DESIGN AND FABRICATION OF DUAL DIRECTION GEAR MECHANISM FOR SHAPER MACHINE

A PROJECT REPORT

Submitted by

D.GOPINATHAN B.RAGULGANDHI

(41707114006) (41707114036)

In partial fulfillment for the award of the degree Of BACHELOR OF ENGINEERING In

SRI ANDAL ALAGAR COLLEGE OF ENGINEERING

ANNA UNIVERSITY CHENNAI: CHENNAI 600 025

APRIL 2010

ANNA UNIVERSITY CHENNAI: CHENNAI 600025

BONAFIDE CERTIFICATE
Certified that this project report DESIGN OF DUAL DIRECTION GEAR MECHANISM FOR SHAPER MECHANISM is the bonafide work of D.GOPINATHAN, B.RAGULGANDHI who carried out the project work under my supervision.

SIGNATURE Prof. N.RAMASAMY M.E HEAD OF THE DEPARTMENT

SIGNATURE Mr.T.YOGANANTHAM. SUPERVISOR

Head of the Department Mechanical Engineering Shri Andal Alagar College of Engg Engg Mamandur-603111.

Head of the Department Mechanical Engineering Shri Andal Alagar College of

Mamandur-603111.

Submitted for the university examination held on

______________________

INTERNAL EXAMINER

EXTERNAL EXAMINER

ACKNOWLEDGMENT

First of we would like to extend our sincere gratitude to our chair Person Mrs.PRREMALATHA work. VIJAYAKANTH and our beloved secretary Mr.L.K.SUDHISH for having provided the facilities to complete this project

We would like to acknowledge the constant support provided by our respected principal Dr.P.K.PRATAP CHANDRAN M.Tech, Ph.D., Who bolstered us in all endeavors and has been responsible for inculcating us all through our career.

We feel ebullient to thanks our respectable Head of the Department in charge Prof.Mr.N.RAMASAMY, Who provided laboratory facilities and guidance to complete this project.

We are most fortunate in having the opportunity to work under our department supervisor Mr.T.YOGANANTHAM M.Tech, and we express our sincere thanks to him.

We are having immense pleasure to thank all our department staff members, beloved parents and our friends for their constant support to do the project successfully.

ABSTRACT

Shaper is a reciprocating type machine tool which is primarily intended to produce flat surfaces. The surfaces may be horizontal, vertical on inclined. This machine involves the use of a single point cutting tool similar to a tool used in lathe machine. The intermediate gear unit may comprise either a spur gear and a planetary gear assembly, or a pair of planetary gear assemblies. Change of rotation within the gear unit can be effected easily. Spur gear drive comprising a driven gear and driving gear wherein the driving gear has double crowned teeth defined as (i) an envelope to a family of surfaces generated by a skew or straight rack-cutter having a parabolic tooth profile in normal section and then (ii) as an envelope to a family of tool surfaces that are generated while the tool performs a plunging motion with respect to the driving gear in the direction of the shortest distance between the axes of rotation of the tool and the driving gear and tool plunging motion is varied by a parabolic function, whose variable is displacement of the tool in a direction parallel to the rotational axis of the driving gear. The dual direction gear mechanism implemented in shaper machine in this paper. There is used sun gear, ring gear and plant gear. Ring gear and sun gear is meshed and the plant gear is meshed in sun gear. The plant and sun gear is connected with electrical motor. The motor is rotating at clock wise direction the ring and sun gear also rotating clock wise direction. The ring gear is having 50 teeth in 1800 and sun gear is having 14 teeth in 1450 but plant gear is having 28 teeth in 3600.This plant gear is rotated by ring and plant gear at so we get front and backward direction and also we get dual direction ram of the shaper machine.

LIST OF CONTENTS

CHAPTER

TITLE ABSTRACT TABLE OF CONTENTS LIST OF FIGURES NOMENCLATURE

PAGE

INTORDUCTION 1.1 Shaper Machine 1.2 Function of Shaper Machine 1.3 Types of Shaper Machine

HISTORY 2.1 Invention of Shaper Machine 2.2 Machine Tool 2.3 Usage

SHAPER MACHINE 3.1 Shaper Machine Components 3.2 Types of Mechanism 3.2.1 With Worth QRM 3.2.2 Slotted QRM

REARANGED SHAPER MECHANISM 4.1 Introduction of Gears 4.2 Types of Gears 4.2.1 External vs. Internal Gears 4.2.2 Spur Gear 4.2.3 Helical Gear 4.2.4 Bevel Gear 4.2.5 Hypoid Gear

4.2.6 Crown Gear 4.2.7 Worm Gear 4.2.8 Non-Circular Gear 4.2.9 Rack And Pinion Gear 4.2.10 Epicyclical Gear 4.5 Applications of Gears 5 SPUR GEAR DESIGNE 5.1 Gear Ratio 5.2 Nomenclature of Gear 6 BELT DRIVE 6.1 Introduction of Belts 6.2 Types of Belts 6.2.1 Flat Belt 6.2.2 V Belt 6.2.3 Chain Belt 6.3 History of Belts 6.4 Usage 6.5 Application of Belts

BELT DESIGNE 7.1 Chain Drive 7.2 Chains versus Belts 7.3 Uses in Vehicles 7.3.1 Bicycles

7.3.2 Automobiles 7.3.3 Inside Motors 7.3.4 Motorcycles 8 9 10 11 DESIGN CALCULATIONS PHOTOGRAPHS COST ESTIMATION CONCLUSION 11.1 Conclusion 11.2 Bibliography

CHAPTER 1
INTRODUCTION . 1.1 SHAPER MACHINE A shaper is machine used for producing flat surfaces on the given work piece. It can also be used for doing any type of machining operations but with little difficulty. The shaper cuts the metal by reciprocating motion of the tool

