LECTURE NOTES

ON

DESIGN OF MACHINE MEMBERS II(A60329)

III B.Tech II Semester (JNTUH R13)

D.KRISHNAJA
Assistant Professor

DEPARTMENT OF MECHANICALENGINEERING
INSTITUTE OF AERONAUTICAL ENGINEERING
DUNDIGAL, HYDERABAD-500043
7.1 Why to study Friction, Wear & Lubrication?

Moving parts of every machine is subjected to friction and wear. Friction consumes and
wastes energy. Wear causes changes in dimensions and eventual breakdown of the machine
element and the entire machine. The loss of just a few milligrams of material in the right
place, due to wear can cause a production machine or an automobile to be ready for
replacement. If we imagine the amount of material rendered useless by way of wear, it is
startling! Lots of materials ranging from Antimony to zinc, including titanium, vanadium,
iron, carbon, copper, aluminum etc., would be lost. It is therefore essential to conserve the
natural resources through reduction in wear. Lubrication plays a vital role in our great and
complex civilization.

7.2 Bearings
A bearing is machine part, which support a moving element and confines its motion. The
supporting member is usually designated as bearing and the supporting member may be
journal. Since there is a relative motion between the bearing and the moving element, a
certain amount of power must be absorbed in overcoming friction, and if the surface actually
touches, there will be a rapid wear.

7.2.1 Classification:
Bearings are classified as follows:

Depending upon the nature of contact between the working surfaces:-

__Sliding contact bearings and
__Rolling contact bearings.

SLIDING BEARINGS:

Hydrodynamically lubricated bearings

Bearings with boundary lubrication
Bearings with Extreme boundary lubrication.
Bearings with Hydrostatic lubrication.

Rolling element bearings:

Ball bearings
Roller bearings
Needle roller bearings

Based on the nature of the load supported:

Radial bearings - Journal bearings
Thrust bearings
- Plane thrust bearings
- Thrust bearings with fixed shoes
- Thrust bearings with Pivoted shoes
Bearings for combined Axial and Radial loads.
Journal bearing:
It is one, which forms the sleeve around the shaft and supports a bearing at right angles to
the axis of the bearing. The portion of the shaft resting on the sleeve is called the journal.
Example of journal bearings are-
__Solid bearing
__Bushed bearing, and
__Pedestal bearing.

Solid bearing:
A cylindrical hole formed in a cast iron machine member to receive the shaft which makes a
running fit is the simplest type of solid journal bearing. Its rectangular base plate has two
holes drilled in it for bolting down the bearing in its position as shown in the figure7.1. An oil
hole is provided at the top to lubricate the bearing. There is no means of adjustment for wear
and the shaft must be introduced into the bearing endwise. It is therefore used for shafts,
which carry light loads and rotate at moderate speeds.

Bushed bearing:
It consists of mainly two parts, the cast iron block and bush; the bush is made of soft material
such as brasss, bronze or gunmetal. The bush is pressed inside the bore in the cast iron block
and is prevented from rotating or sliding by means of grub- screw as shown if the figure 7.2.
When the bush gets worn out it can be easily replaced. Elongated holes in the base are
provided for lateral adjustment.

Pedestal bearing:
It is also called Plummer block. Figure 7.3 shows half sectional front view of the Plummer
block. It consists of cast iron pedestal, phosphor bronze bushes or steps made in two halves
and cast iron cap. A cap by means of two square headed bolts holds the halves of the steps
together. The steps are provided with collars on either side in order to prevent its axial
movement. The snug in the bottom step, which fits into the corresponding hole in the body,
prevents the rotation of the steps along with the shaft. This type of bearing can be placed any
where along the shaft length.
Thrust bearing:

It is used to guide or support the shaft, which is subjected to a load along the axis of the shaft.
Since a thrust bearing operates without a clearance between the conjugate parts, an adequate
supply of oil to the rubbing surfaces is extremely important. Bearings designed to carry heavy
thrust loads may be broadly classified in to two groups-

Foot step bearing, and

Collar bearing

Footstep bearing:
Footstep bearings are used to support the lower end of the vertical shafts. A simple form
of such bearing is shown in fig 7.4. It consists of cast iron block into which a gunmetal bush
is fitted. The bush is prevented from rotating by the snug provided at its neck. The shaft rests
on a concave hardened steel disc. This disc is prevented from rotating along with the shaft by
means of pin provided at the bottom.
Collar bearing:
The simple type of thrust bearing for horizontal shafts consists of one or more collars cut
integral with the shaft as shown in fig.7.5. These collars engage with corresponding bearing
surfaces in the thrust block. This type of bearing is used if the load would be too great for a
step bearing, or if a thrust must be taken at some distance from the end of the shaft. Such
bearings may be oiled by reservoirs at the top of the bearings.

Fig.7.5 Collar bearings

Thrust bearings of fixed inclination pad and pivoted pad variety are shown in figure 7.6 a &
b. These are used for carrying axial loads as shown in the diagram. These bearings operate on
hydrodynamic principle.

Fig.7.6a Fixed-incline-pads thrust bearing Fig.7.6b Pivoted-pads thrust bearing

Rolling contact bearings:

The bearings in which the rolling elements are included are referred to as rolling contact
bearings. Since the rolling friction is very less compared to the sliding friction, such bearings
are known as anti friction bearings.

Ball bearings:
It consists of an inner ring which is mounted on the shaft and an outer ring which is carried
by the housing. The inner ring is grooved on the outer surface called inner race and the outer
ring is grooved on its inner surface called outer race. In between the inner and outer race
there are number of steel balls. A cage pressed steel completes the assembly and provides the
means of equally spacing and holding the balls in place as shown in the figure 7.7. Radial ball
bearings are used to carry mainly radial loads, but they can also carry axial loads.

Cylindrical roller bearings

The simplest form of a cylindrical roller bearing is shown in fig 7.8. It consists of an inner
race, an outer race, and set of roller with a retainer. Due to the line contact between the roller
and the raceways, the roller bearing can carry heavy radial loads.

Tapered roller bearings:

In tapered roller bearings shown in the fig. 7.9, the rollers and the races are all truncated
cones having a common apex on the shaft centre to assure true rolling contact. The tapered
roller bearing can carry heavy radial and axial loads. Such bearings are mounted in pairs so
that the two bearings are opposing each others thrust.

7.2.2 Advantages of sliding contact bearings:

They can be operated at high speeds.

They can carry heavy radial loads.
They have the ability to withstand shock and vibration loads.
Noiseless operation.

Disadvantages:

High friction losses during staring.

More length of the bearing.
Excessive consumption of the lubricant and high maintenance.
7.2.3 Advantages rolling contact bearings:
Low starting and low running friction.
It can carry both radial as well as thrust loads.
Momentary over loads can be carried without failure.
Shaft alignment is more accurate than in the sliding bearings.
Disadvantages:
More noisy at high speeds.
Low resistance to shock loads.
High initial cost.
Finite life due to eventual failure by fatigue

7.3 Solid Friction

Resistance force for sliding

Static coefficient of friction
Kinetic coefficient of friction
Causes
Surface roughness (asperities)
Adhesion (bonding between dissimilar materials)
Factors influencing friction
Sliding friction depends on the normal force and frictional coefficient,
independent of the sliding speed and contact area
Effect of Friction
Frictional heat (burns out the bearings)
Wear (loss of material due to cutting action of opposing motion)
Engineers control friction
Increase friction when needed (using rougher surfaces)
Reduce friction when not needed (lubrication)

The coefficients of friction for different material combinations under different conditions are
given in table 7.1.
TABLE 7.1
7.4 Lubrication:

Prevention of metal to metal contact by means of an intervening layer of fluid or fluid

like material.

Types of sliding lubrication:

Sliding with Fluid film lubrication.

Sliding with Boundary lubrication.
Sliding with Extreme boundary lubrication.
Sliding with clean surfaces.

7.4.1 Hydrodynamic / thick film lubrication / fluid film lubrication

Metal to Metal contact is prevented. This is shown in figure 7.10.

Friction in the bearing is due to oil film friction only.
Viscosity of the lubricant plays a vital role in the power loss, temperature rise & flow
through of the lubricant through the bearing.
The principle operation is the Hydrodynamic theory.
This lubrication can exist under moderately loaded bearings running at sufficiently
high speeds.

Fig.7.10 Thick Film Lubrication

7.4.2 Boudary lubrication (thin film lubrication)

During starting and stopping, when the velocity is too low, the oil film is not capable of
supporting the load. There will be metal to metal contact at some spots as shown in figure
7.11. Boundary lubrication exists also in a bearing if the load becomes too high or if the
viscosity of the lubricant is too low. Mechanical and chemical properties of the bearing
surfaces and the lubricants play a vital role.

Fig.7.11 Boundary Lubrication

Oiliness of lubricant becomes an important property in boundary lubrication. Anti oxidants
and Anti-corrosives are added to lubricants to improve their performance. Additives are
added to improve the viscosity index of the lubricants.

Oiliness Agents

Increase the oil films resistance to rupture, usually made from oils of animals or vegetables.

The molecules of these oiliness agents have strong affinity for petroleum oil and for metal
surfaces that are not easily dislodged.

Oiliness and lubricity (another term for oiliness), not related to viscosity, manifest itself
under boundary lubrication; reduce friction by preventing the oil film breakdown.

Anti-Wear Agents

Mild EP additives protect against wear under moderate loads for boundary lubrications
Anti-wear agents react chemically with the metal to form a protective coating that reduces
friction, also called as anti-scuff additives.

7.4.3 Extreme boundary lubrication

Under certain conditions of temperature and load, the boundary film breaks leading to direct
metal to metal contact as shown in figure 7.12. Seizure of the metallic surfaces and
destruction of one or both surfaces begins. Strong intermolecular forces at the point of
contact results in tearing of metallic particles. Plowing of softer surfaces by surface
irregularities of the harder surfaces. Bearing material properties become significant. Proper
bearing materials should be selected.

Fig.7.12 Extreme Boundary Lubrication

Extreme-Pressure Agents
Scoring and pitting of metal surfaces might occur as a result of this case, seizure is the
primarily concern. Additives are derivatives of sulphur, phosphorous, or chlorine. These
additives prevent the welding of mating surfaces under extreme loads and temperatures.
Stick-Slip Lubrication

A special case of boundary lubrication when a slow or reciprocating action exists. This action
is destructive to the full fluid film. Additives are added to prevent this phenomenon causing
more drag force when the part is in motion relative to static friction. This prevents jumping
ahead phenomenon.

7.4.4 Solid film lubrication

When bearings must be operated at extreme temperatures, a solid film lubricant such as
graphite or molybdenum di-sulphide must be used because the ordinary mineral oils are not
satisfactory at elevated temperatures. Much research is currently being carried out in an effort
to find composite bearing materials with low wear rates as well as small frictional
coefficients.

7.4.5. Hydrostatic lubrication

Hydrostatic lubrication is obtained by introducing the lubricant, which is sometimes

air or water, into the load-bearing area at a pressure high enough to separate the surfaces with
a relatively thick film of lubricant. So, unlike hydrodynamic lubrication, this kind of
lubrication does not require motion of one surface relative to another. Useful in designing
bearings where the velocities are small or zero and where the frictional resistance is to be an
absolute minimum.

7.4.6 Elasto Hydrodynamic lubrication

Elasto-hydrodynamic lubrication is the phenomenon that occurs when a lubricant is

introduced between surfaces that are in rolling contact, such as mating gears or rolling
bearings. The mathematical explanation requires the Hertzian theory of contact stress
and fluid mechanics.

7.5 Newtons Law of Viscous Flow

In Fig. 7.13 let a plate A be moving with a velocity U on a film of lubricant of thickness h.
Imagine the film to be composed of a series of horizontal layers and the force F causing
these layers to deform or slide on one another just like a deck of cards. The layers in contact
with the moving plate are assumed to have a velocity U; those in contact with the stationary
surface are assumed to have a zero velocity. Intermediate layers have velocities that depend
upon their distances y from the stationary surface.

Newtons viscous effect states that the shear stress in the fluid is proportional to the rate of
change of velocity with respect to y.

Thus
=F/A = Z(du/dy)
 Fig.7.13 Viscous flow

where Z is the constant of proportionality and defines absolute viscosity, also called
dynamic viscosity. The derivative du/dy is the rate of change of velocity with distance
and may be called the rate of shear, or the velocity gradient. The viscosity Z is thus a
measure of the internal frictional resistance of the fluid.

For most lubricating fluids, the rate of shear is constant, and du/dy = U/h.
Fluids exhibiting this characteristic are known as a Newtonian fluids.

Therefore =F/A = Z (U/h).

The absolute viscosity is measured by the pascal-second (Pa s) in SI; this is the
same as a Newton-second per square meter.

The poise is the cgs unit of dynamic or absolute viscosity, and its unit is the dyne second
per square centimeter (dyn s/cm2). It has been customary to use the centipoises (cP) in
analysis, because its value is more convenient. The conversion from cgs units to SI units is as
follows:

Z (Pa s) = (10)3 Z (cP)

Kinematic Viscosity is the ratio of the absolute Viscosity to the density of the lubricant.

Zk = Z /

The ASTM standard method for determining viscosity uses an instrument called the
Saybolt Universal Viscosimeter. The method consists of measuring the time in seconds
for 60 mL of lubricant at a specified temperature to run through a tube 17.6 micron in
diameter and 12.25 mm long. The result is called the kinematic viscosity, and in the past
the unit of the square centimeter per second has been used. One square centimetre per
second is defined as a stoke.

The kinematic viscosity based upon seconds Saybolt, also called Saybolt Universal viscosity
(SUV) in seconds, is given by:

Zk = (0.22t 180/t )

where Zk is in centistokes (cSt) and t is the number of seconds Saybolt.

7.6 Viscosity -Temperature relation

Viscous resistance of lubricating oil is due to intermolecular forces. As the temperature

increases, the oil expands and the molecules move further apart decreasing the intermolecular
forces. Therefore the viscosity of the lubricating oil decreases with temperature as shown in
the figure.7.14. If speed increases, the oils temperature increases and viscosity drops, thus
making it better suited for the new condition. An oil with high viscosity creates higher
temperature and this in turn reduces viscosity. This, however, generates an equilibrium
condition that is not optimum. Thus, selection of the correct viscosity oil for the bearings is
essential.

Fig.7.14 Viscosity temperature relationship

Viscosity index of a lubricating oil

Viscosity Index (V.I) is value representing the degree for which the oil viscosity changes
with temperature. If this variation is small with temperature, the oil is said to have a high
viscosity index. The oil is compared with two standard oils, one having a V.I. of 100 and the
other Zero. A viscosity Index of 90 indicates that the oil with this value thins out less rapidly
than an oil with V.I. of 50.
7.7 Types of lubricants

Vegetable or Animal oils like Castor oil, Rapeseed oil, palm oil, Olive oil etc.
Animal oils like lard oil, tallow oil, whale oil, etc.
Mineral oils-petroleum based- Paraffinic and Naphthenic based oils

Properties of lubricants

Availability in wide range of viscosities.

High Viscosity index.
Should be Chemically stable with bearing material at all temperatures encountered.
Oil should have sufficient Specific heat to carry away heat without abnormal rise in
temperature.
Reasonable cost.

Selection Guide for Lubricants

The viscosity of lubricating oil is decisively for the right thickness of the lubricating film
(approx. 3-30m) under consideration of the type of lubricant supply.

Low sliding speed High Viscosity

High sliding speed Low viscosity

High bearing clearance High Viscosity

High load ( Bearing pressures) Higher Viscosity

7.8 Bearing materials

Relative softness (to absorb foreign particles), reasonable strength, machinability (to
maintain tolerances), lubricity, temperature and corrosion resistance, and in some cases,
porosity (to absorb lubricant) are some of the important properties for a bearing material.
A bearing element should be less than one-third as hard as the material running against it in
order to provide embedability of abrasive particles.

A bearing material should have high compression strength to withstand high pressures
without distortion and should have good fatigue strength to avoid failure due to pitting.
e.g. in Connecting rod bearings, Crank shaft bearings, etc. A bearing material should have
conformability. Soft bearing material has conformability. Slight misalignments of bearings
can be self-correcting if plastic flow occurs easily in the bearing metal. Clearly there is a
compromise between load-bearing ability and conformability.
In bearings operating at high temperatures, possibility of oxidation of lubricating oils leading
to formation of corrosive acids is there. The bearing material should be corrosion resistant.
Bearing material should have easy availability and low cost. The bearing material should be
soft to allow the dirt particles to get embedded in the bearing lining and avoid further trouble.
This property is known as Embeddability.
Different Bearing Materials

Babbitt or White metal -- usually used as a lining of about 0.5mm thick bonded to
bronze, steel or cast iron.
Lead based & Tin based Babbitts are available.
Excellent conformability and embeddability
Good corrosion resistance.
Poor fatigue strength

Copper Based alloys - most common alloys are copper tin, copper lead, phosphor
bronze: harder and stronger than white metal: can be used un-backed as a solid
bearing.
Aluminum based alloys - running properties not as good as copper based alloys but
cheaper.

Ptfe - suitable in very light applications

Sintered bronze - Sintered bronze is a porous material which can be impregnated
with oil, graphite or Ptfe. Not suitable for heavily loaded applications but useful
where lubrication is inconvenient.
Nylon - similar to Ptfe but slightly harder: used only in very light applications.

Triple-layer composite bearing material consists of 3 bonded layers: steel backing, sintered
porous tin bronze interlayer and anti-wear surface as shown in figure 7.15. High load
capacities and low friction rates, and are oil free and anti-wear.

Fig.7.15 Tri-metal Bearing

If oil supply fails, frictional heating will rapidly increase the bearing temperature, normally
lead to metal-to-metal contact and eventual seizure. Soft bearing material (low melting point)
will be able to shear and may also melt locally. Protects the journal from severe surface
damage, and helps to avoid component breakages (sudden locking of mating surfaces).

7.9 Petroffs Equation for lightly Loaded Bearings

The phenomenon of bearing friction was first explained by Petroff on the assumption that the
shaft is concentric. This can happen when the radial load acting on the bearing is zero or very
small, speed of the journal is very high and the viscosity of the lubricant is very high. Under
these conditions, the eccentricity of the bearing (the offset between journal center and bearing
center) is very small and the bearing could be treated as a concentric bearing as shown in
figure 7.16.
 Fig.7.16 Concentric Bearing

Let us now consider a shaft rotating in a guide bearing. It is assumed that the bearing carries a
very small load, that the clearance space is completely filled with oil, and that leakage is
negligible (Fig. 7.16). Let the radius of the shaft be r, and the length of the bearing by l.
If the shaft rotates at N rev/s, then its surface velocity is U = 2r N. Since the shearing
stress in the lubricant is equal to the velocity gradient times the viscosity,

= Z U/h = 2rNZ/c

where the radial clearance c has been substituted for the distance h.

F= Frictional force= A= (2rNZ/c) (2rl)= ( 42r2lZN/c )

Frictional torque= Fr = ( 42r3lZN/c )

The coefficient of friction in a bearing is the ratio of the frictional force F

to the Radial load W on the bearing.

f = F/W = ( 42r3lZN/cW )

The unit bearing pressure in a bearing is given by p= W/2rL= Load/ Projected Area of the
Bearing.
Or W= 2prL
Substituting this in equation for f and simplifying

f = 22 (ZN/p) (r/c)

This is the Petroffs equation for the coefficient of Friction in Lightly Loaded bearings.
Example on lightly loaded bearings

E1. A full journal bearing has the following specifications:

Journal Diameter:46 mm
Bearing length: 66 mm
Radial clearance to radius ratio: 0.0015
speed : 2800 r/min
Radial load: 820 N.
Viscosity of the lubricant at the operating temperature: 8.4 cP
Considering the bearing as a lightly loaded bearing,
Determine (a) the friction torque (b) Coefficient of friction under given operating conditions
and (c) power loss in the bearing.

