Gear.

c) Learning outcomes of the session

At the end of lecture students will able to understand the importance of Bevel gear positioning and
about its mounting.

d) Main body

Time Content Learning Faculty Approach Typical Student Skills/Competency Developed

(Mins) Aid Activity
/Methodology
05 Bevel Gear Lecturing, Explains, Listen and Understanding & knowledge
Mounting. Recall base & awareness

e) Students evaluation of main body:

 Q &A Session is conducted to get the feedback about understanding of Concept / Topic
f) Assignment for next session:
 Observation of various Contents used in Mounting.

g) Wrap up:
 Brief summary of session
 Giving the reference book/text book information

Sr. No. Title of Book Author Publication

1 Design of Machine Elements M.F. Spotts & T. E. Shoup Pearson Education Delhi.

2 Machine Design Vol-II Farzdak Haideri Nirali Prakashan, Pune

1. Mounting of Bevel Gears

Bevel gears can be mounted by two ways as shown in fig.

a) Overhung : Where both the bearings are located on the shaft behind the gear.

b) Straddle: Where one bearing is on either side of the ger. Straddle mountings are
preferred as it results in a stiffer configuration and are a must for highly loaded
gears.

Single Stage Bevel Gear

 CONTENT No. 04 Topic: Ribbed or timing Belts .

a) Review of timing belts.

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b) Learning objectives of the session

The objective of this session is that the student should know about the
 What is timing belts.
 What are the benefits and application of such belts.

c) Learning outcomes of the session

At the end of lecture students will able to understand the followings:
 Concept of timing belt or ribbed belt.
 Importance of ribbed belt.

d) Main body

Time Content Learning Faculty Approach Typical Student Skills/Competency Developed

(Mins) Aid Activity
/Methodology
03 Ribbed belts and its Lecturing, Explains, Listen and Understanding & knowledge
importance. Recall base & awareness

e) Students evaluation of main body:

 Q &A Session is conducted to get the feedback about understanding of Concept / Topic
f) Assignment for next session:
 Find some new application where ribbed belt is used now a days.

g) Wrap up:
 Brief summary of session
 Giving the reference book/text book information

Sr. No. Title of Book Author Publication

Tata Mc Graw Hill Publishing o. Ltd. New
1 Design of Machine elements V. B. Bhandari
Delhi.

2 Machine Design Vol-II Farzdak Haideri Nirali Prakashan, Pune

RIBBED V-BELTS
Ribbed V-belts are fl at belts with a series of evenly spaced teeth on the inside of the
circumference, which mesh with the teeth in the pulley or sprocket as shown in Fig. (a).
Therefore, they can maintain exactly the same angular position of the driven shaft with
respect to driving shaft. A ribbed V-belt is a positive drive. These belts combine the high
velocity characteristic of the belt drive with positive power transmission of the chain drive.
There are different names for ribbed V-belt, such as synchronous belt, timing belt or toothed
belt.

The cross-section of ribbed V-belt is shown in Fig.(b) above It consists of the following four
components:

(i) Tension members consisting of steel or fibre cords, for transmitting the force or load
(ii) Rubber backing for protecting the load carrying tension members
(iii) Rubber teeth for engagement with the sprocket
(iv) Facing or cover, which protects the belt and prevents wear
There are three principle dimensions of ribbed V-belt, viz., pitch, pitch length and width.
Pitch is the distance between two adjacent tooth centres measured along the pitch line of the
belt. It is shown in Fig.(a). On the sprocket, pitch is the distance between two adjacent groove
centres measured along the pitch circle of the sprocket. The pitch circle of the sprocket
coincides with the pitch line of the belt. The pitch circle diameter of the sprocket is always
more than the pulley face diameter. The pitch length is the total length of the belt measured
along the belt pitch line. Ribbed V-belts are standardised on the basis of belt pitch. The
standard pitches are as follows
 CONTENT No. 05 Topic: Thermal Consideration in clutch .

a) Review of clutches.
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b) Learning objectives of the session

The objective of this session is that the student should know about the
 Heat dissipation in clutch .
 Mechanism of heat dissipation.

c) Learning outcomes of the session

At the end of lecture students will able to understand the followings:
 Concept of Thermal consideration in clutch design.
 Importance of Heat Dissipation.

d) Main body

Time Content Learning Faculty Approach Typical Student Skills/Competency Developed

(Mins) Aid Activity
/Methodology
03 Basic Components of Lecturing, Explains, Listen and Understanding & knowledge
short shoe. Recall base & awareness
03 Designing method of LCD Explains Listen Understanding, Remembering
Short shoe. Spatial Intelligence

e) Students evaluation of main body:

 Q &A Session is conducted to get the feedback about understanding of Concept / Topic
f) Assignment for next session:
 Observation of various block brake with short shoes..

g) Wrap up:
 Brief summary of session
 Giving the reference book/text book information

Sr. No. Title of Book Author Publication

Tata Mc Graw Hill Publishing o. Ltd. New
1 Design of Machine elements V. B. Bhandari
Delhi.

2 Machine Design Vol-II Farzdak Haideri Nirali Prakashan, Pune

THERMAL CONSIDERATIONS
The energy dissipated during the clutching operation is converted into frictional heat, that
increases the temperature of the clutch assembly. The temperature rise is given by,
E = mc∆t
where,
m = mass of the clutch assembly (kg)
c = specific heat of the clutch assembly (J/kg0C)
∆t = temperature rise (°C)
The specific heat c of the clutch assembly made of either steel or cast iron is taken as 500
J/kg °C.
The actual temperature rise will he less than A, because some heat will he radiated to
the surrounding atmosphere and some will be carried away by air flow in the vicinity of
the clutch assembly. Above equation gives approximate value of the temperature rise.
When the clutch assembly is allowed to cool in the air after the clutching operation, the
thermal analysis is carried by lumped-heat-capacity method. It is based on the assumption
that there is no temperature gradient within the clutch assembly. This is an idealized state
because a temperature gradient must exist in the material if the heat is to be conducted into
or out of the material. The assumption of uniform temperature throughout the clutch
assembly is realistic provided that the size of the clutch assembly is small. The equation of
convective heat transfer from the clutch assembly to the atmosphere is given by,
T – Ta = (Ti –Ta) e-(Ah/mc)t
Where,
T = instantaneous temperature at time t (°C)
Ta = ambient temperature (°C)
Ti = initial temperature (°C)
A = area for heat transfer (m 2)
h = surface heat transfer coefficient (W/m2 °C)
t = time (s)
The graph of temperature of the clutch assembly against time is shown in Fig. It consists of
following parts:
(i) Initially the clutch is disengaged and rotates in the atmosphere from time (t = to) to time (t
= t1). The temperature of the clutch assembly is
equal to the atmospheric temperature Ta. The line AB
on temperature-time curve shows this stage.
(ii) At time (t = t1) or point B, there is first clutching
operation. This results in instantaneous temperature
rise ∆t, that will increase the temperature of the
clutch assembly from Ta to T1. The line BC on
temperature-time curve shows this stage.
(iii)The clutch assembly is allowed to cool in the air
from time (t = ti) to time (t = t1). The temperature decreases according to Eq. It will
continue to fall along the curve CDG and reach atmospheric temperature unless there is
another clutching operation.
(iv)At point D on curve CDG, there is second clutching operation, that will result in
instantaneous temperature rise ∆, and the temperature will increase from D to E.
(v) The temperature will fall along the curve EF according to Eq. and reach atmospheric
temperature in due course.