carrying ram. The first metal working shaper was developed by James Nasmyth in the year 1936 A shaper is a type of machine tool that uses linear relative motion between the work piece and a single-point cutting tool to machine a linear tool path. Its cut is analogous to that of a lathe, except that it is linear instead of helical. A shaper is analogous to a planer, but smaller, and with the cutter riding a ram that moves above a stationary work piece, rather than the entire work piece moving beneath the cutter. The ram is moved back and forth typically by a crank inside the column; hydraulically actuated shapers also exist. 1.2 FOUNTION OF SHAPER MACHINE A shaper operates by moving a hardened cutting tool backwards and forwards across the work piece. On the return stroke of the ram the tool is lifted clear of the work piece, reducing the cutting action to one direction only. The work piece mounts on a rigid, box-shaped table in front of the machine. The height of the table can be adjusted to suit this work piece, and the table can traverse sideways underneath the reciprocating tool, which is mounted on the ram. Table motion may be controlled manually, but is usually advanced by automatic feed mechanism acting on the feed screw. The ram slides back and forth above the work. At the front end of the ram is a vertical tool slide that may be adjusted to either side of the vertical plane along the stroke axis. This toolslide holds the clapper box and tool post, from which the tool can be positioned to cut a straight, flat surface on the top of the work piece. 1.3 TYPES OF SHAPER MACHINE 1)Based on type of mechanism employed for the movement of the cutting tool i.e. tool carrying ram the shapers are classified in to three types a. Crank type b. Gear type

c. Hydraulic type 2) According to position and movement of ram the shapers are classified in to three types a. Horizontal type b. Vertical type c. Travelling head type 3) Shapers are classified in to two types based on design of the work table a. Standard shaper b. Universal shaper 4) Based on type of cutting stroke employed these are classified in to a. Push type b. Draw type

CRANKTYPESHAPER In these shapers the reciprocating ram is driven by crank mechanism. In this a single point cutting tool is employed to do the operation. A crank is connected to the ram and the bull gear to which the power is given through an individual motor. These are most common type of shapers being used. The reciprocating length of tool will be always is equal to the length of stroke. GEAR TYPE SHAPER These are the rarely used shapers. In these shapers a rack and pinion are employed the rack is attached to the lower part of the ram and on which the pinion moves. The power is transmitted from the bull gear. A grain train is engaged for the transfer of power from the bull gear to pinion.

HYDRAULIC TYPE SHAPER These shapers run on hydraulic power. The end of the ram is connected to a piston fitted in to a cylinder. Oil is fed in to the cylinder initially the oil acts in one direction and the ram moves in one direction. A varying pressure is applied on the oil so as to obtain the reciprocating motion of the ram. One of the main advantage of this shaper is a constant speed can be obtained from the starting of the machining operation. There will be no fluctuations in the cutting speed and stroke of the ram. Another important advantage of this shaper is no sound will be produced hence a noise free environment can be obtained. HORIZONTAL SHAPER As the name indicates these shapers have the motion of ram along the horizontal axis. This type of shapers is generally used for generation of fine a surface. VERTICALSHAPER In these shapers the tool containing ram has its motion in vertical direction. In some of the shapers a provision of 100 rotation of the ram is also provided. In vertical shaper the ram may be driven by various types like crank driven, screw driven, gear driven, or by hydraulic power. Vertical shaping machines finds many applications in deep hole boring, machining internal surfaces, keyways, grooves etc. vertical shaper has a very robust table which can have cross, longitudinal, and rotational movement. The tool used on a vertical shaper is totally different from that of the normal tool.

TRAVELLING HEAD TYPE SHAPER

This type of shaper is generally employed for machining very large objects that cannot be mounted on the table of the machine and cannot be moved. In this machine the ram having reciprocating movement also provides crosswise movement simultaneously such that the tool can cut the required shape on the work piece. STANDARD SHAPER In this shaper the table has only two movements i.e. vertical and horizontal. The table may or may not be supported on the other end. These are not generally used. UNIVERSAL SHAPER In these shapers in addition to the above mentioned two movements of the standard shaper it provides two more directions. 1) By swelling the table about a axis ram ways. 2) The table can be tilted about an axis perpendicular to the 1st one so due to these two features any operation at any angle can be performed very easily. So due to these features the shaper is termed as a universal shaper

PUSH TYPE SHAPER It is one of the most commonly used shaper. In this the metal is removed when the ram is moving away from the column. This type of shaper pushes the work piece while removing the work piece away from it so this shaper is called as push type shaper. DRAW TYPE SHAPER It is just a converse of the push type shaper. In these machines the metal is removed from the work piece when the ram is moving towards the column.

So due to this the work piece takes a force in the direction towards the column of the work piece. Due to this action the forces over the column and bearings are somewhat reduced. The tool is required to be mounted in opposite direction to the normal conditions. The vibrations on machine components are also damped to some extent.

CHAPTER 2 HISTORY 1.2 INVENTION OF SHAPER MACHINE Roe (1916) credits James Nasmyth with the invention of the shaper in 1836. Shapers were very common in industrial production from the mid-19th century through the mid-20th. In current industrial practice, shapers have been largely superseded by other machine tools (especially of the CNC type), including milling machines, grinding machines, and broaching machines. But the basic function of a shaper is still sound; tooling for them is minimal and

very cheap to reproduce; and they are simple and robust in construction, making their repair and upkeep easily achievable. Thus they are still popular in many machine shops, from jobbing shops or repair shops to tool and die shops, where only one or a few pieces are required to be produced and the alternative methods are cost- or tooling-intensive. They also have considerable retro appeal too many hobbyist machinists, who are happy to obtain a used shaper or, in some cases, even to build a new one from scratch. 2.2. MACHIN TOOL Before the Industrial Revolution of the 18th century, hand tools were used to cut and shape materials for the production of goods such as cooking utensils, wagons, ships, furniture, and other products. After the advent of the steam engine, material goods were produced by power-driven machines that could only be manufactured by machine tools. Machine tools (capable of producing dimensionally accurate parts in large quantities) and jigs and fixtures (for holding the work and guiding the tool) were the indispensable innovations that made mass production and interchangeable realities in the 19th century

2.3 USAGE The most common use is to machine straight, flat surfaces but with ingenuity and some accessories a wide range of work can be done. Other examples of its use are:
1)

Keyways in the boss of a pulley or gear can be machined without resorting to a dedicated broaching setup.