Solution:
Since the bearing is assumed to be a lightly loaded bearing, Petroffs equation for the
coefficient of friction can be used.

f = 22 (ZN/p) (r/c)

NI = 2800/60=46.66 r/sec.
Z = 8.4 cP = 8.4 x 10-3 Pa.sec
r = 46/2 =23 mm = 0.023 m
r/c= 1/ (c/r ) = 1/0.0015= 666.66
P= w/2rL= 820/ 2X0.023X0.066= 270092 Pa.
Substituting all these values in the equation for f,
f = 0.019

T=Frictional torque: Frictional force x Radius of the Journal

= (f W) r
= 0.019 x 820 x 0.023
= 0.358 N-m
Power loss in the bearing = T x NI / 1000 kW
= 0.358 x 46.66/ 1000
= 0.016 kW

7.10 TOWERS EXPERIMENT

The present theory of hydrodynamic lubrication originated in the laboratory of Beauchamp

Tower in the early 1880s in England. Tower had been employed to study the friction in
railroad journal bearings and learn the best methods of lubricating them. It was an accident or
error, during the course of this investigation, that prompted Tower to look at the problem in
more detail and that resulted in a discovery that eventually led to the development of the
theory.
Fig 7.17 is a schematic drawing of the journal bearing that Tower investigated. It is a partial
bearing, having a diameter of 4 in, a length of 6 in, and a bearing arc of 157, and having
bath-type lubrication, as shown. The coefficients of friction obtained by Tower in his
investigations on this bearing were quite low, which is now not surprising. After testing this
bearing, Tower later drilled a 1/2 -in-diameter lubricator hole through the top. But when the
apparatus was set in motion, oil flowed out of this hole. In an effort to prevent this, a cork
stopper was used, but this popped out, and so it was necessary to drive a wooden plug into the
hole. When the wooden plug was pushed out too, Tower, at this point, undoubtedly realized
that he was on the verge of discovery. A pressure gauge connected to the hole indicated a
pressure of more than twice the unit bearing load. Finally, he investigated the bearing film
pressures in detail throughout the bearing width and length and reported a distribution similar
to that of Fig. 7.18.

Fig.7.17 Towers Experiment Fig.7.18 Pressure distribution in the oil film

7.11 HYDRODYNMIC JOURNAL BEARINGS

Concept

The film pressure is created by the moving surface itself pulling the lubricant into a wedge-
shaped zone at a velocity sufficiently high to create the pressure necessary to separate the
surfaces against the load on the bearing.

One type occurs when the rate of shear across the oil film is a constant value and the line
representing the velocity distribution is a straight line. In the other type the velocity
distribution is represented by a curved line, so that the rate of shear in different layers across
the oil film is different. The first type takes place in the case of two parallel surfaces having a
relative motion parallel to each other as shown in Fig.7.19.

Fig. 7.19 Velocity profiles in a parallel-surface slider bearing.

There is no pressure development in this film. This film cannot support an external Load.
The second type of velocity distribution across the oil film occurs if pressure exists in the
film. This pressure may be developed because of the change of volume between the surfaces
so that a lubricant is squeezed out from between the surfaces and the viscous resistance of
flow builds up the pressure in the film as shown in Fig 7.20 or the pressure may be developed
by other means that do not depend upon the motion of the surfaces or it may develop due to
the combination of factors. What is important to note here is the fact that pressure in the oil
film is always present if the velocity distribution across the oil film is represented by a curved
line

Fig.7.20 Flow between two parallel surfaces

Plate AB is stationary while A B is moving perpendicular to AB.

Note that the velocity distribution is Curvilinear. This is a pressure induced flow.
This film can support an External load.

Hydrodynamic film formation

Consider now the case of two non parallel planes in which one is stationary while the other is
in motion with a constant velocity in the direction shown in Fig 7.21. Now consider the flow
of lubricant through the rectangular areas in section AA and BB having a width equal to
unity in a direction perpendicular to the paper.

The volume of the lubricant that the surface AB tends to carry into the space between the
surfaces AB and AB through section AA during unit time is ACA. The volume of the
lubricant that this surface tends to discharge from space through section BB during the same
period of time is BDB. Because the distance AA is greater than BB the volume ACA is
greater than volume BCB by a volume AEC. Assuming that the fluid is incompressible and
that there is no flow in the direction perpendicular to the motion, the actual volume of oil
carried into the space must be equal to the discharge from this space. Therefore the excess
volume of oil is carried into these space is squeezed out through the section AA and BB
producing a constatnt pressure induced flow through these sections.
 Fig. 7.21 Velocity distribution only due to moving plate

Fig.7.22 Resultant Velocity Distribution

The actual velocity distribution in section AA and BB is the result of the combined flow of
lubricant due to viscous drag and due to pressure induced flow. The resultant velocity
distributions across these sections are as shown in Fig 7.22.

The curve ANB shows the general character of the pressure distribution in the oil film and
the line LM shows the mean pressure in the oil film. Because of the pressure developed in the
oil film the, plane AB is able to support the vertical load W applied to this plane, preventing
metal to metal contact between the surfaces AB and AB. This load is equal to the product of
projected area of the surface AB and mean pressure in the oil film.

Conditions to form hydrodynamic lubrication

There must be a wedge-shaped space between two relative moving plates;

There must be a relative sliding velocity between two plates, and the lubricant must flow
from big entrance to small exit in the direction of the moving plate;

The lubricant should have sufficient viscosity, and the supply of the lubricant is abundant.

Formation of oil film in a Journal bearing

Imagine a journal bearing with a downward load on the shaft that is initially at rest and then
brought up to operating speed. At rest (or at slow shaft speeds), the journal will contact the
lower face of the bearing as shown in the figure 7.23. This condition is known as boundary
lubrication and considerable wear can occur. As shaft speed increases, oil dragged around by
the shaft penetrates the gap between the shaft and the bearing so that the shaft begins to
float on a film of oil. This is the transition region and is known as thin-film lubrication. The
journal may occasionally contact the bearing particularly when shock radial load occur.
Moderate wear may occur at these times. At high speed, the oil film thickness increases until
there comes a point where the journal does not contact the bearing at all. This is known as
thick film lubrication and no wear occurs because there is no contact between the journal and
the bearing.

The various stages of formation of a hydrodynamic film is shown in figure7.23.

Journal at rest Journal position during Journal position after Journal position
starting further increase under operating
in speed conditions

Fig.7.23 Formation of hydrodynamic oil film in a Journal bearing

Pressure distribution around an idealised journal bearing
A typical pressure distribution around the journal in a hydrodynamic bearing is as shown in
the Fig. 7.24.

Fig.7.24 Bearing pressure distribution in a journal bearing

Typical oil groove patterns

Some typical groove patterns are shown in the above figure. In general, the lubricant may be
brought in from the end of the bushing, through the shaft, or through the bushing. The flow
may be intermittent or continuous. The preferred practice is to bring the oil in at the center of
the bushing so that it will flow out both ends, thus increasing the flow and cooling action.

7.13 Thermal aspects of bearing design

Heat is generated in the bearing due to the viscosity of the oil. The frictional heat is converted
into heat, which increases the temperature of the lubricant. Some of the lubricant that enters
the bearing emerges as a side flow, which carries away some of the heat. The balance of the
lubricant flows through the load-bearing zone and carries away the balance of the heat
generated. In determining the viscosity to be used we shall employ a temperature that is the
average of the inlet and outlet temperatures, or
Tav = T1 + T/2
where Ti is the inlet temperature and T is the temperature rise of the lubricant from inlet to
outlet. The viscosity used in the analysis must correspond to Tav.

Self contained bearings:

These bearings are called selfcontained bearings because the lubricant sump is within the
bearing housing and the lubricant is cooled within the housing. These bearings are described
as pillow-block or pedestal bearings. They find use on fans, blowers, pumps, and motors, for
example. Integral to design considerations for these bearings is dissipating heat from the
bearing housing to the surroundings at the same rate that enthalpy is being generated within
the fluid film.
Heat dissipated based on the projected area of the bearing:

Heat dissipated from the bearing, J/S HD= K2 ld (tB-tA) =Cld

Where C= K2 (tB-tA) a coefficient from fig15.16 or table 15.10 ( From data hand book)

Another formula to determine the heat dissipated from the bearing

HD= ld (T+18)2/ K3

Where K3= 0.2674x 106 for bearings of heavy construction and well ventilated
= 0.4743x106 for bearings of light construction in still air air
T= tB - tA
Where,
tB = Bearing surface temperature
tA = Ambient temperature

For good performance thye following factors should be considered.

Surface finish of the shaft (journal): This should be a fine ground finish and
preferably lapped.
Surface hardness of the shaft: It is recommended that the shaft be made of steel
containing at least 0.35-0.45% carbon. For heavy duty applications shaft should be
hardened.
Grade of the lubricant: In general, the higher the viscosity of the lubricant the
longer the life. However the higher the viscosity the greater the friction, so high
viscosity lubricants should only be used with high loads. In high load applications,
bearing life may be extended by cutting a grease groove into the bearing so grease can
be pumped in to the groove.
Heat dissipation: Friction generates heat and causes rise in temperature of the
bearing and lubricant. In turn, this causes a reduction in the viscosity of the
lubricating oil and could result in higher wear. Therefore the housing should be
designed with heat dissipation in mind. For example, a bearing mounted in a Bakelite
housing will not dissipate heat as readily as one mounted in an aluminium housing.
Shock loads: Because of their oil-cushioned operation, sliding bearings are capable
of operating successfully under conditions of moderate radial shock loads. However
excessive prolonged radial shock loads are likely to increase metal to metal contact
and reduce bearing life. Large out of balance forces in rotating members will also
reduce bearing life.
Clearance: The bearings are usually a light press fit in the housing. A shouldered tool
is usually used in arbour press. There should be a running clearance between the
journal and the bush. A general rule of thumb is to use a clearance of 1/1000 of the
diameter of the journal.
Length to diameter ratio(l/d ratio): A good rule of thumb is that the ratio should lie
in the range 0.5-1.5. If the ratio is too small, the bearing pressure will be too high and
it will be difficult to retain lubricant and to prevent side leakage. If the ratio is too
 high, the friction will be high and the assembly misalignment could cause metal to
metal contact.

Examples on journal bearing design

Example EI:

Following data are given for a 360 hydrodynamic bearing:

Radial load=3.2 kN
Journal speed= 1490 r.p.m.
Journal diameter=50 mm
Bearing length=50mm
Radial clearance=0.05 mm
Viscosity of the lubricant= 25 cP

Assuming that the total heat generated in the bearing is carried by the total oil flow in the
bearing, calculate:
Power lost in friction;
The coefficient of friction;
Minimum oil film thickness
Flow requirement in 1/min; and
Temperature rise.

Solution:

P= W/Ld = 3.2x1000/ (50x50) =1.28 MPa.= 1.28x106 Pa

Sommerfeld number = S= (ZN/p) (r/c)2

r/c =25/0.0.05 = 500

Z= 25 cP = 25x10-3 Pa.sec
= 1490/60= 24.833 r/sec. Substituting the above values, we get
S=0.121

For S= 0.121 & L/d=1,

Friction variable from the graph= (r/c) f= 3.22
Minimum film thickness variable= ho /c =0.4
Flow variable= Q/rcNL= 4.33

f = 3.22x0.05/25= 0.0064
Frictional torque= T= fWr = 0.0064x3200x 0.025
= 0.512 N-m
Power loss in the Bearing= 2 N T/ 1000 kW
= 0.080 kW

ho = 0.4x 0.05= 0.02 mm

Q/r c Nl L= 4.33 from which we get,

Q= 6720.5 mm3 / sec.

Determination of dimensionless variables is shown in the following figures.
Assume that all the heat generated due to friction is carried away by
the lubricating oil.
Heat generated = 80 watt = mCp T
where:
m= mass flow rate of lubricating oil= Q in kg/sec
Cp= Specific heat of the oil= 1760 J/kg C
T= temperature rise of the oil
= 860x10-9 kg/mm3
Substituting the above values,
T= 7.9 C
The Average temperature of the oil= Ti + T/2 = 27+ 7.9/2=30.85 C
Example E2:

A 50 mm diameter hardened and ground steel journal rotates at 1440 r/min in a lathe turned
bronze bushing which is 50 mm long. For hydrodynamic lubrication, the minimum oil film
thickness should be five times the sum of surface roughness of journal bearing. The data
about machining methods are given below:
Machining method surface Roughness(c.l.a)
Shaft grinding 1.6 micron
Bearing turning/boring 0.8 micron
The class of fit is H8d8 and the viscosity of the lubricant is 18 cP. Determine the maximum
radial load that the journal can carry and still operate under hydrodynamic conditions.

Solution:

Min. film thickness = ho= 5 [ 0.8+1.6] = 12 micron = 0.012 mm

For H8 d8 fit, referring to table of tolerances,
50 H8 = Min. hole limit = 50.000 mm
Max. hole limit = 50.039 mm
Mean hole diameter= 50.0195 mm
50 d8 = Max. shaft size = 50- 0.080= 49.920 mm
Min. shaft size = 50- 0.119= 49.881 mm
Mean shaft diameter= 49.9005 mm.
Assuming that the process tolerance is centered,
Diametral clearence= 50.0195- 49.9005= 0.119 mm
Radial clearence= 0.119/2= 0.0595 mm

ho /c = 0.012/ 0.0595 = 0.2

L/d = 50/50= 1
From the graph, Sommerfeld number= 0.045

S= (ZN/p) (r/c)2 = 0.045

r/c= 25/0.0595= 420.19

Z= 18 cP= 18x10-3 Pa.sec
N= 1440/60= 24 r/sec
From the above equation, Bearing pressure can be calculated.
p= 1.71x106 Pa = 1.71 MPa.

The load that the bearing can carry:

W= pLd = 1.71x 50x 50= 4275 N

Example E3:

The following data are given for a full hydrodynamic journal bearing:
Radial load=25kN
Journal speed=900 r/min.
Unit bearing pressure= 2.5 MPa
(l/d) ratio= 1:1
Viscosity of the lubricant=20cP
Class of fit=H7e7
Calculate: 1.Dimensions of bearing
2. Minimum film thickness and
3. Requirement of oil flow

Solution:
N = 900/60= 15 r/sec
P=W/Ld
2.5= 25000/Ld=25000/d 2
As L=d.
d= 100 mm & L=100 mm

For H7 e7 fit, referring to table of tolerances,

100 H7 = Min. hole limit = 100.000 mm
Max. hole limit = 100.035 mm
Mean hole diameter= 100.0175 mm
100 e7 = Max. shaft size = 100- 0.072= 99.928 mm
Min. shaft size = 100- 0.107= 99.893 mm
Mean shaft diameter= 99.9105 mm
Assuming that the process tolerance is centered,
Diametral clearence= 100-0175- 99.9105= 0.107 mm
Radial clearence= 0.107/2= 0.0525mm

Assume r/c = 1000 for general bearing applications.

C= r/1000=50/1000 = 0.05 mm.
Z= 20 cP= 20x10-3 Pa.sec
Nl = 15 r/sec
P= 2.5 MPa= 2.5 x106 Pa
S= (ZN/p) (r/c)2 =0.12

For L/d=1 & S=0.12, Minimum Film thickness variable= ho /c = 0.4

ho = 0.4x 0.05= 0.02 mm

Example E4:
A journal bearing has to support a load of 6000N at a speed of 450 r/min. The diameter of the
journal is 100 mm and the length is 150mm.The temperature of the bearing surface is limited
to 50 C and the ambient temperature is 32 C. Select a suitable oil to suit the above
conditions.

Solution:

Nl = 450/60 =7.5 r/sec, W=6000 N, L=150mm, d=100 mm,

tA = 32 C, tB = 50 C.
Assume that all the heat generated is dissipated by the bearing.

Use the Mckees Equation for the determination of coefficient of friction.

f=Coefficient of friction= Ka ( ZNl /p) (r/c) 10-10 +f

p= W/Ld= 6000/100x150 = 0.4 MPa.

Ka = 0.195x 106 for a full bearing
f = 0.002
r/c= 1000 assumed
U= 2rNl = 2x3.14x 50x7.5= 2335 mm/sec= 2.335 m/sec.
f = 0.195x 106 x (Z * 7.5 / 0.4) x 1000 x 10-10 +0.002
f = 0.365Z+0.002

Heat generated= f *W*U

Heat generated= (0.365Z+ 0.002)x6000x2.335

Heat dissipated from a bearing surface is given by:

HD= ld (T+18)2/ K3

Where K3= 0.2674x 106 for bearings of heavy construction and well ventilated
= 0.4743x106 for bearings of light construction in still air air

T= tB - tA = 50-32 =18C
HD = 150x100( 18+18)2 / 0.2674x106 =72.7 Watt

HD = Hg for a self contained bearing.

72.7 = (0.365Z+ 0.002)x6000x2.335

Z= 0.0087 Pa.Sec.

Relation between oil temp, Amb. temp, & Bearing surface temperature is given by
tB tA= (tO- tA)
tO = oil temperature= 68 C
Select SAE 10 Oil for this application
2.8 INTRODUCTION TO COMPOUND CYLINDERS
In thick walled cylinders subjected to internal pressure only, it can be seen from the equation
of the hoop stress that the maximum stresses occur at the inside radius and this can be given
by:
p (d 2 + d 2 )
t max = i 2 o 2 i
do di
This means that as p increases t may exceed yield stress even when p < Furthermore, it
i i yield.
can be shown that for large internal pressures in thick walled cylinders the wall thickness is
required to be very large. This is shown schematically in figure 2-10.

Figure 2.10 Variation of wall thickness with the internal pressure in thick cylinder
This means that the material near the outer edge of the cylinder is not effectively used since
the stresses near the outer edge gradually reduce.
In order to make thick-walled cylinders that resist elastically large internal pressure and make
effective use of material at the outer portion of the cylinder the following methods of pre-
stressing are used:

Shrinking a hollow cylinder over the main cylinder. (Compound cylinders)

Multilayered or laminated cylinders.
Autofrettage or self hooping.

Compound cylinders
An outer cylinder (jacket) with the internal diameter slightly smaller than the outer diameter
of the main cylinder is heated and fitted onto the main cylinder. When the assembly cools
down to room temperature, a compound cylinder is obtained. In this process the main cylinder
is subjected to an external pressure leading to radial compressive stresses at the interface (Pc)
as shown in figure 2.11.
 Figure 2.11 contact stress Pc in a compound cylinder
The outer cylinder is subjected to an internal pressure leading to tensile circumferential
stresses at the interface (Pc) as shown in figure 2.11. Under these conditions as the internal
pressure increases, the compression in the internal cylinder is first released and then only the
cylinder begins to act in tension.

Figure. 2.11 Compound cylinders

Compound cylinders:
The tangential stress at any radius r for a cylinder open at both ends and subjected to internal
pressure (Birnies equation)

pi d i2 pi d i2 d o2
t = (1 ) + (1 + )
d o2 d i2 4r 2 (d o2 d i2 )
The Radial stress at any radius r for a cylinder open at both ends and subjected to internal
pressure (Birnies equation)

pi d i2 pi d i2 d o2
r = (1 ) (1 + )
d o2 d i2 4r 2 (d o2 d i2 )

The tangential stress at the inner surface of the inner cylinder

2 pc d c2
t i =
d c2 d i2

The tangential stress at the outer surface of the inner cylinder

d c2 + d i2
t c = pc
d2 d2
c i

The tangential stress at the inner surface of the outer cylinder

d o2 + d c2
t c = pc
d2 d2
o c

The tangential stress at the outer surface of the outer cylinder

2 pc d c2
t o =
d o2 d c2

Total shrinkage allowance when two cylinders are made of two different materials

d c2 + d i2 d o2 + d c2
B = pc d c 2 2
+ 2 2
s + h
Es (d c d i ) Eh (d o d c ) Es Eh

When both the cylinders are made of same material the pressure between the cylinders is
given by the equation

BE (d c2 d i2 )(d o2 d c2 )
pc =
2d c3 (d o2 d i2 )
Laminated cylinders
The laminated cylinders are made by stretching the shells in tension and then welding along a
longitudinal seam. This is shown in figure 2.12.