2) Dovetail slides 3) Internal spines

4)

Keyway cutting in blind holes

CHAPTER 3 SHAPER MACHINE 3.1 BASIC SHAPER MACHINE COMPONENTS It is consist of many components are, 1) Ram 2) Tool post (or) Tool head 3) Tool feed handle 4) Vice 5) Adjustable sliding support

6) Table 7) Clapper Box 8) Graduated collar 9) Ram clamping nut 10)Scale indictor 11)Clutch handle 12) Cross traverse handle

Fig:3.1 Full Shaper machine

Fig:3.2 Shaper machine head 3.2 TYPES OF MECHANISM

Shaper machine is working at many mechanisms. It is classified 3 types. 1) Quick return mechanism (QRM) 2) Slotted QRM 3) Hydraulic QRM 3.2.1 QUICK RETURN MECHANISM (QRM) While designing a mechanism either for function generation [1] or for path generation [2] or for rigid-body guidance applications, it is necessary to take into account not only the structural error but also the mechanical error resulting due to tolerances on link-lengths, clearances in link joints [3], and static and dynamic deflection of links [4]. Various attempts have been made to analyze and synthesize the mechanical error of function and path generating linkages. There are two distinct approaches deterministic and stochastic. The deterministic approaches are based on worst-case analysis of individual tolerances [1], [2], [3], [5], [6]. On the other hand, Dhande, Mallik and Chakra borty [7], [8] have used a stochastic model to allocate tolerance and clearance in four-bar function generators, while Shi [9] allocated them in spatial linkages. In this paper, the effect of practical manufacturing tolerances is analyzed by using deterministic approach. It was observed on an example [2] (using a approach based on the worst case analysis of the individual tolerances) that the mechanical error resulting due to practical manufacturing tolerances is greater than the mechanical error resulting due to clearances in link joints.

Fig:3.3 Quick Return Mechanism 3.2.2 SLOTTED QRM Slotted link mechanism is very common in mechanical shapers. The mechanism is simple and compact. It converts the rotary motion of the electric motor and gearbox into the reciprocating motion of the ram. The slotted link mechanism gives the rain a higher velocity during the return non cutting stroke than during its forward cutting stroke thereby reducing the time wasted during the return stroke. The bull gear is driven by a pinion which is connected to the

motor shaft through a gearbox with four, eight or more speeds available. The bull wheel has a slot. The crank pin A is secured into this slot; at the same time it can slide in the slotted crank B. When the bull wheel rotates, the crank pin A also rotates and side by side slides through the slot in the slotted crank B. This makes the slotted crank to oscillate about its one end C. This oscillating motion of slotted crank (through the link D) makes the ram to reciprocate. The intermediate link D is necessary to accommodate the rise and fall of the crank. The position of the crank pin A in the slot in the bull wheel decides the length of the stroke of the shaper. The further it is away from the centre of bull wheel, the longer is the stroke.

Fig:3.4 Slotted Mechanism The cutting stroke of the ram is completed while the crank pin moves from A to A1 and the slotted link goes from left to right. Similarly, during return stroke crank pin moves from A1 to A and the link changes its position from right to left. The time taken by cutting and idle strokes of the ram is proportional to the angles AZA1 and A1ZA respectively. Cutting time/Idle time = angles of AZA1/angles of A1ZA . Since the crank pin A rotates with uniform velocity and angles of A1ZA is smaller, it is obvious that the idle return stroke is quicker than the forward

cutting stroke and hence the slotted link mechanism is known as quick return mechanism.

CHAPTER 4 REARANGED SHAPER MECHANISM 4.1 INTRODUCTION OF GEARS A gear is a rotating machine part having cut teeth, or cogs, which mesh with another toothed part in order to transmit torque. 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, magnitude, 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 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 pulley. An advantage of gears is that the teeth of a gear prevent slipping. When two gears of unequal number of teeth are combined a mechanical advantage is produced, with both the rotational speeds and the torques of the two gears differing in a simple relationship. In transmissions which offer multiple gear ratios, such as bicycles and cars, the term gear, as in first gear, refers to a gear ratio rather than an actual physical gear. The term is used to describe similar devices even when gear ratio is continuous rather than discrete, or when the device does not actually contain any gears, as in a continuously variable transmission. The earliest known reference to gears was circa 50 A.D. by Hero of Alexandria, but they can be traced back to the Greek mechanics of the Alexandrian school in the 3rd century BC and were greatly developed by the Greek polymath Archimedes.

4.2 TYPES OF GEARS 4.2.1 EXTERNAL VS INTERNAL GEARS 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 direction reversal.

Fig:4.1 External Vs Imternal Gear

4.2.2 SPUR GEAR Spur gears or straight-cut gears are the simplest type of gear. They consist of a cylinder or disk, and with the teeth projecting radically, and although they are not straight-sided in form, the edge of each tooth thus is straight and aligned parallel to the axis of rotation. These gears can be meshed together correctly only if they are fitted to parallel axles.

Fig:4.2 Spur Gear 4.2.3 HELICAL GEAR Helical 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 a 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. The angled teeth engage more gradually than do spur gear teeth causing them to run more smoothly and quietly. 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 spur gears teeth suddenly meet at a line contact across their entire width causing stress and noise. Spur gears make a characteristic whine at high speeds and can not take as much torque as helical gears. 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. The speed is considered to be high when the pitch line velocity exceeds 25 m/s 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. For a crossed 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: E = 1 + 2 for gears of the same handedness E = 1 2 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.

Fig:4.3 Helical Gear

4.2.4 BEVEL GEAR A bevel gear is shaped like a right circular cone with most of its tip cut off. When two bevel gears mesh their imaginary vertexes must occupy the same point. Their shaft axes also intersect at this point, forming an arbitrary nonstraight angle between the shafts. The angle between the shafts can be anything except zero or 180 degrees. Bevel gears with equal numbers of teeth and shaft axes at 90 degrees are called miter gears.

Fig:4.4 Bevel Gear 4.2.5 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. 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. 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. This style of gear is most commonly found in mechanical differentials.

Fig:4.5 Hypoid Gear

4.2.6 CROWN GEAR Crown gears or contrite 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.

Fig:4.6 Crown Gear 4.2.7 WORM GEAR Worm gears resemble screws. A worm gear is usually meshed with an ordinary looking, disk-shaped gear, which is called the gear, wheel, or worm wheel. Worm-and-gear sets are a simple and compact way to achieve a high 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. A disadvantage is the potential for considerable sliding action, leading to low efficiency

Fig:4.7 Worm Gear

4.2.8 NON-CIRCULAR GEAR Non-circular gears are designed for special purposes. While a regular gear is optimized to transmit torque to another engaged member with minimum noise and wear and maximum efficiency, a non-circular gear's main objective might be ratio variations, axle displacement oscillations and more. Common applications include textile machines, potentiometers and continuously variable transmissions.

Fig:4.8 Non-Circular Gear 4.2.9 RACK AND PINION GEAR A rack is a toothed bar or rod that can be thought of as a sector gear with an infinitely large radius of curvature. Torque can be converted to linear force by meshing a rack with a pinion: the pinion turns; the rack moves in a straight line. Such a mechanism is used in automobiles to convert the rotation of the steering wheel into the left-to-right motion of the tie rod(s).

Fig:4.9 Rack and Pinion Gear Racks also feature in the theory of gear geometry, where, for instance, the tooth shape of an interchangeable set of gears may be specified for the rack and the

tooth shapes for gears of particular actual radii then derived from that. The rack and pinion gear type is employed in a rack railway.

4.2.10 EPICYCLICAL GEAR In epicyclical gearing one or more of the gear axes moves. Examples are sun and planet gearing (see below) and mechanical differentials.

Fig:4.10 Epicyclical Gear 4.5 APPLICATIONS OF GEARS Gears are mostly used in various machines and industries. With the moving wheel of science and technology the use of gears has become more common in all the upcoming industries. They form an essential part in running of machines and vehicles. There are a number of different types of gears used in different industries depending upon their properties and usage. They can be classified under automotive gears, mining gears, wind turbines, bicycle gears, mill heads, instrumentation gears, conveyor system, marine gears etc.,, 4.6 USAGE Gears are used for two basic purposes; increase or decrease of rotation speed and increase or decrease of power or torque. Torque is a measure of a force to produce torsion and rotation about an axis. To increase speed and reduce torque a large drive gear is coupled to a smaller driven gear. To reduce speed and increase torque a small Lego gear turning a larger gear is used. They are also used for enhancement for positioning systems.

CHAPTER 5 SPUR GEAR DESIGNE 5.1 GEAR RATIO The gear ratio is the relationship between the numbers of teeth on two gears that are meshed or two sprockets connected with a common roller chain, or the circumferences of two pulleys connected with a drive belt. In other words, the gear ratio is proportional to ratio of the gear diameters and inversely proportional to the ratio of gear speeds. Belts can have teeth in them also and be coupled to gear-like pulleys. Special gears called sprockets can be coupled together with chains, as on bicycles and some motorcycles. Again, exact accounting of teeth and revolutions can be applied with these machines. Gear Ratio (GR) = (No of teeth on Gear or driven) / (No of teeth on Pinion or driver)

5.2 NAMUNCLATURE OF GEAR Fig:5.1 Gear Namunclature

ROTATIONAL FREQUENCY, N Measured in rotation over time, such as RPM. ANGULAR FREQUENCY, Measured in radians per second. 1RPM = / 30 rad/second NUMBER OF TEETH, N How many teeth a gear has, an integer. GEAR, WHEEL The larger of two interacting gears.

PINION The smaller of two interacting gears. PATH OF CONTACT Path followed by the point of contact between two meshing gear teeth. LINE OF ACTION, PRESSURE LINE Line along which the force between two meshing gear teeth is directed. It has the same direction as the force vector. In general, the line of action changes from moment to moment during the period of engagement of a pair of teeth. For involutes gears, however, the tooth-to-tooth force is always directed along the same linethat is, the line of action is constant. This implies that for involutes gears the path of contact is also a straight line, coincident with the line of action as is indeed the case. AXIS Axis of revolution of the gear; center line of the shaft. PITCH POINT, P Point where the line of action crosses a line joining the two gear axes. PITCH CIRCLE, PITCH LINE Circle centered on and perpendicular to the axis, and passing through the pitch point. PITCH DIAMETER, D Diameter of a pitch circle. Equal to twice the perpendicular distance from the axis to the pitch point. The nominal gear size is usually the pitch diameter. MODULE, M The pitch diameter divided by the number of teeth. OPERATING PITCH DIAMETERS Diameters determined from the number of teeth and the center distance at which gears operate.

Example for pinion: PITCH SURFACE In cylindrical gears, cylinder formed by projecting a pitch circle in the axial direction. More generally, the surface formed by the sum of all the pitch circles as one moves along the axis. For bevel gears it is a cone. ANGLE OF ACTION Angle with vertex at the gear center, one leg on the point where mating teeth first make contact, the other leg on the point where they disengage. ARC OF ACTION Segment of a pitch circle subtended by the angle of action. PRESSURE ANGLE, The complement of the angle between the direction that the teeth exert force on each other, and the line joining the centers of the two gears. For involutes gears, the teeth always exert force along the line of action, which, for involutes gears, is a straight line; and thus, for involutes gears, the pressure angle is constant. OUTSIDE DIAMETER, DO Diameter of the gear, measured from the tops of the teeth. ROOT DIAMETER Diameter of the gear, measured at the base of the tooth. ADDENDUM, A Radial distance from the pitch surface to the outermost point of the tooth. a = (Do D) / 2 DEDENDUM, B Radial distance from the depth of the tooth trough to the pitch surface. b = (D root diameter) / 2

WHOLE DEPTH, HT The distance from the top of the tooth to the root; it is equal to addendum plus dedendum or to working depth plus clearance. CLEARANCE Distance between the root circle of a gear and the addendum circle of its mate. WORKING DEPTH Depth of engagement of two gears, that is, the sum of their operating addendums. CIRCULAR PITCH, P Distance from one face of a tooth to the corresponding face of an adjacent tooth on the same gear, measured along the pitch circle. DIAMETRAL PITCH, PD Ratio of the number of teeth to the pitch diameter. Could be measured in teeth per inch or teeth per centimeter. BASE CIRCLE In involutes gears, where the tooth profile is the involutes of the base circle. The radius of the base circle is somewhat smaller than that of the pitch circle.

BASE PITCH, NORMAL PITCH, PB In involutes gears, distance from one face of a tooth to the corresponding face of an adjacent tooth on the same gear, measured along the base circle. INTERFERENCE Contact between teeth other than at the intended parts of their surfaces. INTERCHANGEABLE SET A set of gears, any of which will mate properly with any other.

TOOTH CONTACT NOMENCLATURE

Path of action Line of contact Line of action

Plane of action

Lines of contact (helical gear)

Arc of action

Length of action

Limit diameter

Face advance

Zone of action Fig:5.2 Tooth contact nomenclature

POINT OF CONTACT Any point at which two tooth profiles touch each other. LINE OF CONTACT A line or curve along which two tooth surfaces are tangent to each other. PATH OF ACTION The locus of successive contact points between a pair of gear teeth, during the phase of engagement. For conjugate gear teeth, the path of action

passes through the pitch point. It is the trace of the surface of action in the plane of rotation. LINE OF ACTION The path of action for involutes gears. It is the straight line passing through the pitch point and tangent to both base circles. SURFACE OF ACTION The imaginary surface in which contact occurs between two engaging tooth surfaces. It is the summation of the paths of action in all sections of the engaging teeth. PLANE OF ACTION The surface of action for involutes, parallel axis gears with either spur or helical teeth. It is tangent to the base cylinders. ZONE OF ACTION (CONTACT ZONE) For involutes, parallel-axis gears with either spur or helical teeth, is the rectangular area in the plane of action bounded by the length of action and the effective face width. PATH OF CONTACT The curve on either tooth surface along which theoretical single point contact occurs during the engagement of gears with crowned tooth surfaces or gears that normally engage with only single point contact. LENGTH OF ACTION The distance on the line of action through which the point of contact moves during the action of the tooth profile. ARC OF ACTION, QT The arc of the pitch circle through which a tooth profile moves from the beginning to the end of contact with a mating profile. ARC OF APPROACH, QA