Figure.2.12 Laminated cylinder

Autofrettage
Pressure vessels are now widely used in nuclear power plants for steam and power
generation. Other pressure vessel applications may involve pressures as high as 1380 MPa
and temperatures of up to 300 C, resulting in the pressure vessel material holding immense
potential energy exerted by the working fluid. The process fluid may also be a source of
hydrogen embrittlement and/or stress corrosion cracking. Such high-pressure vessels require
proper understanding of the stress levels and their distributions in order to have fail-safe
designs or even to minimize the probability of disruptive failures. Past pressure vessel
catastrophic failures, arising from lack of understanding of stress levels, material properties
and fluid/structure environmental interactions, particularly early in the last century, were very
expensive in terms of losses in materials and human life, and they were the main impetus for
the early studies of stresses in cylinders of various materials.

High-pressure vessels are now of great importance in many industries and their economic use
often depends upon the occurrence of small, controlled, permanent deformations. Before
commissioning, pressure vessels are normally pressure tested at an overstrain pressure of
1.251.5 times the design pressure in order to test for leakages. This process results in
yielding of the bore and may also advantageously lead to catastrophic failure for poorly
designed or fabricated vessels. Vessels with brittle characteristics may also fail at this stage.
After overstraining, residual stresses are left in the cylinder and the nature of these residual
stresses is now widely known. However, the residual stress levels are not documented for use
in service or during de-rating after periodic inspections. In service, the vessels are able to
carry a much higher load before re-yielding than would be the case without the leak test.
Overstraining beyond the leak test pressure is usually carried out during manufacture and this
technique is called Autofrettage or self-hooping.

In some applications of thick cylinders such as gun barrels no inelastic deformation is

permitted. But for some pressure vessel design satisfactory function can be maintained until
the inelastic deformation that starts at inner bore spreads completely over the wall thickness.
With the increase in fluid pressure yielding would start at the inner bore and then with further
increase in fluid pressure yielding would spread outward. If now the pressure is released the
outer elastic layer would regain its original size and exert a radial compression on the inner
shell and tension on the outer region.
This gives the same effect as that obtained by shrinking a hoop over an inner cylinder. This is
known as Self- hooping or Autofrettage. This allows the cylinder to operate at higher fluid
pressure. For a given autofrettage fluid pressure a given amount of inelastic deformation is
produced and therefore in service the same fluid pressure may be used without causing any
additional inelastic deformation.

2.9 Examples on compound cylinders

E1: A shrink fit assembly formed by shrinking one tube over another tube is subjected to an
internal pressure of 60 MPa. Before the fluid is admitted, the internal & external diameters of
the assembly were 120 & 200mm and the diameter of the junction was 160 mm. After
shrinking, the contact pressure at the junction was 8 MPa, plot the resultant stress distribution
in each cylinder after the fluid has been admitted.

Solution:

Hoop stresses due to shrink fit in both the cylinders

The tangential stress at the inner surface of the inner cylinder

2 pc d c2
t i = = -36.5 MPa
d c2 d i2

The tangential stress at the outer surface of the inner cylinder

d c2 + d i2
t c = pc = -28.57 MPa
d2 d2
c i

The tangential stress at the inner surface of the outer cylinder

d o2 + d c2
t c = pc = 36.44 MPa
d2 d2
o c

The tangential stress at the outer surface of the outer cylinder

2 pc d c2
t o = = 28.44 MPa
d o2 d c2
 Variation of tangential stresses due to shrink fit alone

Stress distribution only due to internal pressure alone

Lames equation for internal pressure:

pi d i2 4r 2 + d o2
The tangential stress at radius r, t =
4r 2 d o2 d i2

At r= 60 mm, t = +127.5 MPa (tensile)

At r= 80 mm t = +86.4 MPa (tensile)
At r=100 mm t = + 67.5 MPa (tensile)
Resultant stress distribution

Resultant Stress at the inner surface of the inner cylinder= -36.57+127.5 = + 90.3 MPa
Resultant Stress at the outer surface of the inner cylinder= -28.57+86.41 = + 57.19 MPa

Resultant Stress at the inner surface of the outer cylinder=36.44+86.48

= + 122.92 MPa

Resultant Stress at the outer surface of the outer cylinder= 28.44+67.5 = + 95.94 MPa
 Resultant stress distribution

2.10 Introduction to press and shrink fits

Press fits, or interference fits, are similar to pressurized cylinders in that the placement of
an oversized shaft in an undersized hub results in a radial pressure at the interface. In a
press fit, the shaft is compressed and the hub is expanded. There are equal and opposite
pressures at the mating surfaces. The relative amount of compression and expansion
depends on the stiffness (elasticity and geometry) of the two pieces. The sum of the
compression of the shaft and the expansion of the hub equals the interference introduced.
Commonly used Interference Fits

H7/p6 Locational Interference: Fit for parts requiring rigidity and alignment with prime
accuracy of location, but without special bore pressure requirements.

H7/r6 Medium Drive fit for ferrous parts and light drive fit for non ferrous parts that can
be dismantled.
H7/s6 Permanent or semi -permanent assemblies of steel and cast iron. Fit for ordinary
steel parts or shrink fits on light sections, the tightest fit usable with cast iron. For
light alloys this gives a press fit.

H7/u6 Force fit: Fit suitable for parts which can be highly stressed or for shrink fits
where the heavy pressing forces required are impractical.

Analysis of Press Fits:

Start by finding the interface pressure.

BE (d c2 d i2 )(d o2 d c2 )
pc =
2d c3 (d o2 d i2 )

Where B is the shrinkage allowance for hub and shaft of the same material with modulus of
elasticity E.

If the shaft is solid, di = 0 and

EB d c2
pc = 1
2d c d o2

If the shaft and hub are of different materials

B
pc =
1 d o + d c2
2

dc + 2 2
s + h
E s Eh ( d o d c ) E s E h

Once we have the pressure, we can use the cylinder equations to compute the hoop stresses at
the interface. The hoop stress at the ID of the hub is tensile.
 d2 + d2
t c = pc o c
d2 d2
o c

If shaft is solid,

d2 +d2
t c = pc c i = p
d2 d2 c
c i

The hoop stress at the OD of the shaft is compressive.

Strain Analysis of Press Fits

The press fit has no axial pressure and it is a biaxial stress condition. The circumferential
strain which equals the radial strain (because C = 2pr):

c r
c =
E E

Because the radial change, we get the increase in Inner diameter of the outer member (hub):

d2 +d2
h = pc d c o c + h
2 2
Eh (d o d c ) Eh

The decrease in Outer diameter of the inner member (shaft):

d2 +d2
s = pc d c c i s
2 2
Es (d c d i ) Es

The total shrinkage allowance

B = h + s

Forces resulting in interference fits:

The total axial force required to assemble a force fit (approximately): Fa = dLfpc

Fa d d 2 Lfpc
The torque transmitted: T = =
2 2

Where, f= coefficient of friction

SHRINK FITS

The temperature to which a piece to be shrunk must be heated for assembling:

B
t 2 + t1
d c

t2 is the final temperature to which hub must be heated

t1 is the temperature of the shaft .
is the thermal expansion coefficient of material of the hub.

Examples on Press and shrinkfit:

E1. A cast steel crank is to be shrunk on a 250 mm steel shaft. The outside diameter of the
crank hub is 444.5 mm. The maximum tangential stress in the hub is limited to 150 MPa.
Coefficient of friction between the hub and the shaft is 0.15. Determine:
The required bore of the crank.
Probable value of the normal pressure between the hub and the shaft.
The torque that may be transmitted with out using a key, if the hub length is 250 mm.

Solution:

The hoop stress is maximum at the ID of the hub and is given by:

d2 + d2
t c = pc o c
d2 d2
o c

Limiting value of hoop stress is given to be 150 MPa

do=444.5mm , dc=250mm. Substitute and determine Pc.
Pc= 78 MPa.

Determine B, the total shrinkage allowance for hub and shaft of the same material, with
modulus of elasticity, E.
If the shaft is solid, di = 0.

BE (d c2 d i2 )(d o2 d c2 )
pc =
2d c3 (d o2 d i2 )
E=200x103 MPa

B = total shrinkage allowance = 0.28mm

Assuming that the assembly is done using selective assembly technique,

The required bore of the crank = basic size- shrinkage allowance
= 250-0.28
= 249.72 mm

The total axial force required to assemble a force fit (approximately): Fa = dLfpc

f = 0.15, Pc=78 MPa, L=75mm, d=250mm

Substitute and determine the force required to assemble

Fa= 2.29x 106 N

If this force calculated can not be obtained with the regular presses, it becomes obvious that
we should reduce the interference at the time of assembly. This can be achieved by heating
the hub and expanding its internal diameter by a calculated amount and then slipping it over
the shaft. This produces the required shrink fit once assembly cools and reaches the room
temperature.
F d d 2 Lfpc
The torque transmitted, T = a =
2 2

Fa= 2.29x106 N, d= 250 mm. Substitute and determine T.

T= 287x106 N-mm.

The torque calculated is based on shrink fit only (without the presence of the key).

E2. A steel hub of 440 mm outside diameter, 250mm inside diameter & 300 mm length has an
interference fit with a shaft of 250 mm diameter. The torque to be transmitted is 30x104 N-m.
The permissible stress for the material of the shaft & hub is 120 MPa. The coefficient of
friction is 0.18. Determine:
The contact pressure
The interference required
The tangential stress at the inner and outer surface of the hub.
Force required to assemble.
Radial stress at the outer & inner diameter of the hub.

The contact pressure can be determined based on the torque transmitted.

F d d 2 Lfpc
The torque transmitted, T = a =
2 2

T= 30x104 N-m= 30x107 N-mm. d = 250mm,

L= 300 mm, f=0.18. Substituting the above values,
Pc = 56.6 MPa.
The hoop stress at the ID of the hub is tensile and is given by:

d2 + d2
t c = pc o c
d2 d2
o c

Substitute do= 440mm, dc=250mm and obtain the value of hoop stress at the ID of the hub.
t c = 110.56 MPa < 120 MPa

2 pc d c2
The tangential stress at the outer surface of the outer cylinder, t o =
d o2 d c2

di =0, Pc = 56.6 MPa and determine B. B=0.21 mm.

The interference required is 0.21 mm.

The total axial force required to assemble a force fit (approximately):

Fa = dLfpc

= 2.4 x106 N

pi d i2 4r 2 d o2
r =
4r 2 d o2 d i2

Radial Stress at the inner surface of the hub= -Pc= -56 .6 MPa.
Radial Stress at the outer surface of the hub = 0
E3. A steel hub of 50 mm outside diameter, 28mm inside diameter & 75 mm length is to have
an interference fit with a shaft of 28 mm diameter employing a heavy press fit not using
selective assembly. Determine:
The tolerances and interference of mating parts.
The maximum radial contact pressure
The actual maximum and minimum tangential stress at the contact surface of the hub.
The maximum and minimum tangential stress based on maximum strain theory.
Force required to assemble the hub onto the shaft. The coefficient of friction is 0.18.
The maximum torque that can be transmitted by this assembly.

Choose 28 H7/s6 as the fit for the assembly.

28 s6= Upper limit=28+0.048 =28.048 mm

= Lower limit=28+0.035 =28.035 mm
28 H7 = upper limit=28 +0.021 =28.021 mm
= lower limit=28+0.000 =28.000 mm.

Maximum Interference= Min.bore size- Max. shaft size

= 28.000-28.048= - 0.048mm

Minimum Interference= Max. bore size- Min. shaft size

= 28.021-28.035= - 0.014 mm

The interference in the assemblies varies between the limits of a maximum of 0.048mm and a
minimum of 0.014mm.

B max =0.048mm Bmin =0.014mm

The contact stress will be maximum when interference is maximum.

B E (d c2 d i2 )(d o2 d c2 )
pc max = max
2d c3 (d o2 d i2 )
dc=28mm, do=50mm, E=210x103 MPa, Bmax = 0.048 mm
& determine Pc max.
Pc max= 123.55 MPa.

B E (d c2 di2 )(d o2 d c2 )
pc min = min
2d c3 (d o2 d i2 )

Pc min= 36.04 MPa.

The contact stress varies between the limits 123 MPa to 36 MPa.
The hoop stress at the ID of the hub is maximum and this also varies as the interference in the
assemblies varies and the actual maximum and minimum at the ID is given by:
d2 + d2
t max = pcmax o2 c2
d d
o c

= + 236.44 MPa
 d o2 + d c2
t min = pcmin
d2 d2
o c

= + 68.9 MPa

The hoop stress at the ID of the hub is maximum and this also varies as the interference in the
assemblies varies and the equivalent maximum and minimum at the ID based on Strain theory
is given by:
d2 +d2
t c = pc o2 c2 +
do dc

Substituting poisons ratio=0.3 for steel and maximum and minimum radial contact stress Pc,
determine t max & t min based on Max. strain theory.
t max = 273MPa

t min = +79.7 MPa

Maximum torque can be transmitted when interference is maximum.

When interference is maximum, Pc is maximum.
The maximum torque can be calculated by:
2
Fa d d Lfpcmax
Tmax = =
2 2

T max = 1.37x106 N-mm.

The maximum axial force required to assemble a force fit (approximately):

Fa d
Tmax = max
2
F a max= 97.8x103 N

UNFIRED PRESSURE VESSELS

An unfired pressure vessel is defined as a vessel or a pipe line for carrying, storing or
receiving steam, gasses or liquids under pressure. I.S.2825 -1969 code for pressure vessels
gives the design procedure for welded pressure vessels of ferrous materials, subjected to an
internal pressure of 0.1 MPa to 20 MPa. This code does not cover steam boilers, nuclear
pressure vessels or hot water storage tanks.

Classification of pressure vessels:

Pressure vessels are classified into 3 groups:

Class 1
Class 2
Class 3
Class 1 pressure vessels are used to contain lethal and toxic substances. Substances like
Hydrocyanic acid, carbonyl chloride or mustard gas which are dangerous to human life are
contained by class 1 pressure vessels. Class 1 pressure vessels are used when the operating
temperature is less than -200 C. Safety is of paramount importance in the design of these
pressure vessels. Two types of welding are employed in this case:
double welded butt joint with full penetration
Single welded butt joint with backing strip.
Welded joints of class 1 pressure vessels are fully radiographed.

Class 3 pressure vessels are used for relatively light duties. They are not recommended for
service when the operating temperature is less than 00 C or more than 2500 C. The maximum
pressure is limited to 1.75 MPa. The maximum shell thickness is limited to 16 mm. They are
usually made from carbon and low alloy steels. Welded joints are not radiographed.

Class 2 pressure vessels are those which do not come under class 1 or class 3. The maximum
shell thickness is limited to 38mm. Welded joints used are similar to class 1 but the joints are
only spot radiographed.

THICKNESS OF SHELLS SUBJECTED TO INTERNAL PRESSURE

The minimum thickness of shell plates exclusive of corrosion allowance in mm
pDi pDo
a) For cylindrical shells: t = =
2 fJ p 2 fJ + p
pDi pDo
b) For spherical shells: t = =
4 fJ p 4 fJ + p

Where J is the joint efficiency, f is the allowable tensile stress & p is the internal pressure, Di
& Do are the inside and outside diameter of the shell respectively.

Corrosion in the pressure vessels can be due to:

Chemical attack where the metal is dissolved by a chemical reagent.
Rusting due to air and moisture.
Erosion due to flow of reagents over the surfaces of the walls
at high velocities
Scaling or oxidation at high temperatures.

Corrosion allowance (CA) is additional metal thickness over and above that required to
withstand internal pressure. A minimum corrosion allowance of 1.5 mm is recommended
unless a protective coating is employed.

END CLOSURES

Formed heads used as end closures for cylindrical pressure vessels are:
Doomed heads
Conical heads.
Doomed heads can further be classified into three groups:
Hemispherical heads
Semi ellipsoidal heads
Torispherical heads
The section below gives various formulae connected with the calculations of the thickness of
end closures.

THICKNESS OF SPHERICALLY DISHED COVERS

The thickness of spherically dished ends secured to the shell to a flange connection by means
of bolts shall be calculated by the formula (provided that the inside crown radius R of the
dished cover does not exceed 1.3 times the shell inside diameter Di and the value of 100t/R is
not greater than 10)

3 pDi
t=
2 fJ

Where J = joint factor (table 8.2)

UNSTAYED FLAT HEADS AND COVERS

Thickness of flat heads and covers:

The thickness of flat unstayed circular heads and covers shall be calculated by the formula
when the head or cover is attached by bolts causing an edge movement

t = CD p / f
For C and D refer table 8.1

The thickness of flat unstayed non-circular heads and covers shall be calculated by the
formula
t = CZa p / f
Where Z= the factor for non-circular heads depending upon the ratio of short span to long
span a/b
Unstayed flat plates with uniformly distributed loads

Integral flat head

Circular plate uniformly loaded:

The thickness of the plate with a diameter D supported at the circumference and subjected to a
uniformly distributed pressure p over the total area.

t = C1D p / f

The maximum deflection

c2 D 4 p
y=
Et 3
Where c1 and c2 are coefficients from table 8.5

Circular plate loaded centrally:

The thickness of a flat cast iron plate supported freely at the circumference with a diameter D
and subjected to a load F distributed uniformly over an area D2o /4

F
t = 1.2 (1 0.670 Do / D )
f

0.12 D 2 F
The deflection in mm, y =
Et 3

Grashofs formula for the thickness of a plate rigidly fixed around the circumference with the
above given type loading,
1/ 2
F
t = 0.65 log e ( D / Do )
f
0.055D 2 F
The deflection in mm, y =
Et 3
Rectangular plates:

The thickness of a rectangular plate subjected to uniform load (Grashof & Bach)
1
p 2
t = abc3
2 2
f (a + b )

The thickness of a rectangular plate on which a concentrated load F acts at the intersection of
diagonals
1
abF 2
t = c4
2 2
f (a + b )

Where a = length of plate, mm

b = breadth of plate, mm
c3, c4 = coefficients from table 8.5

Examples on Cylinder heads

E1. A cast iron cylinder of inside diameter 160mm is subjected to a pressure of 15 N/mm2.
The permissible working stress may be taken as 25MPa for cast iron. If the cylinder is closed
by means of a flat head cast integral with cylinder walls, find the thickness of the cylinder
wall and the head.

Solution: Since the cylinder is made of cast iron, use the normal stress theory to calculate the
wall thickness.
The cylinder wall thickness for brittle materials based on maximum normal stress theory
1

d i t + pi 2
t= 1
2 t pi

di= 160 mm, t =25 MPa, Pi= 15MPa

Substitute and find out the value of the thickness of the cylinder wall.

t= 80mm

Thickness of cylinder head

Circular plate uniformly loaded:
The thickness of the plate with a diameter D supported at the circumference and subjected to a
uniformly distributed pressure p over the total area.

t = C1D p / f
Since the head is cast integral with the wall, c1 = 0.44 (from table 8.5)
D=160 mm, p=15 MPa, f=25 MPa,
Substitute and determine the value of t thickness of the head.
t= 54.5mm or 55mm.
E2. The steam chest of a steam engine is covered by a rectangular plate 240x380 mm in size.
The plate is made of cast iron and is subjected to a steam pressure of 1.2 N/mm2 and the
plate is assumed to be uniformly loaded and freely supported at the edges. Find the thickness
of the plate if the allowable stress of the cast iron plate is 35 MPa.