The arc of the pitch circle through which a tooth profile moves from its beginning of contact until the point of contact arrives at the pitch point. ARC OF RECESS, QR The arc of the pitch circle through which a tooth profile moves from contact at the pitch point until contact ends. CONTACT RATIO, MC, The number of angular pitches through which a tooth surface rotates from the beginning to the end of contact. In a simple way, it can be defined as a measure of the average number of teeth in contact during the period in which a tooth comes and goes out of contact with the mating gear. TRANSVERSE CONTACT RATIO, MP, The contact ratio in a transverse plane. It is the ratio of the angle of action to the angular pitch. For involutes gears it is most directly obtained as the ratio of the length of action to the base pitch. FACE CONTACT RATIO, MF, The contact ratio in an axial plane or the ratio of the face width to the axial pitch. For bevel and hypoid gears it is the ratio of face advance to circular pitch.

TOTAL CONTACT RATIO, MT, The sum of the transverse contact ratio and the face contact ratio. = + mt = mp + mF MODIFIED CONTACT RATIO, MO For bevel gears, the square root of the sum of the squares of the transverse and face contact ratios.

LIMIT DIAMETER Diameter on a gear at which the line of action intersects the maximum (or minimum for internal pinion) addendum circle of the mating gear. This is also referred to as the start of active profile, the start of contact, the end of contact, or the end of active profile. START OF ACTIVE PROFILE (SAP) Intersection of the limit diameter and the involute profile. FACE ADVANCE Distance on a pitch circle through which a helical or spiral tooth moves from the position at which contact begins at one end of the tooth trace on the pitch surface to the position where contact ceases at the other end.

TOOTH THICKNESS NOMECLATURE

Tooth thickness Thickness relationships

Choral thickness Tooth thickness measurement over pins

Span measurement

Long and short addendum teeth

Fig:5.3 Tooth Thickness Nomenclature d CIRCULAR THICKNESS Length of arc between the two sides of a gear tooth, on the specified datum circle. TRANSVERSE CIRCULAR THICKNESS Circular thickness in the transverse plane. NORMAL CIRCULAR THICKNESS Circular thickness in the normal plane. In a helical gear it may be considered as the length of arc along a normal helix. AXIAL THICKNESS

In helical gears and worms, tooth thickness in an axial cross section at the standard pitch diameter. BASE CIRCULAR THICKNESS In involutes teeth, length of arc on the base circle between the two involutes curves forming the profile of a tooth. NORMAL CHORDAL THICKNESS Length of the chord that subtends a circular thickness arc in the plane normal to the pitch helix. Any convenient measuring diameter may be selected, not necessarily the standard pitch diameter. CHORDAL ADDENDUM (CHORDAL HEIGHT) Height from the top of the tooth to the chord subtending the circular thickness arc. Any convenient measuring diameter may be selected, not necessarily the standard pitch diameter. PROFILE SHIFT Displacement of the basic rack datum line from the reference cylinder, made non-dimensional by dividing by the normal module. It is used to specify the tooth thickness, often for zero backlash. RACK SHIFT Displacement of the tool datum line from the reference cylinder, made non-dimensional by dividing by the normal module. It is used to specify the tooth thickness. MEASUREMENT OVER PINS Measurement of the distance taken over a pin positioned in a tooth space and a reference surface. The reference surface may be the reference axis of the gear, a datum surface or either one or two pins positioned in the tooth space or spaces opposite the first. This measurement is used to determine tooth thickness. SPAN MEASUREMENT

Measurement of the distance across several teeth in a normal plane. As long as the measuring device has parallel measuring surfaces that contact on an unmodified portion of the involutes, the measurement will be along a line tangent to the base cylinder. It is used to determine tooth thickness. MODIFIED ADDENDUM TEETH Teeth of engaging gears, one or both of which have non-standard addendum. FULL-DEPTH TEETH Teeth in which the working depth equals 2.000 divided by the normal diametral pitch. STUB TEETH Teeth in which the working depth is less than 2.000 divided by the normal diametral pitch. EQUAL ADDENDUM TEETH Teeth in which two engaging gears have equal addendums. LONG AND SHORT-ADDENDUM TEETH Teeth in which the addendums of two engaging gears are unequal PITCH NOMENCLATURE Pitch is the distance between a point on one tooth and the corresponding point on an adjacent tooth. It is a dimension measured along a line or curve in the transverse, normal, or axial directions. The use of the single word pitch without qualification may be ambiguous, and for this reason it is preferable to use specific designations such as transverse circular pitch, normal base pitch, axial pitch.

Pitch

Tooth pitch

Base pitch relationships Principal pitches

Fig:5.4 Pitch Nomeclature CIRCULAR PITCH, P Arc distance along a specified pitch circle or pitch line between corresponding profiles of adjacent teeth. TRANSVERSE CIRCULAR PITCH, PT Circular pitch in the transverse plane. NORMAL CIRCULAR PITCH, PN, PE Circular pitch in the normal plane, and also the length of the arc along the normal pitch helix between helical teeth or threads. AXIAL PITCH, PX Linear pitch in an axial plane and in a pitch surface. In helical gears and worms, axial pitch has the same value at all diameters. In gearing of other types, axial pitch may be confined to the pitch surface and may be a circular measurement. The term axial pitch is preferred to the term linear pitch. The axial pitch of a helical worm and the circular pitch of its worm gear are the same. NORMAL BASE PITCH, PN, PBN An involutes helical gear is the base pitch in the normal plane. It is the normal distance between parallel helical involutes surfaces on the plane of action in the normal plane, or is the length of arc on the normal base helix. It is a constant distance in any helical involutes gear.

TRANSVERSE BASE PITCH, PB, PBT In an involutes gear, the pitch on the base circle or along the line of action. Corresponding sides of involutes gear teeth are parallel curves, and the base pitch is the constant and fundamental distance between them along a common normal in a transverse plane. DIAMETRAL PITCH (TRANSVERSE), PD Ratio of the number of teeth to the standard pitch diameter in inches.