Solution:

Rectangular plates:

The thickness of a rectangular plate subjected to uniform load (Grashof & Bach)
1
p 2
t = abc3
2 2
f (a + b )

Where a = length of plate, mm

b = breadth of plate, mm
c3, c4 = coefficients from table 8.5

a= 380mm, b= 240 mm, f= 35 MPa, p= 1.2 MPa,

c3 = 0.75 for a rectangular plate with the edges freely supported
Determine the thickness t.

t= 28.2 mm or 30 mm.

Problems for practice

EP1. A steel cylinder is 160 mm ID and 320 mm OD. If it is subject to an internal pressure of
150 MPa, determine the radial and tangential stress distributions and show the results on a
plot (using a spreadsheet). Determine the maximum shear stress in the cylinder. Assume it has
closed ends.
( Ans: t = 250 to 100 MPa, r = 0 to 150 MPa, max shear stress = 200 MPa.)

EP2. A cylinder is 150 mm ID and 450 mm OD. The internal pressure is 160 MPa and the
external pressure is 80 MPa. Find the maximum radial and tangential stresses and the
maximum shear stress. The ends are closed.
(Ans: t= 20 to 60 MPa, r= 80 to 160 MPa, max shear stress = 90 MPa.)

EP3. A 400 mm OD steel cylinder with a nominal ID of 240 mm is shrunk onto another steel
cylinder of 240 mm OD and 140 mm ID. The radial interference is 0.3 mm. Use Young's
Modulus E = 200 GPa and Poisson's Ratio = 0.3. Find the interface pressure pc and plot the
radial and tangential stresses in both cylinders. Then find the maximum internal pressure
which may be applied to the assembly if the maximum tangential stress in the inside cylinder
is to be no more than 140 MPa.
( Ans : pc= 120.3 MPa. inner cylinder : t= -365 to -244 MPa, r= 0 to -120.3 MPa. outer
cylinder : t= 256 to 135 MPa,
r= -120.3 to 0 MPa. Maximum internal pressure = 395 MPa.)
EP4. A cylinder with closed ends has outer diameter D and a wall thickness t = 0.1D.
Determine the %age error involved in using thin wall cylinder theory to calculate the
maximum value of tangential stress and the maximum shear stress in the cylinder.
( Ans: tangential stress 9.75% : max. shear stress 11.1%)

EP5. A gun barrel has an ID of 150 mm. It is made by shrink fitting an outer sleeve of ID 190
mm and OD of 210 mm over an inner sleeve of ID 150.0 mm and OD of 190.125 mm. The
maximum pressure seen in the barrel is 50 MPa. The inner sleeve is made from steel with
yield strength 320 MPa and the inner sleeve is made from steel with yield strength 670 MPa.
Determine the factor of safety using the Von Mises yield criterion.
Determine the minimum temperature difference needed between the sleeves to permit shrink
fitting to take place.
2.1 Introduction to pressure vessels

Pressure vessels in the form of cylinders and tanks are used for storing variety of liquids and
gasses at different temperatures and pressures. Some of the substances stored can be lethal to
human beings if exposed and some can be highly explosive. Bursting of pressure vessels
due to improper design can prove fatal to human life and property. It is imperative that a
designer should have a comprehensive understanding of the principles of designing such
pressure vessels based on national and international standards.

2.2 Stresses in thin cylinders

If the wall thickness is less than about 7% of the inner diameter then the cylinder may be
treated as a thin one. Thin walled cylinders are used as boiler shells, pressure tanks, pipes and
in other low pressure processing equipments. A thin cylinder is also defined as one in which
the thickness of the metal is less than 1/20 of the diameter of the cylinder. In thin cylinders, it
can be assumed that the variation of stress within the metal is negligible, and that the mean
diameter, dm is approximately equal to the internal diameter, di.
In general three types of stresses are developed in pressure cylinders viz. circumferential or
hoop stress, longitudinal stress in closed end cylinders and radial stresses. These stresses are
demonstrated in figure 2.1.

Figure 2.1
Radial stress in thin cylindrical shells can be neglected as the radial pressure is not generally
high and that the radial pressure acts on a larger area.

The internal pressure, p tends to increase the diameter of the cylinder and this produces a
hoop or circumferential stress (tensile). If the stress becomes excessive, failure in the form of
a longitudinal burst would occur.
Consider the half cylinder shown. Force due to internal pressure, pi is balanced by the force
due to hoop stress, t i.e. hoop stress x area = pressure x projected area

t x 2 L t = p x L x di

t = (p di) / 2 t

Longitudinal stress in a cylinder:

Figure 1.2
The internal pressure p also produces a tensile stress in the longitudinal direction as shown in
figure 1.2.
The force P acting on an area (d2i / 4) is balanced by longitudinal stress t acting over an
approximate area dit.
t x dit = p (d2i / 4)

t = pdi / 4t
Since hoop stress is twice longitudinal stress, the cylinder would fail by tearing along a line
parallel to the axis, rather than on a section perpendicular to the axis. The equation for hoop
stress is therefore used to determine the cylinder thickness.
Pressure vessels are generally manufactured from curved sheets joined by welding. Mostly V
butt welded joints are used. The riveted joints may also be used. Since the plates are
weakened at the joint due to the rivet holes, the plate thickness should be enhanced by taking
into account the joint efficiency. Allowance is made for this by dividing the thickness
obtained in hoop stress equation by efficiency (i.e. tearing and shearing efficiency) of the
joint. A typical welded construction of a pressure vessel is shown in figure 2.3 and riveted
construction is shown in figure 2.4.
 Figure 2.3. Welded construction of a pressure vessel

Figure 2.4. Rivetted construction of a pressure vessel

2.3 Stress induced in a spherical shell:

A sphere is the most favorably stressed shaped for a vessel requiring minimum wall thickness.
It is used for extremely high pressure options. It is used in space vehicles and missiles for the
storage of liquefied gasses at lower pressures but with light weight thin walls. Spheres also
have the greatest buckling resistance. Spherical vessels are used as pressure carrying
structures and as living space in most deep submerged vehicles for oceanography. The stress
induced in a spherical vessel is as shown in figure 2.5 and is given by:

t = pdi / 4t
Figure 2.5 Stress in a spherical pressure vessel
2.4 EXAMPLE ON THIN CYLINDERS
E1. An air receiver consisting of a cylinder closed by hemispherical ends is shown in
Figure below. It has a storage capacity of 0.25 m3 and an operating internal pressure of 5
MPa. It is made of plain carbon steel 10C4 with an ultimate tensile strength of 340 MPa.
Factor of safety to be used is 4. Neglecting the effect of welded joints, determine the
dimensions of the receiver.

Volume of the vessel V= d2i L/4 + d3i/6

Substituting L=2di and simplifying;
di = (3V/2)
= 0.492 m or 500 mm
L=2di = 500 X 2 =1000 mm.
Allowable stress= 340/4 =85 MPa.
Thickness of the cylinder = (neglecting the effect of welded joint)

t= pdi/2t
t= 14.7 mm or 15 mm.
Thickness of the hemispherical Ends:

t= pdi/4t
t=7.35 mm or 7.5 mm.

Problems for practice:

EP1. A seamless pipe 800 mm in diameter contains air at a pressure of 2 MPa. If the
permissible stress of the pipe material is 100 MPa, find the minimum thickness of the pipe.
EP2. A cylindrical air receiver for a compressor is 2m in internal diameter and made of plate
15 mm thick. If the hoop stress is not to exceed 90 MPa and longitudinal stress is not to
exceed 60 MPa find the safe air pressure.
EP3. A cylindrical shell of 2.2m internal diameter is constructed of mild steel plate. The shell
is subjected to an internal pressure of 0.8 MPa. Determine the thickness of the shell plate by
adopting a factor of safety of 6. The ultimate tensile strength of steel is 470 MPa. The
efficiency of the longitudinal joint may be taken as 78%.
2.5 THICK CYLINDERS
If the wall thickness is more than about 7% of the inner diameter then the cylinder may be
treated as a Thick Cylinder.

Difference in Treatment between Thin and Thick Cylinders

In thin cylinders the hope stress is assumed to be constant across the thickness of the cylinder
wall. In thin cylinders there is no pressure gradient across the wall. In thin cylinders, radial
stress is neglected (while it is of significant magnitude in thick cylinders). In thick cylinders
none of these assumptions can be used and the variation of hoop and radial stress will be as
shown in figure 2.6.

Figure 2.6 Variation of stresses in thin and thick cylinders

A thick cylinder subjected to both internal and external pressure is shown in figure 2.7.

Figure 2.7 Thick cylinder subjected to both internal and external pressure

Figure 2.8 Radial and Tangential stress (hoop stress) distribution in a thick cylinder subjected
to internal pressure only
Figure 2.9 Radial and Tangential stress (hoop stress) distribution in a thick cylinder subjected
to external pressure only

2.6 REVIEW OF LAMES EQUATION FOR THICK CYLINDERS:

When the material of the cylinder is brittle, such as Cast iron or Cast steel, Lames equation is
used to determine the wall thickness. It is based on the Maximum Principal stress theory,
where maximum principal stress is equated to permissible stress of the material.
The three principal stresses at the inner surface of the cylinder are:
Tangential or hoop stress t
Longitudinal stress lt
Radial stress r

Thick Cylinders
Lames Equations:
The tangential stress in the cylinder wall at radius r

pi d i2 po d o2 d i2 d o2 ( pi po )
t = +
d o2 d i2 4r 2 (d o2 d i2 )
b
=a+
r2
The radial stress in the cylinder wall at radius r

pi d i2 po d o2 d i2 d o2 ( pi po )
r =
d o2 d i2 4r 2 (d o2 d i2 )
b
=a
r2
Lames equation for internal pressure:
pi d i2 4r 2 + d o2
The tangential stress at radius r, t =
4r 2 d o2 d i2

pi d i2 4r 2 d o2
The radial stress at radius r, r =
4r 2 d o2 d i2

pi (d o2 + d i2 )
The maximum tangential stress at the inner surface, t max =
d o2 d i2

pi d o2
The maximum shear stress at the inner surface, max =
d o2 d i2

The cylinder wall thickness for brittle materials based on the maximum normal stress theory

1


t 2
1
d + p
t= i i
2 t pi

The cylinder wall thickness for ductile materials based on the maximum shear theory

1

2
1
d
t= i t

2 t 2 pi

Clavarinos equation is applicable to cylinders with closed ends and made of ductile
materials. Clavarinos equation is based on maximum strain theory.
The thickness of a thick cylinrer based on Clavarinos equation is given by

1


t 2
1
d '+ (1 2 ) p
t= i i
2 t '(1 + ) pi

Birnies equation for open ended cylinders made of ductile materials is given by

1


d i t '+(1 ) pi 2
t= 1
2 t '(1 + ) pi

2.7 EXAMPLE ON THICK CYLINDERS
E1: A pipe of 400 mm internal diameter and 100 mm thickness contains a fluid at 8
MPa. Find the maximum and minimum hoop stress across the section. Also sketch the
hoop stress and radial stress distribution across the section.
Solution:
t = a + (b/r2) and r== a - (b/r2)

At r = 200 mm, r = -8 Mpa.

At r= 300 mm, r = 0
Determine the values of a & b.
a= 6.4 b=576000
t = 6.4 + 576000/ r2
r = 6.4 576000/ r2
Calculate the values of Hoop stress and Radial stress at 200,225,250,275 & 300 mm radius.
Plot the variation on a graph sheet. Variation shown in the figure is not to scale.

r(mm) t (MPa) r (MPa)

200 20.8 -8.0

225 17.77 - 4.97

250 15.61 - 2.81

275 14.0 - 1.21

300 12.8 0

Problems for practice:

EP1:The piston rod of a hydraulic cylinder exerts an operating force of 10kN. The friction
due to piston packings and stuffing box is equivalent to 10% of the operating force. The
pressure in the cylinder is 10 MPa. The cylinder is made of cast iron FG 200 and the factor of
safety is 5. Determine the diameter and thickness of the cylinder.
EP2: The inner diameter of a cylindrical tank for storing a liquefied gas is 250mm.The gas
pressure is limited to 15 MPa. The tank is made of plain carbon steel 10C4 ( Sut= 340 MPa &
= 0.27) and the factor of safety is 5. Calculate the thickness of the cylinder.
DESIGN OF SPRINGS
Springs are flexible machine elements

Definition of spring

A spring is an elastic object used to store mechanical energy. Springs are elastic bodies
(generally metal) that can be twisted, pulled, or stretched by some force. They can return to their
original shape when the force is released. In other words it is also termed as a resilient member.

A spring is a flexible element used to exert a force or a torque and, at the same time, to store
energy.

The force can be a linear push or pull, or it can be radial, acting similarly to a rubber band around
a roll of drawings.
The torque can be used to cause a rotation, for example, to close a door on a cabinet or to provide
a counterbalance force for a machine element pivoting on a hinge.

Objectives of spring

To provide Cushioning, to absorb, or to control the energy due to shock and vibration.
Car springs or railway buffers to control energy, springs-supports and vibration dampers
To Control motion
Maintaining contact between two elements (cam and its follower) Creation of the necessary
pressure in a friction device (a brake or a clutch)
To Measure forces
Spring balances, gages

Commonly used spring materials

One of the important considerations in spring design is the choice of the spring material. Some of
the common spring materials are given below.
Hard-drawn wire
This is cold drawn, cheapest spring steel. Normally used for low stress and static load. The
material is not suitable at subzero temperatures or at temperatures above 1200C.
Oil-tempered wire
It is a cold drawn, quenched, tempered, and general purpose spring steel. It is not suitable for
fatigue or sudden loads, at subzero temperatures and at temperatures above 1800C.

Chrome Vanadium
This alloy spring steel is used for high stress conditions and at high temperature up to 2200C. It is
good for fatigue resistance and long endurance for shock and impact loads.

Chrome Silicon:

This material can be used for highly stressed springs. It offers excellent service for long life,
shock loading and for temperature up to 2500C.

Music wire

This spring material is most widely used for small springs. It is the toughest and has highest
tensile strength and can withstand repeated loading at high stresses. It cannot be used at subzero
temperatures or at temperatures above 1200C.

Stainless steel:

Widely used alloy spring materials.

Phosphor Bronze / Spring Brass:

It has good corrosion resistance and electrical conductivity. it is commonly used for contacts in
electrical switches. Spring brass can be used at subzero temperatures

Springs can be classified according to the direction and the nature of the force exerted by
the spring when it is deflected.

uses Types of springs

Helical compression spring, Belleville spring, Torsion spring, force acting at the end of
Push
torque arm. flat spring, such as a cantilever spring or leaf spring

Helical extension spring, Torsion spring, force acting at the end of torque arm. Flat spring,
Pull such as a cantilever spring or leaf spring, Draw bar spring (special case of the compression
spring) constant force spring.

Radial
Garter spring, elastomeric band, spring clamp, Torsion spring, Power spring
torque
Push Types Springs

Pull Types Springs

Radial torque types springs

Spring manufacturing processes

If springs are of very small diameter and the wire diameter is also small then the springs are
normally manufactured by a cold drawn process through a mangle. However, for very large
springs having also large coil diameter and wire diameter one has to go for manufacture by hot
processes. First one has to heat the wire and then use a proper mangle to wind the coils.

Two types of springs which are mainly used are, helical springs and leaf springs. We
shall consider in this course the design aspects of two types of springs.

HELICAL SPRING
Definition

It is made of wire coiled in the form of helix having circular, square or rectangular cross
section.
Terminology of helical spring

The main dimensions of a helical spring subjected to compressive force are shown in the figure.
They are as follows:

d = wire diameter of spring (mm)

Di = inside diameter of spring coil (mm)

Do =outside diameter of spring coil (mm)

D = mean coil diameter (mm)

Therefore

There is an important parameter in spring design called spring index. It is denoted by letter C.
The spring index is defined as the ratio of mean coil diameter to wire diameter. Or

C = D/d

In design of helical springs, the designer should use good judgment in assuming the value of the
spring index C. The spring index indicates the relative sharpness of the curvature of the coil.

A low spring index means high sharpness of curvature. When the spring index is low (C < 3), the
actual stresses in the wire are excessive due to curvature effect. Such a spring is difficult to
manufacture and special care in coiling is required to avoid cracking in some wires. When the
spring index is high (C >15), it results in large variation in coil diameter. Such a spring is prone
to buckling and also tangles easily during handling. Spring index from 4 to 12 is considered
better from manufacturing considerations.

Therefore, in practical applications, the spring index in the range of 6 to 9 is still preferred
particularly for close tolerance springs and those subjected to cyclic loading.

There are three terms - free length, compressed length and solid length that are illustrated in the
figure. These terms are related to helical compression spring. These lengths are determined by
following way

1) Solid length: solid length is defined as the axial length of the spring which is so
compressed, that the adjacent coils touch each other. In this case, the spring is completely
compressed and no further compression is possible. The solid length is given by.

Solid length = Nt d

Where Nt = total number of coils

2) Compressed length: Compressed length is defined as the axial length of the spring that is
subjected to maximum compressive force. In this case, the spring is subjected to maximum
deflection . When the spring is subjected to maximum force, there should be some gap or
clearance between the adjacent coils. The gap is essential to prevent clashing of the coils.

The clashing allowance or the total axial gap is usually taken as 15% of the maximum deflection.
Sometimes, an arbitrary decision is taken and it is assumed that there is a gap of 1 or 2 mm
between adjacent coils under maximum load condition. In this case, the total axial gap is given
by,

Total gap = (Nt-1) x gap between adjacent coils

3) Free length: Free length is defined as the axial length of an unloaded helical compression
spring. In this case, no external force acts on the spring. Free length is an important dimension in
spring design and manufacture. It is the length of the spring in free condition prior to assembly.
Free length is given by,

Free length = compressed length + y

= solid length + total axial gap + y

The pitch of the coil is defined as the axial distance between adjacent coils in uncompressed state
of spring. It is denoted by p. It is given by,

The stiffness of the spring (k) is defined as the force required producing unit deflection

Therefore

Where k= stiffness of the spring (N/mm)

F = axial spring force (N)

Y or = axial deflection of the spring corresponding to force p (mm)

There are various names for stiffness of spring such as rate of spring, gradient of spring, scale of
spring or simply spring constant. The stiffness of spring represents the slope of load deflection
line. There are two terms are related to the spring coils, viz. active coils and inactive coils.
Active coils are the coils in the spring, which contribute to spring action, support the external
force and deflect under the action of force. A portion of the end coils, which is in contact with
the seat, does not contribute to spring action and called inactive coils. These coils do not support
the load and do not deflect under the action o external force. The number of inactive coils is
given by,

Inactive coils = Nt N where N = number of active coils

Classification of helical springs

Helical spring
The figures below show the schematic representation of a helical spring acted upon by a tensile
load F and compressive load F. The circles denote the cross section of the spring wire.

The cut section, i.e. from the entire coil somewhere we make a cut, is indicated as a circle with
shade.
If we look at the free body diagram of the shaded region only (the cut section) then we shall see
that at the cut section, vertical equilibrium of forces will give us force, F as indicated in the
figure. This F is the shear force. The torque T, at the cut section and its direction is also marked
in the figure.

There is no horizontal force coming into the picture because externally there is no horizontal
force present. So from the fundamental understanding of the free body diagram one can see that
any section of the spring is experiencing a torque and a force. Shear force will always be
associated with a bending moment.

However, in an ideal situation, when force is acting at the centre of the circular spring and the
coils of spring are almost parallel to each other, no bending moment would result at any section
of the spring ( no moment arm), except torsion and shear force.

Stresses in the helical spring wire

From the free body diagram, we have found out the direction of the internal torsion T and
internal shear force F at the section due to the external load F acting at the centre of the coil.
The cut sections of the spring, subjected to tensile and compressive loads respectively, are shown
separately in the figure.

The broken arrows show the shear stresses (T) arising due to the torsion T and solid arrows
show the shear stresses (F) due to the force F.

It is observed that for both tensile load as well as compressive load on the spring, maximum
shear stress (T + F) always occurs at the inner side of the spring. Hence, failure of the spring,
in the form of crake, is always initiated from the inner radius of the spring.

The radius of the spring is given by D/2. Note that D is the mean diameter of the spring. The
torque T acting on the spring is

.. (1)

If d is the diameter of the coil wire and polar moment of inertia,

The shear stress in the spring wire due to torsion is

.. (2)

Average shear stress in the spring wire due to force F is

 .. (3)

Therefore, maximum shear stress in the spring wire is

. (4)

The above equation gives maximum shear stress occurring in a spring. Ks are the shear stress
correction factor. The resultant diagram of torsional shear stress and direct shear stress is shown

From the above equation it can be observed that the effect of direct shear stress i.e.,

Is appreciable for springs of small spring index C Also the effect of wire curvature is neglected
in equation (A)
Stresses in helical spring with curvature effect
What is curvature effect?

Let us look at a small section of a circular spring, as shown in the figure. Suppose we hold the
section b-c fixed and give a rotation to the section a-d in the anti clockwise direction as indicated
in the figure, then it is observed that line a-d rotates and it takes up another position, say a'-d'.

The inner length a-b being smaller compared to the outer length c-d, the shear strain yi at the
inside of the spring will be more than the shear strain yo at the outside of the spring. Hence, for a
given wire diameter, a spring with smaller diameter will experience more difference of shear
strain between outside surface and inside surface compared to its larger counterpart. This
phenomenon is termed as curvature effect.

So more is the spring index (C = D /d) the lesser will be the curvature effect. For example, the
suspensions in the railway carriages use helical springs. These springs have large wire diameter
compared to the diameter of the spring itself. In this case curvature effect will be predominantly
high.

To take care of the curvature effect, the earlier equation for maximum shear stress in the spring
wire is modified as,

Where, KW is Wahl correction factor, which takes care of both curvature effect and shear stress
correction factor and is expressed as,

.. (6)

Deflection of helical spring of circular cross section wire

Total length of wire = length of one coil x number of active coils

 Axial deflection of spring where =angular deflection

We know,

The Fig. (a) And (b) shows a schematic view of a spring, a cross section of the spring wire and a
small spring segment of length dl. It is acted upon by a force F. From simple geometry we will
see that the deflection, in a helical spring is given by the formula,
Hence axial deflection

Here we conclude on the discussion for important design features, namely, stress, deflection and
spring rate of a helical spring.
Expression for strain energy in a body when the load is applied gradually

The strain energy stored in a body is equal to the work done by the applied load in stretching the
body. Figure shows load extension diagram of a body under tensile load up to elastic limit.

The tensile load F increase gradually from zero to the value of F, And the extension of the body
increase from zero to the value of y. The load F performs work in stretching the body. This work
will be stored in the body as strain energy which is recoverable after the load F is removed.

Let

F = gradually applied load

Y = Extension of the body (spring)

A = Cross section area

l = Length of body

V= Volume of the body

E = Youngs modulus

U = Strain energy stored in the body

= Stress induced in the body

Now, work done by the load = Area of load extension curve

= Area of le OAB = Fy . (1)

Load, F = stress x area = A

Extension, y = strain x length

Substituting the values of F and y in equation (1)

Work done by the load =

Since work done by the load in stretching body is equal to the strain energy stored in the body,

.. (2)

Proof Resilience
The maximum energy stored in the body without permanent deformation [i.e., upto elastic limit]
is known as proof resilience. Hence in equation (2) if is taken at elastic limit, then we will get
proof resilience.

Where = stress at elastic limit.

Modulus of resilience = strain energy per unit volume

Symbols Used In Helical Spring
lo = free length of spring

d = Diameter of spring wire

D = Mean diameter of coil

Do = Outer diameter of coil

Di = Inner diameter of coil

p = Pitch

i = Number of active coils

i = Total number of coils

F = load on the spring or Axial force

= Permissible stress or design shear stress

y = Deflection

G = Modulus of Rigidity

c = Spring index

k = Curvature factor or Wahl's stress factor

Ko or Fo =Stiffness of spring or Rate of spring

a = Clearance, 25% of maximum deflection.

ty = Torsional yield shear strength (stress)

F.O.S = Factor of safety

F1 = Minimum load

F2 = Maximum load

Y2 = Maximum deflection

Y = Deflection for the load range

n = Number of additional coils

g = Acceleration due to gravity

V = Volume

m = Mass of the spring

= Mass density of the spring

y1 = Initial deflection or initial compression

Design of Helical Springs

The design of a helical compression spring involves the following considerations:

Modes of loading i.e., whether the spring is subjected to static or infrequently varying
load or alternating load.

The force deflection characteristic requirement for the given application.

Is there any space restriction.

Required life for springs subjected to alternating loads.

Environmental conditions such as corrosive atmosphere and temperature.

Economy desired.

Considering these factors the designer select the material and specify the wire size, spring
diameter, number of turns spring rate, type of ends, free length and the surface condition.

A helical compression spring, that is too long compared to the mean coil diameter, acts as a
flexible column and may buckle at comparatively low axial force.

Springs which cannot be designed buckle- proof must be guided in a sleeve or over an arbor.

This is undesirable because the friction between the spring and the guide may damage the
spring in the long run.

It is therefore preferable, if possible, to divide the spring into buckle proof component
springs separated by intermediate platens which are guided over a arbor or in a sleeve.
Design procedure for helical compression spring of circular cross section

1) Diameter of wire:

Shear stress

Wahls stress factor

Also refer for k value from DHB Figure

Where d = diameter of spring wire

c generally varies from 4 to 12 for general use

From data hand book select standard diameter for the spring wire.

2. Mean Diameter of Coil

Mean coil diameter D = cd

Outer diameter of coil Do= D+d

Inner diameter of coil Di= D - d

3. Number of coil or turns

Axial Deflection

where i = Number of active turns or coils

4. Free length

Where,

y = Maximum deflection
 Clearance a = 25% of maximum deflection or a = xdi, for x value refer figure in DHB

Assume squared and ground end

Number of additional coil n = 2

5. Stiffness or Rate of spring

6. Pitch

Four end types of compression springs

Problem 1

A helical spring of wire diameter 6mm and spring index 6 is acted by an initial load of 800N.
After compressing it further by 10mm the stress in the wire is 500MPa. Find the number of
active coils. G = 84000MPa.

Questions and answers

Q1. What are the objectives of a spring?

A1. The objectives of a spring are to cushion, absorb, or controlling of energy arising due to
shock and vibration. It is also used for control of motion, storing of energy and for the purpose of
measuring forces.

Q2. What is the curvature effect in a helical spring? How does it vary with spring index?

A2. For springs where the wire diameter is comparable with the coil diameter, in a given
segment of the spring, the inside length of the spring segment is relatively shorter than the
outside length. Hence, for a given magnitude of torsion, shearing strain is more in the inner
segment than the outer segment. This unequal shearing strain is called the curvature effect.
Curvature effect decreases with the increase in spring index.

Q3. What are the major stresses in a helical spring?

A3. The major stresses in a helical spring are of two types, shear stress due to torsion and direct
shear due to applied load.
Problem 1
Design a helical compression spring to support an axial load of 3000 N. The deflection under
load is limited to 60mm. The spring index is 6.The spring is made of chrome vanadium steel and
factor of safety is equal to 2

Data
F = 3000N, y = 60mm, c = 6, FOS = 2

Solution
From DHB for chrome-vanadium steel refer standard table

y = 690MPa=690N/mm2 (0.69GPa)

G=79340MPa=79340N/mm2 (79.34GPa)

Diameter of wire

Shear stress

Wahls stress factor

Spring index

D = 6d

345

d = 12.89

Select standard diameter of wire from table

d = 13 mm

Diameter of coil
Mean diameter of coil= D = 78 mm

Outer diameter of coil =Do = D+d = 78+13= 91 mm

Inner diameter of coil = Di = D-d = 78-13 = 65 mm

3. Number of coil or turns

Deflection

= 11.93

Number active turns = 12

4. Free length

( +n) d+y+a

Clearance a = 25% of maximum deflection =

Assume squared and ground end

n=2

Total number of turns = +n=12+2=14

o (12+2)13+60+15 257 mm

5. Pitch

6. Stiffness or Rate of spring

7. Spring specification
Material Chrome vanadium steel
Wire diameter d =13 mm
Mean diameter D = 78 mm
Free length lo = 257 mm
Total number of terms i= 14
Style of end-square and ground
Pitch p = 19.25 mm
Rate of spring Fo = 50 N/mm

Problem 2
A helical valve spring is to be designed for an operating load range of approximately 90to135N.
The deflection of the spring for the Load range is 7.5mm.Assume a spring index of 10 and factor
safety = 2. Design the spring.

Data: Maximum load F2= 135N, minimum load F1 =90N; y=7.5mm, c=10, FOS=2

Solution:
From DHB for chrome-vanadium steel

(Refer table physical properties of spring materials)

y = 690MPa = 690N/mm2 (0.69GPa)

G=79340MPa = 79340N/mm2 (79.34GPa)

Maximum deflection

= 22.5mm

Design the spring for Maximum load and deflection

Diameter of wire

Shear stress

Wahls stress factor =1.1448

Spring index

10

D = 10 d

345 =

d = 3.37 mm

Select standard diameter of wire

d = 3.4 mm

Diameter of coil

Mean diameter of coil = D = 34mm

Outer diameter of coil = Do= D+d = 34+3.4 = 37.4mm

Inner diameter of coil = Di = D-d = 34-3.4 = 30.6

Number of coil or turns

Deflection
 22.5 =

= 5.62

Number active turns = 6

Free length

o ( +n)d+y+a

Clearance a = 25% of maximum deflection = = 5.625 mm

Assume squared and ground end

Number of additional coil n = 2

Total number of turns = +n = 12+2 = 14

o (6+2)3.4+22.5+5.625

55.325 mm

Pitch

= 8.0875mm

Stiffness or Rate of spring

= 6 N/mm

Total length of wire

= Di where = +n=6+2=8

= x34x8 = 854.513mm

Problem 3
Design a valve spring for an automobile engine, when the valve is closed, the spring produces a
force of 45N and when it opens, produces a force of 55N. The spring must fit over the valve bush
which has an outside diameter of 20 mm and must go inside a space of 35 mm. The lift of the
valve is 6 mm. The spring index is 12. The allowable stress may be taken as 330 MPa. Modulus
of rigidity 80GPa.

Data:
Maximum load F2= 55N, Minimum load F1 = 45N;

y= 6mm, c =12

Solution
For chrome-vanadium steel

y= 330MPa = 330N/mm2

G = 80000MPa = 80000N/mm2 (80GPa)

Maximum deflection

= 33mm

Diameter of wire

Shear stress

Wahls stress factor =1.119

Spring index

12

D = 12d
 330 =

d = 2.387mm

Select standard diameter of wire d = 2.5mm

Diameter of coil

Mean diameter of coil = D = 30mm

Outer diameter of coil = Do= D+d =30+2.5 = 32.5mm

Inner diameter of coil = Di = D-d = 30-2.5 = 27.5mm

Check

Do = 32.5mm > 35mm

Di = 27.5mm < 20mm

Design is safe

Number of coil or turns

Deflection

33 =

= 8.68

Number active turns =9

Free length

o ( +n)d+y+a

Clearance a = 25% of maximum deflection = = 8.25mm

 Assume squared and ground end

Number of additional coil n = 2

Total number of turns = +n=9+2=11

o (9+2)2.5+33+8.25

68.75mm

Pitch

= 7.083mm

Stiffness or Rate of spring

= 1.667 N/mm

Total length of wire

= Di where =i+n=9+2=11 = x30x11=1036.725mm

Problem 4
Round wire cylindrical compression spring has an outside diameter of 75 mm. It is made of
12.5mm diameter steel wire. The spring supports an axial load of 5000N, Determine

(i) Maximum shear stress,

(ii) Total deflection if the spring has 8 coils with squared-ground end and is made of SAE
9260 steel.

(iii) Find also the pitch of coils and

(iv) The natural frequency of vibration of the spring if the one is at rest.

Data: Do=75mm; =8; D=12.5; F=5000N; Material SAE 9260

Solution:

From table for SAE 9260

G = 79340MPa = 79340N/mm2 (79.34GPa)

Maximum Shear stress

Shear stress

Do = D+d

75 = D+12.5

D = 62.5 mm

=1.3105

=533.95N/mm2

Total deflection

For squared and ground end n=2

=i+n

8 = +2

= 6

= = 30.25mm

Pitch

o ( +n)d+y+a

Clearance a = 25% of maximum deflection = = 7.5625mm

Total number of turns = +n=6+2=8

o (6+2)12.5+30.25+7.5625
 137.8125mm

= 18.8mm

Natural frequency

Natural frequency of vibration one end is at rest

f=

= 165.28925 N/mm = 165289.25 N/m

Mass m = Volume x density

Volume V = D

Density =7.81gm/cc = 7.81x10-6kg/mm3 for steel

m = x62.5x6xx x7.81x10-6 = 1.129 kg

f= = 86.1 Hz

Problem 5
The spring loaded safety valve for a boiler is required to blow off at a pressure of 1.3MPa. The
diameter of the valve is 65 mm and maximum lift of the valve is 17.5mm. Design a suitable
compression spring for a valve assuming spring index to be 6 and providing initial compression
of 30mm take = 0.45GPa and G= 84 Gpa.

Data: p1 = 1.3MPa; Diameter of a valve = 65mm, y = 17.5mm, c = 6, y1 = 30mm

= 450MPa = 450N/mm2 (0.45GPa)

G = 84000MPa = 84000N/mm2 (84GPa)

Solution:

Maximum deflection y2=y1+y = 30+17.5 = 47.5 mm

 Minimum load F1= P1xArea of valve = 1.3x x652 = 4313.8N

Maximum deflection

47.5

-4318.8 = 0.3684x

= 6838.1 N = maximum load

Design of spring for maximum load and maximum deflection.

Diameter of wire

Shear stress

Wahls stress factor =1.2525

Spring index

D=6d

450 =

d = 17.053 mm

Select standard diameter of wire

d = 8mm

Diameter of coil

D= 108 mm = mean diameter of coil

 Do= D+d = 108+18 = 126 mm = Outer diameter of coil

Di= D-d = 108-18 = 90 mm = Inner diameter of coil

Number of coil or turns

Deflection y2

47.5 =

=6.078

Number active turns =7

Free length

o ( +n)d+y+a

Clearance a = 25% of maximum deflection = =11.875 mm

Assume squared and ground end

Number of additional coil n=2

Total number of turns = +n=7+2=9

o (7+2)18+47.5+11.875

221.375mm

Pitch

= 26.48 mm

Stiffness or Rate of spring

= 143.96 N/mm

Total length of wire

= Di where =i+n=7+2=9

= x108x9=3053.63mm
Problem 6

The valve spring of a gasoline engine is 40mm long when the valve is open and 48mm long
when the valve is closed. The spring loads are 250N when the valve is closed and 400N when the
valve is open. The inside diameter of the spring is not to be less then 25mm and factor of safety
is 2.Design the spring

Data: F1= 250N F2= 400N Di = 65mm, y=48-40=8mm, FOS=2

Solution:

Maximum deflection

= 21.33 mm

Design of spring for maximum load and maximum deflection.

Assume chrome vanadium alloy steel from table 20.14

= 690MPa=690N/mm2 (0.69 GPa)

G=79.34x103MPa=79340N/mm2 (79.34GPa)

Diameter of wire

Shear stress
Assume k=1.25 since cis not given

Di = D d i.e., D d =25

D = d+25

i.e., 0.271d3 - d 25 = 0

By hit and trial method d = 4.791mm.

Select standard diameter of wire from

d=5mm
Diameter of coil

D=d+25 = 25+5 = 30mm Mean diameter of coil

Do=D+d=30+5=35mm=Outer diameter of coil

Di=D-d=30 -5 =25mm=Inner diameter of coil

Check

Spring index

Wahls stress factor

cal = 306.2 N/mm2 < allow (i.e., 345N/mm2)

Therefore design is safe.

Number of coil or turns

Deflection

=12.24

Free length

lo (i+n)d+y+a
 Assume squared and ground end

Number of additional coil

n =2

lo (13+2)5+21.33+5.3325

101.6625mm

Pitch

Stiffness or Rate of spring

Total length of wire

= Di where

= x 30 x 15 = 1413.72mm

Problem 7

A single plate friction clutch transmits 20kw at 1000 rpm. There are 2 pairs of friction surfaces
having a mean radius of 150 mm. The axial pressure is provided by six springs. If the springs are
compressed by 5 mm during declutching, design the spring, take c=6, G = 80GPa and = 0.3,
=0.42GPa. G=80 Gpa and

Given data

N = 20kw c=6

n = 1000rpm = 0.42GPa = 420Mpa

i = number of active surfaces

Rm=150 mm Dm = 300 mm

Number of springs = 6 y = 5mm

Solution:

Clutch

Torque Mt =9550x1000x

Also, Mt=

x0.3x

Fa=2122.22 N =axial force

1. Diameter of the wire

Shear stress

Stress factor k=

Spring index c=

Diameter of wire = d=4mm

2. Diameter of coil
Mean diameter of coil D=6d= 6x4= 24 mm

Outer diameter of coil =Do =D+d =24+4=28mm

Inner diameter of coil Di=D-d= 24-4=20 mm

3. Number of turns
 Deflection y=

i.e. 5=

Problem 8

A single plate friction clutch is to be designed for a vehicle. Both sides of plate are to be
effective. The clutch transmits 30KW at a speed of 3000rpm and should cater for an overload of
20%. The intensity of pressure on the friction surfaces should not exceed 0.085N/mm2 and the
surface speed at the mean radius should be limited to 2300m/min. The outside diameter may be
assumed as 1.3times inside diameter and =0.3. If the axial thrust is to be provided by six
springs of about 25mm coil diameter design the springs selecting the wire from following table.

Design the spring selecting the wire from the following gauges. Safe shear stress is limited to
0.42 GPa and modulus of rigidity 84Gpa

SWG. 4 5 6 7 8 9 10

Dia 5.893 5.385 4.877 4.470 4.064 3.658 3.251

Data:

Number of active surfaces for clutch, i = 2

N = 30Kw; Number of springs = 6

n = 3000rpm; D = 25mm;

Over load = 20%; G = 84000Mpa; p = 0.085N/mm2;

v = 2300m/min; D2= 1.3D1; =0.3

Solution:

Clutch
 For Disc clutch

Assume uniform wear

Spring

(i) Diameter of wire

Problem 9

It is required to design a helical compression spring subjected to a maximum force of 1250 kN.
The deflection of the spring corresponding to the maximum force should be approximately
30mm. The spring index can be taken as 6. The spring is made of patented and cold drawn steel
wire. The ultimate tensile strength and modulus of rigidity of the spring material are 1090 and
81370 N/mm2 respectively. The permissible shear stress for the spring wire should be taken as
50% of the ultimate tensile strength. Design the spring and calculate;

i. Wire diameter;
ii. Mean coil diameter;
iii. Number of active coils;
iv. Total number of coils;
v. Free length of the spring; and
vi. Pitch of the coil.