NORMAL DIAMETRAL PITCH, PND Value of diametral pitch in a normal plane of a helical gear or worm.

ANGULAR PITCH, N, Angle subtended by the circular pitch, usually expressed in radians. degrees or BACKLASH Backlash is the error in motion that occurs when gears change direction. It exists because there is always some gap between the trailing face of the driving tooth and the leading face of the tooth behind it on the driven gear, and that gap must be closed before force can be transferred in the new direction. The term "backlash" can also be used to refer to the size of the gap, not just the phenomenon it causes; thus, one could speak of a pair of gears as having, for example, "0.1 mm of backlash." A pair of gears could be designed to have zero backlash, but this would presuppose perfection in manufacturing, uniform thermal expansion characteristics throughout the system, and no lubricant. Therefore, gear pairs are designed to have some backlash. It is usually provided by reducing the tooth thickness of each gear by half the desired gap distance. In radians

the case of a large gear and a small pinion, however, the backlash is usually taken entirely off the gear and the pinion is given full sized teeth. Backlash can also be provided by moving the gears farther apart. For situations, such as instrumentation and control, where precision is important, backlash can be minimized through one of several techniques. For instance, the gear can be split along a plane perpendicular to the axis, one half fixed to the shaft in the usual manner, the other half placed alongside it, free to rotate about the shaft, but with springs between the two halves providing relative torque between them, so that one achieves, in effect, a single gear with expanding teeth. Another method involves tapering the teeth in the axial direction and providing for the gear to be slid in the axial direction to take up slack. SHIFTING DEARS In some machines (e.g., automobiles) it is necessary to alter the gear ratio to suit the task. There are several methods of accomplishing this. For example: 1) Transmission 2) Automatic gearbox 3) Derailleur gears which are actually sprockets in combination with a roller chain 4) Hub gears (also called epicyclical gearing or sun-and-planet gears) There are several outcomes of gear shifting in motor vehicles. In the case of air pollution emissions, there are higher pollutant emissions generated in the lower gears, when the engine is working harder than when higher gears have been attained. In the case of vehicle noise emissions, there are higher sound levels emitted when the vehicle is engaged in lower gears. This fact has been utilized in analyzing vehicle generated sound since the late 1960s, and has been

incorporated into the simulation of urban roadway noise and corresponding design of urban noise along roadways. TOOTH PROFILE

Undercut Profile of a spur gear Fig:5.5 Tooth Profile A profile is one side of a tooth in a cross section between the outside circle and the root circle. Usually a profile is the curve of intersection of a tooth surface and a plane or surface normal to the pitch surface, such as the transverse, normal, or axial plane. The fillet curve (root fillet) is the concave portion of the tooth profile where it joins the bottom of the tooth space.2 As mentioned near the beginning of the article, the attainment of a non fluctuating velocity ratio is dependent on the profile of the teeth. Friction and wear between two gears is also dependent on the tooth profile. There are a great many tooth profiles that will give a constant velocity ratio, and in many cases, given an arbitrary tooth shape, it is possible to develop a tooth profile for the mating gear that will give a constant velocity ratio. However, two constant velocity tooth profiles have been by far the most commonly used in modern times. They are the cycloid and the involutes. The cycloid was more common until the late 1800s; since then the involutes has largely superseded it, particularly in drive train applications. The cycloid is in some ways the more

interesting and flexible shape; however the involutes has two advantages: it is easier to manufacture, and it permits the center to center spacing of the gears to vary over some range without ruining the constancy of the velocity ratio. Cycloid gears only work properly if the center spacing is exactly right. Cycloid gears are still used in mechanical clocks. An undercut is a condition in generated gear teeth when any part of the fillet curve lies inside of a line drawn tangent to the working profile at its point of juncture with the fillet. Undercut may be deliberately introduced to facilitate finishing operations. With undercut the fillet curve intersects the working profile. Without undercut the fillet curve and the working profile have a common tangent.

CHAPTER 6 BELT DRIVE

6.1 INTRODUCTION OF BELTS A belt is a loop of flexible material used to link two or more rotating shafts mechanically. Belts may be used as a source of motion, to transmit power efficiently, or to track relative movement. Belts are looped over pulleys. In a two pulley system, the belt can either drive the pulleys in the same direction, or the belt may be crossed, so that the direction of the shafts is opposite. As a source of motion, a conveyor belt is one application where the belt is adapted to continually carry a load between two points. 6.2 TYPES OF BELTS 6.2.1FLAT BELTS Flat belts were used early in line shafting to transmit power in factories.[1] It is a simple system of power transmission that was well suited to its day. It delivered high power for high speeds (500 hp for 10,000 ft/min), in cases of wide belts and large pulleys. These drives are bulky, requiring high tension leading to high loads, so vee belts have mainly replaced the flat-belts except when high speed is needed over power.

Fig:6.1 Flat Belt

6.2.2ROUND BELTS

Round belts are a circular cross section belt designed to run in a pulley with a circular (or near circular) groove. They are for use in low torque situations and may be purchased in various lengths or cut to length and joined, either by a staple, gluing or welding (in the case of polyurethane). Early sewing machines utilized a leather belt, joined either by a metal staple or glued, to great effect. 6.2.3VEE BELTS V belts (also known as V-belt or wedge rope) solved the slippage and alignment problem. It is now the basic belt for power transmission. They provide the best combination of traction, speed of movement, load of the bearings, and long service life. The V-belt was developed in 1917 by John Gates of the Gates Rubber Company. They are generally endless, and their general cross-section shape is trapezoidal. The "V" shape of the belt tracks in a mating groove in the pulley (or sheave), with the result that the belt cannot slip off. The belt also tends to wedge into the groove as the load increases the greater the load, the greater the wedging action improving torque transmission and making the "V" belt an effective solution, needing less width and tension than flat belts.