Draw a neat sketch of the spring showing various dimensions.

Solution:

The permissible shear stress is given by,

= 0.5 ut = 0.5(1090) = 545 N/mm2

From Eq. (10.7),

From Eq. (10.13),

d= 6.63 or 7mm (i)

D = cd =6x7 = 42mm (ii)

From Eq. (10.8),

Deflection

N = 7.91

Number active turns N=8 (iii)

It is assumed that spring has square and ground ends. The number of inactive coil is 2. Therefore

Nt = N+2 = 8+2 = 10 coils (iv)

The actual deflection of the spring is given by,

Solid length of spring = Nt d = 10x7 =70mm

It is assumed that there will be a gap of 1 mm between consecutive coils when the spring is
subjected to the maximum force. The total number of coils is 10.

The total axial gap between the coils will be (10-1) x1 = 9mm.

Free length = solid length + total axial gap +

= 70+9+30.34 = 109.34 or 110mm (v)

 (vi)

The dimension of the spring as shown in figure

Problem 10

A helical compression spring, made of circular wire, is subjected to an axial force that varies
from 2.5kN to 3.5kN. Over this range lf force, the deflection of the spring should be
approximately 5mm. The spring index can be taken as 5. The spring has square and ground
ends. The spring is made of patented and cold drawn steel wire with ultimate tensile strength of
1050 N/mm2 and modulus of rigidity of 81370 N/mm2. The permissible shear stress for the
spring wire should. Design the spring and calculate:

i. Wire diameter;
ii. Mean coil diameter;
iii. Number of active coils;
iv. Total number of coils;
v. Solid strength of the spring;
vi. Free length of the spring;
vii. Required spring rate and
viii. Actual spring rate.

Solution:

The permissible shear stress is given by,

= 0.5 Sut = 0.5(1090) = 545 N/mm2

From Eq. (10.7),

From Eq. (10.13),

d= 10.55 or 11mm (i)

D = cd =5x11 = 55mm (ii)

From Eq. (10.8),

Deflection

N = 4.48 or 5 coils

Number active turns N=5

For square and ground ends. The number of inactive coil is 2. Therefore

Nt = N+2 = 5+2 = 7 coils (iv)

Solid length of spring =

Nt d = 7x11 =77mm (v)

The actual deflection of the spring under the maximum force of 3.5kN is given by.

It is assumed that there will be a gap of 0.5 mm between consecutive coils when the spring is
subjected to the maximum force3.5kN. The total number of coils is 7.

The total axial gap between the coils will be (7-1) x 0.5 = 3mm.

Free length = solid length + total axial gap +

= 77+3+19.55 = 99.55 or 100mm (vi)

The required spring rate is given by,

(vii)

The actual spring rate is given by,

(viii)

Problem 10

It is required to design a helical compression spring subjected to a maximum force of 7.5kN. The
mean coil diameter should be 150 mm from space consideration. The spring rate is 75 N/mm.
The spring is made of oil hardened and tempered steel wire with ultimate tensile strength of 1250
N/mm2. The permissible shear stress for the spring wire is 30% of the ultimate tensile strength
(G = 81370 N/mm2). Calculate:

i. Wire diameter;
ii. Number of active coils;

Solution:

The permissible shear stress is given by,

= 0.3Sut = 0.3(1250) = 375 N/mm2

... (a)

Substitute Eq. (a) in above expression.

 Kc3 = 441.79

. (b)

Equation (b) is too solved by trial and error method. The values are tabulated in the following
way,

C K Kc3

5 1.311 163.88

6 1.253 270.65

7 1.213 416.06

8 1.184 606.21

7.5 1.197 504.98

7.1 1.210 433.07

7.2 1.206 450.14

7.3 1.203 467.99

It observed from the above table that spring index should be between 7.1 and 7.2 to satisfy Eq.(b)

c= 7.2

N= 7.81or 8 coils

Problem 11

It is required to design a helical compression spring for the valve mechanism. The axial force
acting on the spring is 300N when the valve is open and 150N when the valve is closed. The
length of the spring is 30mm when the valve is open and 35mmwhen the valve is closed. The
spring is made of oil hardened and tempered valve spring wire and the ultimate tensile strength is
1370N.mm2. The permissible shear stress for spring wire should be taken as30% of the ultimate
tensile strength. The modulus of rigidity is 81370N/mm2. The spring is to be fitted over a valve
rod and the minimum inside diameter of the spring should be 20mm. Design the spring and
calculate
i. Wire diameter;
ii. Mean coil diameter;
iii. Number of active coils;
iv. Total number of coils;
v. Free length of the spring; and
vi. Pitch of the coil.

Assume that the clearance between adjacent coils or clash allowance is 15% of the deflection
under the maximum load.

Solution:

The spring forced and spring length corresponding to closed and open position of the valve is
illustrated in fig. The permissible shear stress is given by,

The permissible shear stress is given by,

= 0.3 ut = Sut = 0.3(1370) = 411 N/mm2

Di = 20mm

D = Di+d = (20+d) mm

(a)

It is observed from the above expression that there are two unknowns, viz. K and d and one
equation, therefore, it cannot be solved. As a first trial, let us neglect the effect of Whals factor
K or substitute (K=1).At a later design stage, wire diameter d can be increased to account for K.
Substituting (K=1) in eq. (a)

(b)

The above equation is solved by trial and error method. The values are tabulated in the following
way:

d d3/(20+d)

5 5

4 2.667

3 1.174

The value of d is between 3 to4 mm in order to satisfy Eq. (b). The higher value of d is selected
to account for Wahls correction factor.

Therefore,

d= 4mm

D = di+d = 20+4 = 24mm

C = D/d = 24/4 = 6
Therefore,

Design is safe.

Deflection

N = 6.28 or75 coils

Number active turns N=7

It is assumed that the spring has square and ground ends. The number of inactive coils is 2.
Therefore,

Nt = N+2 = 7+2 = 9 coils

The deflection of the spring for the maximum force is given by,

The total gap between the adjacent coils is given by,

Gap = 15% of = 0.15x11.15 = 1.67mm

Solid length of spring = Nt d = 9x4 =36mm

Free length = solid length + total axial gap +

=36+1.67+11.15 = 48.82 or 50mm

Pitch of coil =
Design against fluctuating load
In many applications, the force acting on the spring is not constants but varies in magnitude with
time. The valve springs of automotive engine subjected to millions of stress cycles during its life
time.

On the other hand, the springs in the linkages and mechanisms are subjected to comparatively
less number of stress cycles.

The spring subjected to fluctuating stresses are designed on the basis of two criteria- design for
infinite life and design for finite life

Let us consider a spring subjected to external fluctuating force, that changes its magnitude from
to Fmax to Fmin in the load cycle. The mean force and the force amplitude Fa are given by

The mean stresses (m) are calculated from mean force by using shear stress correction factor
(ks). It is given by,

Where,
Ks are the correction factor for direct shear stress and are applicable to mean stress only.
For torsional stress amplitude (a), it is necessary to also consider the effect of stress
concentration due to curvature in addition to direct shear stress. Therefore,

Where, K is the Wahl factor, which takes into consideration the effect of direct shear stress as
well as the stress concentration due to curvature.

There is a basic difference between the rotating-beam specimen and fatigue testing of spring
wires. A spring is never subjected to completely reversed load, changing its magnitude from
tension to compression passing through zero with respect to time. A helical compression spring
is subjected to purely compressive force.

On the other hand, the helical extension spring is subjected to purely tensile force. In general, the
spring wires are subjected to pulsating shear stresses which vary from zero to ( se), as shown in
fig. se is the endurance limit in shear for the stress variation from zero to some maximum value.
The data regarding the experimental values of endurance strength of spring wires is not readily
available. In absence of such values, the following relationships suggested by H.J.Elmendorf can
be used,

For patented and cold-drawn steel wires (grades 1 to 4)

se = 0.21 ut

sy = 0.42 ut

For oil-hardened and tempered steel wires (SW and VW grade)

se = 0.22 ut

sy = 0.45 ut

Where, ut is the ultimate tensile strength.

The fatigue diagram for the spring shown in the above fig. the mean stress m is plotted on
abscissa, while the stress amplitude a on the ordinate.

Point A with coordinates with indicates the failure point of the spring wire in
fatigue test with pulsating stress cycle.

Point B on the abscissa indicates the failure under static condition, when the mean stress m
reaches the torsional yield strength (sy). Therefore, the line AB is called the line of failure.

To consider the effect of factor of safety, a line is constructed from point D on the abscissa in
such a way that,

The line DC is parallel to line BA. Any point on line CD, such as X, represents a stress situation
with the same factor of safety. Line CD is called design line because it is used to find out
permissible stresses with a particular factor of safety.

Considering the similar triangles XFD and AEB,

The above equation is used in the design of springs subjected to fluctuating stresses.

Problem 12

A spring is subjected to a load varying from 400N to 1000N is to be made of tempered steel cold
wound wire. Determine the diameter of wire and mean coil diameter of spring for a factor of
safety of 1.5. Spring index 6. Torsional endurance limit is 400N/mm2

Data

Fmax=1000N, c=6,

-1 = 4000N/mm2

Fmin =400N;

FOS n =1.5,

Solution

First method [suggested by wahl ]

From DDHB for oil tempered carbon wire y = 550N/mm2

Variable stress amplitude

 From DDHB standard wire diameter d = 8mm

Second method [suggested by whal]

 d= 6.72mm,

Hence 8mm wire diameter is satisfactory

Mean diameter of coil D = 6d = 68 = 48mm

Problem 13

A helical compression spring of a cam mechanical is subjected to an initial preload of 50 N. the

maximum operating force during the load-cycle is 150N. The wire diameter is 3 mm, while the
mean coil diameter coil diameter is 18mm. the spring is made of oil-hardened and tempered
valve spring wire of grade VW . Determine the factor of safety used in
the design on the basis of fluctuating stresses.

Solution
From the relationship for oil-hardened and tempered steel wire are as follows

se = 0.22 ut =0.22(1430) = 314.6N/mm2

sy = 0.45 ut =0.45(1430) = 643.5N/mm2

Problem 14

An automotive single plate clutch with two pairs if friction surfaces, transmits a 300 N-m torque
at 1500 rpm. The inner and outer diameters of the friction disk are 170 and 270mm respectively.
The coefficient of friction is 0.35. The normal force on the friction surfaces is exerted by nine
helical compression springs, so that the clutch is always engaged. The clutch is disengaged when
the external force further compresses the springs. The spring index is 5 and the number of active
coils is 6.the springs are made of patented and cold drawn steel wires of grade 2. (G =81370
N/mm2).The permissible shear stress for the spring wire is 30% of the ultimate tensile strength.
Design the springs and specify their dimension.

Solution:

There are two pairs of contacting surface and the torque transmitted by each pair is (300/2) or
150 N-m. Assuming uniform wear theory, the total normal force p1 required to transmit the
torque is given,

i.e.

From Eq. (10.7)

The permissible shear stress is denoted by d

In order to differentiate it from induced stress . It is given by,

d = 0.3sut
Equations (a) and (b) are solved by the trial and error method.

Trail 1

d = 3mm

From table 10.1

sut = 1570 N/mm2

d = 0.3xsut = 0.3x1570 = 471 N/mm2

 Therefore,

> d

The design is not safe.

Trail 2

d = 3.6mm

From table 10.1

sut = 1510 N/mm2

d = 0.3xsut = 0.3x1510 = 453 N/mm2

Therefore,

> d

The design is not safe.

Trail 3

d = 4mm

From table 10.1

sut = 1480 N/mm2

d = 0.3xsut = 0.3x1480 = 444 N/mm2

Therefore,

> d

The design is not safe.

Trail 4

d = 4.5mm

From table 10.1

sut = 1440 N/mm2

d = 0.3xsut = 0.3x1440 = 432 N/mm2

Therefore,

< d

The design is satisfactory and the wire diameter should be 4.5mm.

D = cd = 5x4.5 = 22.5mm

It is assumed that the springs have square and ground ends.

Nt = N+2 = 6+2 = 8coils

From Eq. (10.8)

Solid length of spring = Nt d = 8x4.5 =36mm

It is assumed that there will be a gap of 1mm between consecutive coils when the spring is
subjected to the maximum force. The total number of coils is 8.

The total axial gap between the coils will be

(8-1) x 1 = 7 mm.

Free length = solid length + total axial gap +

= 36+7+7.09

= 50.09 or 51mm
Spring specifications

i. Material = Patented and cold drawn steel wire of grade 2

ii. Wire diameter = 4.5mm
iii. Mean coil diameter = 22.5mm
iv. Total number of turns = 8
v. Free length of the spring = 51mm
vi. Style of ends = square and ground

Problem 15

A direct reading tension spring balance consists of a helical tension spring that is attached to a
rigid support at one end and carries masses at the other free end. The pointer attached to the free
end moves on a scale and indicates the mass. The length of the scale is 100mm that is divided
into 50 equal divisions. Each division of the scale indicates 0.5 Kg. The maximum capacity of
the spring is balance is 25kg. The spring index is 6. The spring made of an oil hardened and
tempered steel wire of Grade SW (G =81370 N/mm2). The permissible shear stress in the spring
wire is recommended as 50% of the ultimate tensile strength. Design the spring and give its
specifications.

Solution:
The maximum spring force is given by,

P = mg = 25x9.81 = 245.25N

Trail 1

d= 2mm

From table 10.2

sut = 1620 N/mm2`

d = 0.5xsut = 0.3x1620 = 810 N/mm2

Therefore,

> d

The design is not safe.

Trail 4
 d = 2.5mm

From table 10.2

sut = 1570 N/mm2

d = 0.5xsut = 0.5x1570 = 785 N/mm2

Therefore,

< d

The design is satisfactory and the wire diameter should be 2.5mm.

D = cd = 6x2.5 =15mm

Each division indicates 0.5 kg. Therefore,

From Eq. (10.9)

For helical tension spring, all coils are active coils. Therefore,

Nt = N= 48

Solid length of spring = Nt d = 48x2.5 = 120mm

Spring specifications

i. Material = oil hardened and tempered wire of Grade- SW

ii. Wire diameter = 2.5mm
iii. Mean coil diameter = 15mm
iv. Total number of turns = 48
v. Solid length = 120mm
vi. Style of ends = extended hook
Concentric or Composite Springs

A concentric spring is used for one of the following purposes

1) To obtain greater spring force within a given space.

2) To insure the operation of a mechanism in the event of failure of one of the springs. Assume
both the springs are made of same material, and then maximum shear stress induced in both the
springs is approximately the same

1 = 2

If K1=K2, then we have;

.. (1)

Also Y1=Y2,

i.e.

Since the solid lengths are equal we have;

. (2)
 Dividing (2) by (1) we get;

. (3)

Therefore spring index for both the spring is same

From equation (1) and (2) we have

The radial clearance between the two springs,

2c =

C=

Take the standard radial clearance as

Spring in series

F=
y=
Springs in parallel

Therefore

Where

Concentric springs
D1 = Mean diameter of coil of outer spring

D2 = Mean diameter of coil of inner spring

d1 = Wire diameter of outer spring

d2 = Wire diameter of inner spring

Lo1 = Free length of outer spring

Lo2 = Free length of inner spring

F = Total load on the springs

F1 = Load on the outer spring

F2 = Load on the inner spring

 Problem 16

Equal Free length

One helical spring is rested inside another. The dimensions are as tabulated both springs have
same free length and carry a total load of 2500 N.

Take G = 80GPa Determine for each spring

1) Maximum load carried

2) Deflection

3) Maximum shear stress.

Given data;

Particulars inner spring outer spring

Number of active coils 10 6

Wire diameter (mm) 6.2 12.5

Mean coil diameter (mm) 56.3 87.5

Solution

i1 = 6 i2 = 10

d1 = 12.5mm d2 = 6.2mm

D1 = 87.5mm D2= 56.3mm

F = 2500N G = 80Gpa = 80000Mpa

i) Maximum load on each spring

Since both springs have same equal free length

F1+ F2 = 2500N ... (1)

 F1 = 7.3354F2 .(2)
Sub in (1)

7.3354 F2 +F2 =2500

F2 = 300N and F1= 2200N

ii) Deflection

y1 = 36.22mm = y2

iii) Maximum shear stress induced

Shear stress on outer spring

=7
 Shear stress on inner spring

Problem 17

The table below gives the particulars of a concentric helical spring. If the spring is subjected to
an axial load of 400N, determine for each spring,

(i) Change in length,

(ii) Amount of load carried,

(iii) Torsional shear stress induced.

Take G = 84 GPa = 84000MPa

Particulars Inner spring Outer spring

Mean coil diameter (mm) 30 40

Diameter of wire (mm) 4 4.875

Number of active turns 8 10

Free length (mm) 75 90

Given data:
D2= 30mm; D1=40mm; d2=4mm; d1=4.875mm

i2=8; i1=10; G=84000 N/mm2; F=400N.

 Solution

Unequal free length,

iv) Amount of load carried

The load required to compress the outer spring by 15mm is

F=139N

This load will be shared by the springs for further equal deflection

i.e., FR= FR1 + FR2 .. (1)

FR1 + FR2=261

FR1=0.7446 FR2 . (2)

Sub. In equation (1)

0.7446 FR2+ FR2 = 261

FR2=149.6N

FR1=111.4N

Total load on the outer spring

F1=FR1 + 139

= 111.4+139

F1 = 250.4N
Load on the inner spring

F2 = 149.6N

ii) Change in length

Change in length for inner spring

Y2 =12.02

Change in length outer spring

Y1=15+12.02

=27.02mm

iii) Torsional shear stress induced

Shear stress on the outer spring
Shear stress on the inner spring

HELICAL SPRINGS OF NON-CIRCULAR CROSS SECTIONS

Helical springs can be made from non-circular sections to provide greater resilience in a
restricted space. They can also be used to provide for pre-determined altering of the stiffness of
the spring, by using square or rectangular wires

Springs of non circular cross section are not as strong as the springs made of circular cross
section wire.

A rectangular wire becomes trapezoidal when the coil is formed. When space is severely limited,
the use of concentric springs should be considered.

Let

b = Width of rectangular c/s spring (side of rectangle perpendicular to the axis)

h = Axial height of rectangular c/s spring (side of rectangle parallel to the axis)

D = Mean diameter of coil;

C = spring index

The equation for the stress produced and deflection in a

rectangular cross section

Shear stress
K = stress factor =

C = spring index if b< h

if h< b

Deflection in a rectangular cross section

Deflection

For Square cross section spring, b = h

Shear stress

Deflection

Problem 18

A rectangular section helical spring is mounted to a buffer to sustain a maximum load of 30 KN.
The deflection under load is limited to 100mm. The spring is made of chrome-vanadium steel
with reliability of 1.5. The longer side of rectangle is 2 times the shorter side and the spring is
wound with longer side parallel to the axis. The spring index is 10.Design the spring and draw a
conventional sketch.
Given data:

F = 30KN = 30000N,

h= 2b,

c=10

y = 100 mm,

FOS = 1.5;

Solution

For chromium-vanadium steel, from Data Hand book

G = 79.34 GPa = 79.34x103 N/mm2

1. Cross Section of spring

Shear Stress

Stress factor k

Spring index
 Width of spring b= 26.98mm = 27 mm

Height of spring h= 2b= 2x27= 54 mm

2. Diameter of coil

Mean Diameter D= 10b =10x27= 270mm

Outer diameter D0 = D + b = 297 mm

Inner diameter Di = D - b = 243 mm

3. Number of coils or turns

Deflection

i.e.

Therefore the number of active turns i = 5

4. Free length

Assume squared and ground end

Number of additional coils n = 2

Total number of turns i = i + n = 5+2 = 7

Clearance a = 25% of deflection

5. Pitch

6. Rate of spring

7. Rate of spring

Spring specifications

1. Material: chrome-vanadium steel

2. Wire cross section

Width b = 27mm

Height h = 54mm

3. Mean coil diameter D = 270mm

4. Free length = 503mm

5. Total number of turns i =7

6. Style of ends squared and ground

7. Pitch p =79mm

8. Rate of spring F0=300N/mm

Problem 19

A diesel engine weighs 800KN is mounted on 16 springs in order to protect the building from
vibration. The section of the spring wire is rectangular with side ratio 1.8 One spring has four
effective coils. Spring index 6.

Determine

(i) Section of spring so that longer side is parallel to the axis.

(ii) Deflection under load when the engine is stationary

(iii) Maximum coil diameter and

(iv) Shear stress induced if shorter side is parallel to the axis.

Take = 0.3 GPa and G = 80 GPa

Data:

W = 800kN = 8x105 N,

Number of springs =16

i = 4,

c = 6,

Solution

Axial load on each spring

i) Cross Section of Spring

Stress factor k

Spring index since b <h

Shear Stress

i.e., Width of spring b = 37.3 37.5mm

Height of spring h = 1.8b = 67.5mm

ii) Maximum Coil diameter

Mean coil diameter

D = c.b =6x37.5=225mm

Outer diameter of the coil (Maximum Coil Diameter)

D0 = D + b = 225+37.5 =262.5mm

iii) Deflection under the load

iv) Shear stress induced if shorter side is parallel

Shear Stress
Leaf springs

Characteristics
1. Sometimes it is also called as a semi-elliptical spring; as it takes the form of a slender arc
shaped length of spring steel of rectangular cross section.

2. The center of the arc provides the location for the axle, while the tie holes are provided at
either end for attaching to the vehicle body.

3. Supports the chassis weight

4. Controls chassis roll more efficiently-high rear moment center and wide spring base

5. Controls rear end wrap-up

6. Controls axle damping

7. Controls braking forces

8. Regulates wheelbase lengths (rear steer) under acceleration and braking

Leaf Springs
In the cantilever beam type leaf spring, for the same leaf thickness,
h, leaf of uniform width, b (case 1) and, leaf of width, which is
uniformly reducing from b (case 2) is considered. From the basic
equations of bending stress and deflection, the maximum stress
max, and tip deflection max, can be derived.
It is observed that instead of uniform width leaf, if a leaf of varying
width is used, the bending stress at any cross section is same and
equal to maximum stress max. This is called as leaf of a uniform
strength.

Moreover, the tip deflection being more, comparatively, it has

greater resilience than its uniform width counterpart.

Resilience, as we know, is the capacity to absorb potential energy

during deformation.

[Type
One of the applications of leaf spring of simply supported beam
type is seen in automobiles, where, the central location of the
spring is fixed to the wheel axle. Therefore, the wheel exerts
the force F on the spring and support reactions at the two ends
of the spring come from the carriage.

Design theme of a leaf spring

Let us consider the simply supported leaf of Lozenge shape for which the maximum stress and
maximum deflection are known.

From the stress and deflection equations the thickness of the spring plate, h, can be obtained as,

The max is replaced by design stress des similarly, max is replaced by des. E is the material
property and depends on the type of spring material chosen.

L is the characteristic length of the spring.

Therefore, once the design parameters, given on the left side of the above equation, are fixed the
value of plate thickness, h can be calculated.

Substitution of h in the stress equation above will yield the value of plate width b.

In the similar manner h and b can be calculated for leaf springs of different support conditions
and beam types.

Laminated springs
One of the difficulties of the uniform strength beam, say Lozenge shape, is that the value of
width b sometimes is too large to accommodate in a machine assembly. One practice is that
instead of keeping this large width one can make several slices and put the pieces together as a
laminate. This is the concept of laminated spring. The Lozenge shaped plate is cut into several
longitudinal strips, as indicated in the figure.

The central strip, marked 1 is the master leaf which is placed at the top. Then two pieces, marked
2 are put together, side by side to form another leaf and placed below the top leaf. In the similar
manner other pairs of strips, marked 3 and 4 respectively are placed in the decreasing order of
strip length to form a laminated spring. Here width of each strip, bN is given as;

Where N is the number of strips

The stress and deflection equations for a laminated spring is,

Where, constants C1 and C2 are different for different cases,

The values of the constants C1 and C2 for cantilever beam case

Cantilever Beam Constants

C1 C2

Uniform Width 6 4

Non-Uniform Width 6 6

The values of the constants C1 and C2 for simply supported beam case

Simply Supported Beam Constants

C1 C2

Uniform Width 3 2

Non-Uniform Width 3 3
Laminated semi-elliptic spring
The figure shows a laminated semi- elliptic spring. The top leaf is known as the master leaf. The
eye is provided for attaching the spring with another machine member. The amount of bend that
is given to the spring from the central line, passing through the eyes, is known as camber. The
camber is provided so that even at the maximum load the deflected spring should not touch the
machine member to which it is attached. The central clamp is required to hold the leaves of the
spring.

To prove that stress developed in the full length leaves is 50% more than that in the
graduated leaves.
Step1: Bending stress and displacement in the graduated leaves

For analysis half the spring can be considered as a cantilever. It is assumed that the individual
leaves are separated and the master leaf placed at the center. Then the second leaf is cut
longitudinally into two halves, each of width (b/2) and placed on each side of the master leaf. A
similar procedure is repeated for rest of the leaves

The graduated leaves along with the master leaf thus can be treated as a triangular plate of
thicknesst as shown in figure 1.
 Fig 1

Let,

if = No. of extra full length leaves

ig = No. of graduated leaves including the master leaf

b = Width of each leaf

t = Thickness of each leaf

L = Length of the cantilever or half the length of the spring

F = Total force applied at the end of the spring

Ff = Force absorbed by the full length leaves.

Fg = Force absorbed by the graduated leaves.

The bending stress developed in the graduated leaves will be:

For cantilever triangular plate, the deflection at the point of application of force is given by:

Step 2: Bending stress and displacements in full length leaves

It is assumed that the individual leaves are separated and the full length leaf is placed at the
center. Then the second full length leaf is cut longitudinally into two halves, each of width (b/2)
and placed on each side of the first leaf. A similar procedure is repeated for the rest of the leaves.

The resulting cantilever beam of thicknesst is shown in the figure 2.

Fig 2

The bending stress developed in the full length leaves will be:

For a cantilever rectangular plate, the deflection at the point of application of force is given by:

Step 3:
Since the graduated leaves and the full leaves are clamped together the deflection for both should
be the same.

Also

Solving we get;

Substituting the values of Ff and Fg in the equations of bf and bg we get;

Taking the ratios of both stresses and solving we get;

Hence proved.
The maximum deflection of the leaf spring can be found as follows;

We have from previous equations

Consider anyone of the deflection equation

Substituting

in the above equation and solving, we get

Maximum deflection

Equalized stress in spring leaves (Nipping);


The stress in the full length leaves is 50% greater than the stress in the graduated leaves.

To distribute this additional stress from the full length leaves, pre-stressing is done. This
is achieved by bending the leaves to different radii of curvature, before they are
assembled with the centre bolt

The full length leaves are given in greater radii of curvature than the adjacent one. Due to
the different radii of curvature, when the full length leaves are staked with the graduated
leaves, without bolting, a gap is observed between them. This gap is called Nip

The nip eliminated by tightening of the center bolt due to these pre-stresses is induced in
the leaves. This method of pre-stressing by giving different radii of curvature is called as
nipping.

By giving a greater radius of curvature to the full length leaves than graduated leaves
before the leaves are assembled to form a spring.

Nip: C
The value of the initial Nip C is nothing but the difference in deflection between the full
length and the graduated leaves

Solving, we get;

Problem 20

Determine the width and thickness of a flat spring carrying a central load of 5000N.The
deflection is limited to 100mm. The spring is supported at both ends at a distance of
800mm. The allowable stress is 300N/mm2 and modulus of elasticity 221GPa. The
spring is of constant thickness and varying width.
Given data:

F = 5000N; y = 100mm;

2 = 800mm = 400mm

= 300Nmm2; E = 221GPa = 221x103 N/mm2

Solution:

Since the spring is of constant thickness and varying width. It is as shown in figure and from
table

c1 =3; c2 = 3

Maximum stress in the spring

i.e.

bh2 = 20000 ... (1)

Maximum deflection
 ............ (2)

eqn. (2) divided by eqn. (1)

Take thickness of spring h = 2.5mm

Width of spring at the centre,

From equation (1)

= 3200mm

From equation (2)

Select the bigger value as the permissible value

The values of the constants C1 and C2 for cantilever beam case

Cantilever Beam Constants

C1 C2

Uniform Width 6 4

Non-Uniform Width 6 6
Problem 21

An automobile semi- elliptical leaf spring has 12 numbers of graduated leaves and 3 number of
full length leaves. The spring is to sustain a load of 25kN at its center and the ratio of total depth
to the width of the spring is 2.5. The material of the leaves has design normal stress of 450 MPa
and a modulus of elasticity of 207 GPa. Determine

1. Width and thickness of leaves.

2. Initial gap between the full length and graduated leaves before assembly.

3. Bolt load

4. Central deflection.

5. Radius of curvature of first full length leaf.

6. The width of the central band is 100mm and the span of the leaves is 1200mm.

Given data;

ig =12,

f = 450MPa

if = 3

2F=25kN

E = 207GPa

Lb =100mm

2L=1200mm

Solution:

Effective length

i =ig+if

i= 12+3 = 15
b = 6h

The maximum stress in the spring with the full length leaf pre-stress

h = 7.98mm 8mm (std)

b = 6xh=6x8 = 48mm

The initial gap between the full length and graduated length

c= 27.25mm

The load on the clip bolts

Fb= 909.1MPa

Deflection of the spring

Problem 22

A semi elliptical is to sustain a load of 25kN. The span of the spring is 1100mm with a central
band of 100mm. The material selected for the leaves as a design normal stress of 400N/mm2 and
E = 207GPa. The ratio between total depth of the spring and width 2 also determine the radius
of curvature to which the first full length leaf is to bend such that the spring becomes flat with
the full load

Solution

ig =10, f = 400MPa, if = 2

2F=25kN, E = 207GPa, Lb =100mm, 2L=1100mm

Effective length

i =ig+if

i= 10+2 = 12

ih/b = 2

The maximum stress in the spring with the full length leaf pre-stress

h = 8.65mm 10mm (std)

b = 6xh=6x10 = 60mm

The load on the clip bolts

Deflection of the spring

Combination of springs
Problem 23

A 100mm outside diameter steel coil spring having 10 active coils of 12.5 diameter wire is in
contact with a 600mm long steel cantilever spring having 5 graduated leaves 100mm wide and
10 mm thick as shown in figure.

i) What force F is gradually applied to the top of the coil spring will cause the cantilever to
deflect by 50mm

ii) What is the bending stress in cantilever beam?

iii) What is the shear stress in coil spring?

iv) What energies stored by each spring.

Take 210 GPA and G=84 GPa

Cantilever Coil

i=5 i = 10

l = 600 mm d = 12.5mm

b = 100 mm D0= 100mm

D = 100 12.5 = 87.5mm

y = 50mm G = 84x103N/mm2

E = 210x103N/mm2
 h = 10 mm

Solution:

Spring Index

Since the coil spring is on the top of the cantilever,

Load on cantilever = load on coil spring

i.e., F1 = F2

For constant width varying depth

c1 = 6 and c2 = 8

i) Cantilever Spring
Deflection

Load applied on the top of the coil spring

F1 = 3038.2 N

ii) Bending Stress in cantilever spring

= 218.75 N/mm2

iii) Shear Stress in coil spring

iv) Energy stored

Energy stored in the cantilever spring

v) Energy stored in coil spring

Buckling of compression spring

Buckling is an instability that is normally shown up when a long bar or a column is applied with
compressive type of load.

Similar situation arise if a spring is too slender and long then it sways sideways and the failure is
known as buckling failure.

Buckling takes place for a compressive type of springs. Hence, the steps to be followed in
design to avoid buckling are given below.
Free length (L) should be less than 4 times the coil diameter (D) to avoid buckling for most
situations.

For slender springs central guide rod is necessary.

A guideline for free length (L) of a spring to avoid buckling is as follows,

For steel, where, ce is the end condition and its value is given below

ce End condition

2.0 Fixed and free end

1.0 hinged at both ends

0.707 hinged and fixed end

0.5 fixed at both ends

If the spring is placed between two rigid plates, then end condition may be taken as 0.5. If after
calculation it is found that the spring is likely to buckle then one has to use a guide rod passing
through the center of the spring axis along which the compression action of the spring takes
place.

Spring surge (critical frequency)

If a load F act on a spring there is a downward movement of the spring and due to this movement
a wave travels along the spring in downward direction and a to and fro motion continues.

This phenomenon can also be observed in closed water body where a disturbance moves toward
the wall and then again returns back to the starting of the disturbance. This particular situation is
called surge of spring.

If the frequency of surging becomes equal to the natural frequency of the spring the resonant
frequency will occur which may cause failure of the spring.

Hence, one has to calculate natural frequency, known as the fundamental frequency of the spring
and use a judgment to specify the operational frequency of the spring.
The fundamental frequency can be obtained from the relationship given below.

Fundamental frequency:

Both ends within flat plates

One end free and other end on flat

Where K is the spring rate and Ws is the spring weight and d is the wire diameter, D is the coil
diameter, N is the number of active coils and is the specific weight of spring material.
The operational frequency of the spring should be at least 15-20 times less than its fundamental
frequency.
This will ensure that the spring surge will not occur and even other higher modes of frequency
can also be taken care of.

Questions and answers

What are the forms of leaf spring?

Leaf springs are of two forms: cantilever and simply supported type.

What does the term uniform strength in the context of leaf spring mean?

If the leaf spring has a shape of uniformly varying width (say Lozenge shape) then the bending
stress at all section remains uniform. The situation is also identical as before in case of varying
thickness, the thickness should vary non-uniformly with length to make a beam of uniform
strength (L/h2 =constant). These leaves require lesser material; have more resilience compared to
a constant width leaf. These types of springs are called leaf springs of uniform strength.

What is nipping in a laminated spring?

In general the differential curvature between the master leaf and the next leaves is
provided in a laminated spring, where, radius of curvature being more for the master leaf. This
construction reduces the stress in the master leaf as compared to the other leaves of the spring in
a laminated spring. This type of constructional feature is termed as nipping.
 SPECIAL SPRINGS

Helical Torsion Spring

A helical torsion spring is as shown in figure. It is used in door hinges, levelers, pawl ratchets
and various other electrical devices where torque is required.
It is wound similar to extension or compression springs but have the ends shaped to transmit
torque.

The helical torsion spring resists the bending moment which tends to wind up the spring. The
primary stresses in this spring are flexural in contrast with torsional shear stresses in compression
or extension springs. The torsional moment on a spring produces a bending stress in the wire, the
bending moment on the wire being numerically equal to torsional moment. In addition to this
stress, there is a direct tensile or compressive stress due to the force F that is tangential to the
coil.
Each individual section of the torsion spring is considered as a curved beam.

Therefore using curved beam principle bending stress in torsion spring considering stress
concentration factor is

Maximum shear stress in torsion spring

The stress in torsion spring taking into consideration the correction factor K
Stress in a round wire spring

Where, K = K1 from DDHB

Deflection in torsion spring

Where

Mt = Twisting moment

c = Spring Index

F = Force applied

i = Number of active coil

D = Mean diameter of coil

d= Wire diameter

L= Length of wire = Di

A = Cross sectional area of wire =

Z= Section modulus =

I = Moment of Inertia =

E = Modulus of Elasticity
Belleville Spring
Disc spring, also called Belleville spring are used where high capacity compression springs must
fit into small spaces.
Each spring consists of several annular discs that are dished to a conical shape as shown in
figure.

They are stacked up one on top of another as shown in above figure.

When the load is applied, the discs tend to flatten out, and this elastic deformation constitutes the
spring action. In safety valve the disc springs are used.

The relation between the load F and the axial deflection y of each disc

Maximum stress induced at the inner edge

Maximum stress at the outer edge

Where

C1 and C2 are constraints

t = thickness

h = height of spring

M = constant

F = axial force

do= outer diameter

di = inner diameter

= Poissons ratio

E = Modulus of elasticity

y = axial deflection

The ratio should be lie between 1.5 and 3

Torsion springs
They are used in any application where
torque is required, such as door hinges,
automobile starters, etc
Types of ends used on extension springs

An extension spring is an open-coil helical

spring that is designed to offer resistance to a
tensile force applied axially. Unlike
compression springs, they have specially
designed hooks at both ends. They provide
wide range of load-deflection curves.

Standard springs have constant diameter and

pitch, thus providing a constant spring rate.

Ends for extension springs

(1) Usual design; stress at A is due to combined axial force and bending moment.

(2) Side view of part a; stress is mostly torsion at B.

(3) Improved design; stress at A is due to combined axial force and bending moment.

(4) Side view of part c; stress at B is mostly torsion

RUBBER SPRINGS
Rubber springs have good damping properties and hence it is used in vibration loading. Rubber
is usually bonded to metal plates and can be in tension, compression and shear. In Shear rubber
displays maximum elastic properties and in compression it displays maximum stiffness. At high
temperature and in oil rubber cannot be used.

Problem 24
A Helical torsional spring of mean diameter 50mm is made of a round wire of 5mm diameter. If
a torque of 5Nm is applied on this spring, find the bending stress, maximum stress and deflection
of the spring in degrees. Modulus of elasticity =200GPa and number of effective turns 10.

Data
D = 50mm, d = 5mm, Mt= 5Nm = 5000N-mm,

E = 200GPa = 200103 N/mm2, i=10

Solution

Spring Index c = = = 10

When c=10, Stress factor = 1.08

Bending Stress induced = = = 440.032 N/mm2

Maximum Stress = + = 440.032 + = 450.2180 N/mm2

Axial deflection y = = = 32 mm

Also y=

i.e. 32 =

= 1.28 radians = 1.28 = 73.3386

Problem 24

A Belleville spring is made of 3 mm sheet steel with an outside diameter of 125mm and an inside
diameter of 50mm. The spring is dished 5mm. The maximum stress is to be 500MPa. Determine

(i) Safe load carried by the spring

(ii) Deflection at this load
(iii) Stress produced at the outer edge
(iv) Load for flattening the spring

Assume poisons ratio, = 0.3 and E= 200 GPa

Data:
3
t=3mm, =125 mm, =50mm, h=5 mm, =500MPa, =0.3, E=200GPa=200 N/mm2

Solution:

For = = 2.5

M= 0.75, C1=1.325, C2=1.54

(i) Deflection

Stress at the inner edge

= [ (h- ) + t]

i.e. 500 = [1.325 (5- )+ ]

6.665 = y (6.625 0.6625y +4.62)

= 11.245 y 0.6625 y2

i.e. 0.6625y2 -11.245 y +6.665 = 0

y=
 y= 16.36mm or 0.615m

Deflection y = 0.615 mm ( y < h)

(ii) Safe Load

F= [(h-y) (h- )t + ]

F= [(5-0.615) (5- )3+ ]

F = 4093.66 N

(iii) Stress at the outer edge

= [ (h- )- t]

= [1.325 (5 ) 1.54 3 ]

= 73.706 N/mm2

(iv) Load for flattering the spring

When y= h, the spring will become flat

F= =

F= 10127.5 N
Problem 25

A multi leaf spring with camber is fitted to the chassis of an automobile over a span of 1.2m to
absorb shocks due to a maximum load of 20kN. The spring material can sustain a maximum
stress of 0.4GPa. All the leaves of the spring were to receive the same stress. The spring is
required at least 2 full length leaves out of 8 leaves. The leaves are assembled with bolts over a
span of 159mm width at the middle. Design the spring for a maximum deflection of 50mm.