Fig:6.2 V Belt 6.2.4RIBBED BELT

A ribbed belt is a power transmission belt featuring lengthwise grooves. It operates from contact between the ribs of the belt and the grooves in the pulley. Its single-piece structure it reported to offer an even distribution of tension across the width of the pulley where the belt is in contact, a power range up to 600 kw, a high speed ratio, serpentine drives (possibility to drive off the back of the belt), long life, stability and homogeneity of the drive tension, and reduced vibration. The ribbed belt may be fitted on various applications : compressors, fitness bikes, agricultural machinery, food mixers, washing machines, lawn mowers, etc.., 6.2.5FILM BELTS Hough often grouped with flat belts; they are actually a different kind. They consist of a very thin belt (0.5-15 millimeters or 100-4000 micrometers) strip of plastic and occasionally rubber. They are generally intended for lowpower (10 hp or 7 kw), high-speed uses, allowing high efficiency (up to 98%) and long life. These are seen in business machines, printers, tape recorders, and other light-duty operations. 6.2.6TIMING BELTS Timing belts, (also known as Toothed, Notch, Cog, or Synchronous belts) are a positive transfer belt and can track relative movement. These belts have teeth that fit into a matching toothed pulley. When correctly tensioned, they have no slippage, run at constant speed, and are often used to transfer direct motion for indexing or timing purposes (hence their name). They are often used in lieu of chains or gears, so there is less noise and a lubrication bath is not necessary. Camshafts of automobiles, miniature timing systems, and stepper motors often utilize these belts. Timing belts need the least tension of all belts, and are among the most efficient. They can bear up to 200 hp (150 kw) at speeds of 16,000 ft/min.

Fig:6.3 Timing Belt 6.2.7SPECIALTY BELTS Belts normally transmit power on the tension side of the loop. However, designs for continuously variable transmissions exist that use belts that are a series of solid metal blocks, linked together as in a chain, transmitting power on the compression side of the loop. 6.3 HISTORY OF BELTS Belts used for rolling roads for wind tunnels can be capable of 250 km/h. 6.4 USAGE The open belt drive has parallel shafts rotating in the same direction, whereas the cross-belt drive also bears parallel shafts but rotate in opposite direction. The former is far more common, and the latter not appropriate for timing and standard V-belts, because the pulleys contact both the both inner and outer belt surfaces. Nonparallel shafts can be connected if the belt's center line is aligned with the center plane of the pulley. Industrial belts are usually reinforced rubber but sometimes leather types, non-leather non-reinforced belts, can only be used in light applications.

The pitch line is the neither line between the inner and outer surfaces that is neither subject to tension (like the outer surface) nor compression (like the inner). It is midway through the surfaces in film and flat belts and dependent on cross-sectional shape and size in timing and V-belts. Calculating pitch diameter is an engineering task and is beyond the scope of this article. The angular speed is inversely proportional to size, so the larger the one wheel, the less angular velocity, and vice versa. Actual pulley speeds tend to be 0.51% less than generally calculated because of belt slip and stretch. In timing belts, the inverse ratio teeth of the belt contribute to the exact measurement. The speed of the belt is: Speed = Circumference based on pitch diameter angular speed in rpm SELECTION CRITERIA Belt drives are built under the following required conditions: speeds of and power transmitted between drive and driven unit; suitable distance between shafts; and appropriate operating conditions. The equation for power is: Power (kw) = (torque in Newton-meters) (rpm) (2 radians)/(60 sec 1000 W) SELECTION CRITERIA Factors of power adjustment include speed ratio; shaft distance (long or short); type of drive unit (electric motor, internal combustion engine); service environment (oily, wet, dusty); driven unit loads (jerky, shock, reversed); and pulley-belt arrangement (open, crossed, turned). These are found in engineering handbooks and manufacturer's literature. When corrected, the horsepower is compared to rated horsepowers of the standard belt cross sections at particular belt speeds to find a number of arrays that will perform best. Now the pulley diameters are chosen. It is generally either large diameters or large cross section that are chosen, since, as stated earlier, larger belts transmit this same power at low belt speeds as smaller belts do at high speeds. To keep the driving part at its

smallest, minimum-diameter pulleys are desired. Minimum pulley diameters are limited by the elongation of the belt's outer fibers as the belt wraps around the pulleys. Small pulleys increase this elongation, greatly reducing belt life. Minimum pulley diameters are often listed with each cross section and speed, or listed separately by belt cross section. After the cheapest diameters and belt section are chosen, the belt length is computed. If endless belts are used, the desired shaft spacing may need adjusting to accommodate standard length belts. It is often more economical to use two or more juxtaposed V-belts, rather than one larger belt. In large speed ratios or small central distances, the angle of contact between the belt and pulley may be less than 180. If this is the case, the drive power must be further increased, according to manufacturer's tables, and the selection process repeated. This is because power capacities are based on the standard of a 180 contact angle. Smaller contact angles mean less area for the belt to obtain traction, and thus the belt carries less power. BELT TENSION Power transmission is a function of belt tension. However, also increasing with tension is stress (load) on the belt and bearings. The ideal belt is that of the lowest tension which does not slip in high loads. Belt tensions should also be adjusted to belt type, size, speed, and pulley diameters. Belt tension is determined by measuring the force to deflect the belt a given distance per inch of pulley. Timing belts need only adequate tension to keep the belt in contact with the pulley. BELT WEAR Fatigue, more so than abrasion, is the culprit for most belt problems. This wear is caused by stress from rolling around the pulleys. High belt tension; excessive slippage; adverse environmental conditions; and belt overloads caused by shock, vibration, or belt slapping all contribute to belt fatigue.

6.5 SPECIFICATIONS To fully specify a belt, the material, length, and cross-section size and shape are required. Timing belts, in addition, require that the size of the teeth be given. The length of the belt is the sum of the central length of the system on both sides, half the circumference of both pulleys, and the square of the sum (if crossed) or the difference (if open) of the radii. Thus, when dividing by the central distance, it can be visualized as the central distance times the height that gives the same squared value of the radius difference on, of course, both sides. When adding to the length of either side, the length of the belt increases, in a similar manner to the Pythagorean theorem. One important concept to remember is that as D1 gets closer to D2 there is less of a distance (and therefore less addition of length) until its approaches zero. On the other hand, in a crossed belt drive the sum rather than the difference of radii is the basis for computation for length. So the wider the small drive increases, the belt length is higher.

CHAPTER 7 TIMING BELT DESIGNE 7.1CHAIN DRIVE Chain drive is a way of transmitting mechanical power from one place to another. It is often used to convey power to the wheels of a vehicle, particularly bicycles and motorcycles. It is also used in a wide variety of machines besides vehicles.

Most often, the power is conveyed by a roller chain, known as the drive chain or transmission chain,[1] passing over a sprocket gear, with the teeth of the gear meshing with the holes in the links of the chain. The gear is turned, and this pulls the chain putting mechanical force into the system. Another type of drive chain is the Morse chain, invented by the Morse Chain Company of Ithaca, New York, USA. This has inverted teeth.

Fig: 7.1 Chain Drive Sometimes the power is output by simply rotating the chain, which can be used to lift or drag objects. In other situations, a second gear is placed and the power is recovered by attaching shafts or hubs to this gear. Though drive chains are often simple oval loops, they can also go around corners by placing more than two gears along the chain; gears that do not put power into the system or transmit it out are generally known as idler-wheels. By varying the diameter of the input and output gears with respect to each other, the gear ratio can be altered, so that, for example, the pedals of a bicycle can spin all the way around more than once for every rotation of the gear that drives the wheels. 7.2 CHAINS VERSUS BELTS Drive chains are most often made of metal, while belts are often rubber, plastic, or other substances. Although well-made chains may prove stronger than belts, their greater mass increases drive train inertia. Drive belts can often slip (unless they have teeth) which means that the output side may not rotate at a precise speed, and some work gets lost to the friction of the belt against its rollers. Teeth on toothed drive belts generally wear

faster than links on chains, but wear on rubber or plastic belts and their teeth is often easier to observe; you can often tell a belt is wearing out and about to break more easily than a chain. Chains are often narrower than belts, and this can make it easier to shift them to larger or smaller gears in order to vary the gear ratio. Multi-speed bicycles with derailleurs make use of this. Also, the more positive meshing of a chain can make it easier to build gears that can increase or shrink in diameter, again altering the gear ratio. Both can be used to move objects by attaching pockets, buckets, or frames to them; chains are often used to move things vertically by holding them in frames, as in industrial toasters, while belts are good at moving things horizontally in the form of conveyor belts. It is not unusual for the systems to be used in combination; for example the rollers that drive conveyor belts are themselves often driven by drive chains. Drive shafts are another common method used to move mechanical power around that is sometimes evaluated in comparison to chain drive; in particular shaft drive versus chain drive is a key design decision for most motorcycles. Drive shafts tend to be even tougher and more reliable than chain drive, but weigh even more (robbing more power), and impart rotational torque. 7.3 USES IN VEHICLES 7.3.1 BICYCLES Chain drive was the main feature which differentiated the safety bicycle introduced in 1885, with its two equal-sized wheels, from the direct-drive penny-farthing or "high wheeler" type of bicycle. The popularity of the chaindriven safety bicycle brought about the demise of the penny-farthing, and is still a basic feature of bicycle design today. 7.3.2 AUTOMOBILES

Chain drive was a popular power transmission system from the earliest days of the automobile. It gained prominence as an alternative to the System Panhard with its rigid Hotchkiss driveshaft and universal joints. A chain drive system uses one or more roller chains to transmit power from a differential to the rear axle. This system allowed for a great deal of vertical axle movement (for example, over bumps), and was simpler to design and build than a rigid driveshaft in a workable suspension. Also, it had less unsparing weight at the rear wheels than the Hotchkiss drive, which would have had the weight of the driveshaft to carry as well, which in turn meant that the tires would last longer. Frazer Nash was strong proponents of this system using one chain per gear selected by dog clutches. The Frazer Nash chain drive system, (designed for the GN Cyclecar Company by Archibald Frazer-Nash and Henry Ronald Godfrey) was very effective, allowing extremely fast gear selections. The Frazer Nash (or GN) transmission system provided the basis for many "special" racing cars of the 1920s and 1930s, the most famous being Basil Davenport's Spider which held the outright record at the Shelsley Walsh Speed Hill Climb in the 1920s.Parry-Thomas was killed during a land speed record attempt in his car 'Babs' when the chain final-drive broke, decapitating him. The last popular chain drive automobile was the Honda S600 of the 1960s. 7.3.3 INSIDE MOTORS Internal combustion engines often use chain drive to power the timing chain used to drive overhead camshaft valve trains. This is an area in which chain drives frequently compete directly with belt drive systems, and an excellent example of some of the differences and similarities between the two approaches. For this application, chains last longer, but are often harder to replace. Being heavier, the chain robs more power, but is also less likely to fail. The camshaft of a four stroke engine must rotate at half crankshaft speed, so

some form of reduction gearing is needed and a direct drive from the crankshaft isn't possible. Alternatives to chain drives include gear trains, bevel gear and shaft drives, or toothed flexible belt drives. 7.3.4 MOTORCYCLES Chain drive versus belt drive or use of a driveshaft is a fundamental design decision in motorcycle design; nearly all motorcycles use one of these three designs. See Motorcycle construction for more details.

CHAPTER 8 DESIGN CALCULATIONS SPECIFICATIONS Number of Teethes Z1 Z2 Gear Ratio i Power P Speed N = 9 teethes = 31 teethes = 3.444 = 3 HP = 35 rpm

DESIGN Selection of Material = Poly Propylene (PP) Strength of gear tooth (Fs) Fs=[b] b y Pc=[b] b YPd [b] = 5400 kgf/cm2 for PP Material b = 10m from PSG Data book Pg.no:8.14 Y= 20 Involutes for corresponding value forZ1 =0.332

Pd = 1 m from PSG Data book Pg.no:8.50 Fs = 540010m0.332m Fs = 17928m2 Kgf

Transmitted Load (Ft) Ft = HP75m from PSG Data book Pg.no: 8.50 Power in HP= 3
m= dN6000 cmsec

from PSG Data book Pg.no:8.15

d1 = mZ1
m= m9356000 m= 0.164933m cmsec

Ft = 3750.164933m Ft = 1364.18522m Dynamic Load (Fd)

CHAPTER 9 PHOTOGRAPHS

Fig:9.1 2D Wire Frame Diagram

Fig:9.2 3D Diagram

Fig:9.3 Full Assembly Of Dual Direction Gear Mechanism for Shaper Machine

CHAPTER 10 COST ESTIMATION

S.NO

DISCRIPTION

QTY

COST

01

Ring Gear Material

01

500

02

Planet Gear Material

01

150

03

Sun Gear Material

01

150

04

Labour

--

2500

TOTAL

3300

CHAPTER 11 11.1 CONCLUSION The project performs well under all conditions and enables to improve the operational efficiency. It also meets all the reqirements specified by the user. This project has been a great learning process for us to climb the greater heights of mechanical world. The experience that we have earned from this project will surely stand in good stead in my future. Once again we thank whole heartedly all those who helped to complete the project work.

11.2 BIBLIOGRAPHY Websites are used:

http://encyclopedia.org http://en.wikipedia.org www.tpup.com

Google search engine

Reference books:

Design data book

Machine design R.S. Khurmi Automobile engineering vol&2 - Kripal singh Automobile repair guide 1&2 Lucas peterson.