Given data:

L = 1.2m = 1200mm; 2F = 20kN = 20000N

F = 10000N; = 0.4Gpa = 400N/mm2 ( equally stressed);

if = i =2; ig = 6; i=8; lb = 150mm; y = 50mm.

Solution:

Effective length

Assume E = 206.92GPa = 206.92x103 N/mm2

=6; = 2,

Width and thickness of spring leaves

Maximum equalized stress

bh2 = 9843.75 ...(1)

Deflection
 bh3 =93242.5575 .... (2)

Equation (2) Divided by (1) gives

Take thickness of spring h= 9.5mm

Substituting in equation (1) b = 109mm

Substitution in equation (2) b = 108.754mm

Select bigger value as the permissible value

Width of spring leaves b = 109mm.

(ii) Initial space between full length and graduated leaves

Camber

Load on the central band

Load on the band

 REFERENCE BOOKS

MECHANICAL ENGINEERING DESIGN by Farazdak Haideri

MACHINE DESIGN by Maleev and Hartman

MACHINE DESIGN by Schaums out lines

DESIGN OF MACHINE ELEMENTS by V.B.Bhandari

DESING OF MACHINE ELEMENTS-2 by J.B.K Das and P.L. Srinivasa murthy

DESIGN OF SPRINGS Version 2 ME, IIT Kharagpur, IITM

 1

MECHANICAL DRIVES:

Two groups,
They are

1. Drives that transmit power by means of friction: eg: belt drives and rope drives.
2. Drives that transmit power by means of engagement: eg: chain drives and gear drives.

However, the selection of a proper mechanical drive for a given application depends
upon number of factors such as centre distance, velocity ratio, shifting arrangement,
Maintenance and cost.

GEAR DRIVES

Gears are defined as toothed wheels, which transmit power and motion from one shaft to
another by means of successive engagement of teeth
1. The centre distance between the shafts is relatively small.
2. It can transmit very large power
3. It is a positive, and the velocity ratio remains constant.
4. It can transmit motion at a very low velocity.

CLASSIFICATION OF GEARS:
Four groups:

1) Spur Gears
2) Helical gears
3) Bevel gears and
4) Worm Gears

Spur Gear Helical Gear

 2

Bevel Gear Worm Gear Set

NOMEN CLATURE
Spur gears are used to transmit rotary motion between parallel shafts. They are usually
cylindrical is shape and the teeth are straight and parallel to the axis of rotation.

In a pair of gears, the larger is often called the GEAR and, the smaller one is called the
PINION

Nomenclature of Spur Gear

1. Pitch Surface: The pitch surfaces of the gears are imaginary planes, cylinders or cones
that roll together with out slipping.
2. Pitch circle: It is a theoretical circle upon which all calculations are usually based. It is
an imaginary circle that rolls with out slipping with the pitch circle of a mating gear.
Further, pitch circles of a mating gears are tangent to each other.
 3

3. Pitch circle diameter: The pitch circle diameter is the diameter of pitch circle. Normally,
the size of the gear is usually specified by pitch circle diameter. This is denoted by d
4. Top land: The top land is the surface of the top of the gear tooth
5. Base circle: The base circle is an imaginary circle from which the involute curve of the
tooth profile is generated (the base circles of two mating gears are tangent to the pressure
line)
6. Addendum: The Addendum is the radial distance between the pitch and addendum
circles. Addendum indicates the height of tooth above the pitch circle.
7. Dedendum: The dedendum is the radial distance between pitch and the dedendum circles.
Dedendum indicates the depth of the tooth below the pitch circle.
8. Whole Depth: The whole depth is the total depth of the tooth space that is the sum of
addendum and Dedendum.
9. Working depth: The working depth is the depth of engagement of two gear teeth that is
the sum of their addendums
10. Clearance: The clearance is the amount by which the Dedendum of a given gear exceeds
the addendum of its mating tooth.
11. Face: The surface of the gear tooth between the pitch cylinder and the addendum cylinder
is called face of the tooth.
12. Flank: The surface of the gear tooth between the pitch cylinder and the root cylinder is
called flank of the tooth.
13. Face Width: is the width of the tooth measured parallel to the axis.
14. Fillet radius: The radius that connects the root circle to the profile of the tooth is called
fillet radius.
15. Circular pitch: is the distance measured on the pitch circle, from a point on one tooth to a
corresponding point on an adjacent tooth.
16. Circular tooth thickness: The length of the arc on pitch circle subtending a single gear
tooth is called circular tooth thickness. Theoretically circular tooth thickness is half of
circular pitch.
17. Width of space: (tooth space) The width of the space between two adjacent teeth
measured along the pitch circle. Theoretically, tooth space is equal to circular tooth
thickness or half of circular pitch
18. Working depth: The working depth is the depth of engagement of two gear teeth, that is
the sum of their addendums
19. Whole depth: The whole depth is the total depth of the tooth space, that is the sum of
addendum and dedendum and (this is also equal to whole depth + clearance)
20. Centre distance: it is the distance between centres of pitch circles of mating gears. (it is
also equal to the distance between centres of base circles of mating gears)
21. Line of action: The line of action is the common tangent to the base circles of mating
gears. The contact between the involute surfaces of mating teeth must be on this line to
give smooth operation. The force is transmitted from the driving gear to the driven gear on
this line.
22. Pressure angle: It is the angle that the line of action makes with the common tangent to
the pitch circles.
 4

23. Arc of contact: Is the arc of the pitch circle through which a tooth moves from the
beginning to the end of contact with mating tooth.
24. Arc of approach: it is the arc of the pitch circle through which a tooth moves from its
beginning of contact until the point of contact arrives at the pitch point.
25. Arc of recess: It is the arc of the pitch circle through witch a tooth moves from the
contact at the pitch point until the contact ends.

26. Contact Ratio?

Velocity ratio: if the ratio of angular velocity of the driving gear to the angular velocity of
driven gear. It is also called the speed ratio.

27. Module: It is the ratio of pitch circle diameter in mith meters to the number of teeth. it is
usually denoted by m Mathematically

D
m=
Z

28. Back lash: It is the difference between the tooth space and the tooth thickness as
measured on the pitch circle.

29. Velocity Ratio: Is the ratio of angular velocity of the driving gear to the angular velocity
of driven gear. It is also called the speed ratio.
 5

NOTATION

ENGLISH SYMBOLS

Ao Centre distance
B Face width
da Addendem circle diameter
do Pitch circke diameter
dr Root circle diameter
m Module
ra Addendem circle radius
rb Base circle radius
ro Pitch circle radius
R Radius of curvature of tooth profile
Rg Gear ratio
Z Number of teeth
Preasure angle
Stress value
b Bending stress
H Hertz contact stress
HB Contact stress at the beginning of the engagement
HE Contact stress at the end of the engagement
HL Pitting limit stress
Shear stress
Angle velocity
Suffix 1 Pinion
Suffix 1 Gear

Nomenclature of Spur Gear

Failure Map of Involute Gears

 6

Failure Map of Involute Gears

Gear Set
 7

Different Phases of Gear Tooth Contact

 8

Expressions for the Calculation of Equivalent Radii of

Curvature at Various Phases of Contact

Design consideration for a Gear drive

In the design of gear drive, the following data is usually given
i. The power to be transmitted
ii. The speed of the driving gear
iii. The speed of the driven gear or velocity ratio
iv. The centre distance

The following requirements must be met in the design of a gear drive

(a) The gear teeth should have sufficient strength so that they will not fail under static
loading or dynamic loading during normal running conditions
(b) The gear teeth should have wear characteristics so that their life is satisfactory.
(c) The use of space and material should be recommended
(d) The alignment of the gears and deflections of the shaft must be considered because
they effect on the performance of the gears
(e) The lubrication of the gears must be satisfactory
 9

Selection of Gears:
The first step in the design of the gear drive is selection of a proper type of gear for a given
application. The factors to be considered for deciding the type of the gear are

General layout of shafts

Speed ratio

Power to be transmitted

Input speed and

Cost

1. Spur & Helical Gears When the shaft are parallel

2. Bevel Gears When the shafts intersect at right angles, and,

3. Worm & Worm Gears When the axes of the shaft are perpendicular and not
intersecting. As a special case, when the axes of the two shafts are neither intersecting nor
perpendicular crossed helical gears are employed.

The speed reduction or velocity ratio for a single pair of spur or helical gears is normally
taken as 6: 1. On rare occasions this can be raised to 10: 1. When the velocity ratio increases,
the size of the gear wheel increases. This results in an increase in the size of the gear box and
the material cost increases. For high speed reduction two stage or three stage construction are
used.

The normal velocity ratio for a pair of bend gears is 1: 1 which can be increased to 3: 1 under
certain circumstances.

For high-speed reduction worm gears offers the best choice. The velocity ratio in their case is
60: 1, which can be increased to 100: 1. They are widely used in materials handling
equipment due to this advantage.

Further, spur gears generate noise in high-speed applications due to sudden contact over the
entire face with between two meeting teeth. Where as, in helical gears the contact between
the two meshing teeth begans with a point and gradually extends along the tooth, resulting in
guite operations.

From considerations spurgears are the cheapest. They are not only easy to manufacture but
there exists a number of methods to manufacture them. The manufacturing of helical, bevel
and worm gears is a specialized and costly operation.

Low of Gearing:
The fundamental law of gearing states The common normal to the both profile at the point of
contact should always pass through a fixed point called the pitch point, in order to obtain a
constant velocity ratio.

MODULE:
The module specifies the size of gear tooth. Figure shows the actual sizes of gear tooth with
four different modules. It is observed that as the modules increases, the size of the gear tooth
also increases. It can be said that module is the index of the size of gear tooth.
 10

Standard values of module are as shown.

The module given under choice 1, is always preferred. If that is not possible under certain
circumstances module under choice 2, can be selected.

Standard proportions of gear tooth in terms of module m, for 20 full depth system.

Addendum = m
Dedendum = 1.25 m
Cl earance (c) = 0.25 m
Working depth = 2 m
Whole depth = 2.25 m
d mz
Tooth thickness = 1.5708 m = =1.5708m
2z 2 z
Tooth space = 1.5708 m
Fillet radius = 0.4 m
 11
Standard Tooth proportions of involute spur gear

Selection of Material :

The load carrying capacity of the gear tooth depends upon the ultimate tensile strength
or yield strength of the material.
When the gear tooth is subjected to fluctuating forces, the endurance strength of the
tooth is the deciding factor.
The gear material should have sufficient strength to resist failure due to breakage of tte
tooth.
In many cases, it is wear rating rather than strength rating which decides the
dimensions of gear tooth.
The resistance to wear depends upon alloying elements, grawn size, percentage of
carbon and surface hardness.
The gear material should have sufficient surface endurance strength to avoid failure
due to destructive pitting.
For high-speed power transmission, the sliding velocities are very high and the
material should have a low co-efficient of friction to avoid failure due to scoring.
The amount of thermal distortion or wrapping during the heat treatment process is a
major problem on gear application.
Due to wraping the load gets concentrated at one corner of the gear tooth.
Alloy steels are superior to plain carbon steel in this respect (Thermal distortion)
12
 13

Force analysis Spur gearing.

We know that, the reaction between the mating teeth occur along the pressure line, and the
power is transmitted by means of a force exerted by the tooth of the driving gear on the
meshing tooth of the driven gear. (i.e. driving pinion exerting force PN on the tooth of driven
gear).

According to fundamental law of gear this resultant force PN always acts along the pressure
line.

This resultant force PN, can be resolved into two components tangential component Pt and
radial components Pr at the pitch point.
 14

The tangential component Pt is a useful component (load) because it determines the magnitude
of the torque and consequently the power, which is transmitted.

The radial component Pr services no useful purpose (it is a separating force) and it is always
directed towards the centre of the gear.

The torque transmitted by the gear is given by

P 60
Mt = N m
2 N1
Where,
Mt = Torque transmitted gears (N- m)
PkW = Power transmitted by gears
N1 = Speed of rotation (rev / mn)

The tangential component Ft acts at the pitch circle radius.

M t = Ft
d
2

OR

2M t
Ft =
d
Where,
Mt = Torque transmitted gears N- mm
d = Pitch Circle diameter, mm

Further, we know,
2 N M t
Power transmitted by gears = ( kW)
60

Where

Fr = Ft tan
and

resultant force,

Ft
FN =
Cos
 15

The above analysis of gear tooth force is based on the following assumptions.

i) As the point of contact moves the magnitude of resultant force PN changes. This
effect is neglected.

ii) It is assumed that only one pair of teeth takes the entire load. At times, there are
two pairs that are simultaneously in contact and share the load. This aspects is also
neglected.

iii) This analysis is valid under static conditions for example, when the gears are
running at very low velocities. In practice there are dynamic forces in addition to
force due to power transmission.

For gear tooth forces, It is always required to find out the magnitude and direction of two
components. The magnitudes are determined by using equations

P 60
Mt =
2 N 1

2M t
Ft =
d1

Further, the direction of two components Ft and Fr are decided by constructing the free body
diagram.

?
How

Minimum Number of Teeth:

The minimum number of teeth on pinion to avoid interference is given by

2
Z min =
sin 2

For 20full depth involute system, it is always safe to assume the number of teeth as
18 or 20

Once the number of teeth on the pinion is decided, the number of teeth on the gear is
Z2
calculated by the velocity ratio i =
Z1
Face Width:
In designing gears, it is required to express the face width in terms of module.
 16

In practice, the optimum range of face width is 9.5m b 12.5 m

Generally, face width is assumed as ten times module

b = 12 .5 m

The LEWIS Bending Equation:

Wilfred Lewis introduced an equation for estimating the bending stress in gear teeth.

This equation announced in 1892 still remains the basis for most gear design today.

In the lewis analysis, the gear tooth is treated as a cantilever beam and the tangential
component (Ft) causes the bending moment about the base of the tooth.

GEAR TOOTH AS CANTILEVER

Ft

The Lewis equation is based on the following assumption.

(i) The effect of radial component (Fr) which induces compressive stresses is
neglected.

(ii) It is assumed that the tangential component (Ft) is uniformly distributed over the
face width of the gear (this is possible when the gears are rigid and accurately
machined.)

(iii) The effect of stress concentration is neglected.

(iv) It is assumed that at any time only one pair of teeth is in contact and Takes total
load
 17

It is observed that the cross section of the tooth varies from free end to fixed end.
Therefore, a parabola is constructed with in the tooth profile and shown in dotted lines.

Gear tooth as parabolic beam

The advantage of parabolic out lines is that it is

a beam of uniform strength, and the stress at
any cross section is uniform.

We know
M b = Ft h

bt 3 t
I= and y =
12 2

Mby Mb M
b = = = b (Z= Section modulus)
I (I / y ) Z

bt 3 t bt 2
= / =
12 2 6
6 Fb h
b = Permissible bending stress (N/mm2)
bt 2

bt 2 b
Ft =
6h
Multiplying the numerator and denominator of the right hand side by m, (m=Module)

t2
Ft = mb b
6 hm
The bracketed quantity depends on the from of the tooth and is termed as lewis from
stress factor Y
t2
Let y =
6 hm
Then the equation can be rewritten as Ft = mb b y

This y is called as lewis form factor

 18

When the stress reaches the permissible magnitude of bending stresses, the
corresponding force (Ft) is called the beam strength (Sb)
S b = mb b y
Where,
Sb = beam strength of gear tooth (N)
b = Permissible bending stress (N/mm2)

The above equation is known as LEWIS EQUATION

The values of the lewis from factor y is given in table below,

 19

In order to avoid the breakage of gear tooth due to bending, the beam strength should be more
than the effective force between the meshing teeth

In design of gears, It is required to decide the weaker between pinion and gear.

When the same material is used for pinion and gear, the pinion is always weaker than the gear-----
--------- Why?

We know that S b = mb b y
It can be observed that m and b are same for pinion and as well as for gear in a gear
pair,

When different materials are used, the product b . y decides the weaker between the
pinion and gear
The lewis form factor y is always less for pinion compared to gear
Therefore, when the same material is used for pinion and gear, the pinion is always
weaker than the gear.

Effective load-Calculation

Earlier we have seen how to determine the tangential component of the resultant force
between two meshing teeth.

This component can be calculated by using

P 60
I. Mt =
2 N 1

And

2Mt
II. Ft =
d1

The value of the tangential component, depends upon rated power and rated speed.

In gear design, the maximum force (due to maximum torque) is the criterion. This is
accounted by means of a factor called service factor (Cs)

This service factor (Cs) is defined as

Maximum Torque
Cs =
Rated Torque
 20

(M t )max (Ft )max

Cs = =
Mt Ft

Where, (Ft) is the tangential force due to rated torque (Mt)

(Ft )max = Cs Ft
The values of service factors are given in table

We know, that

bis permissible static bending stress which is modified to C v b where, Cv is the velocity
factor used for taking into account the fatigue loading

This velocity factor Cv developed by. Carl. G. Barth, expressed in terms of pitch line
velocity.

The values of velocity factor are as below

3
(i) Cv = , for ordinary and commercially cut gears
3 +V
(made with form cutters) and V<10 m / Sec

6
(ii) Cv = , For accurately hobbed and generated gears and V < 20 m/Sec.
6 +V
 21

5.6
(iii) Cv = , For precision gears with shaving grinding and lapping and V > 20 m/Sec
5.6 + v

Where, v = pitch line Velocity (m/Sec)

dn
= d, mm
60 10 3
n, rev/min
(The velocity factor is an empirical relationship developed by past experience).

Dynamic effects (Dynamic Tooth Load)

When gears rotate at very low speed, the transmitted load Pt can be considered to be the actual
force present between two meshing teeth

However in most of the cases the gears rotate at appreciable speed and it becomes necessary to
consider the dynamic force resulting from impact between mating teeth.

The Dynamic force is induced due to the following factors

1. Inaccuracies of the tooth profile
2. Errors in tooth spacings
3. Misalignment between bearings
4. Elasticity of parts, and
5. Inertia of rotating masses.

There are two methods to account for Dynamics load.

I. Approxinate estimation by the velocity factor in the preliminary stages of gear design

II. Precise estimation by Bucking Hams equation in the final stages of gear design.

Note: Approximate estimation, Using velocity factor (Cv) developed by Barth discussed earlier.

In the final stages of gear desing when gear dimensions are known errors specified and quality
of gears determined, the Dynamic load is calculated by equation derived by

Earle Buckingham

Where, Fd = Dynamic load

= Ft + Fi

Where, Ft = Tangential tooth load

Fi = Inevement load due to dynamic action

 22

k3V (Cb + Ft )
Fd = Ft +
k3V + cb + Ft
Where,
V = Pitch line Velocity (m/Sec)
C = Dynamic factor (N/mm2) depending upon machining errors
e = measured error in action between gears in mm
b = face width of tooth (mm)
Ft = tangential force due to rated torque (N)
K3 = 20.67 in SI units

The Dynamic factor C, depends upon modulus of elasticity of materials for pinion and gear
and the form tooth or pressure angle and it is given by

e
C =
1 1
K 1 +
E1 E2
Where
K = Constant depending upon the form of tooth (take from DDH)
E1 = Modulus of elasticity of pinion material (N/mm2)
E2 = Modulus of elasticity of gear material (N/mm2)

The Values of K, for various tooth forms are given as.

The error, e, in the dynamic load equation is measured error in action between gears in mm

This error depends upon the quality of gear and manufacturing methods.
 23

WEAR TOOTH LOAD

WEAR:
For gears wear is defined as loss of material from contacting surfaces of teeth.

It is further classified as
Normal wear
Moderate wear
Destructive wear
Abrasive wear
Scratching and etc.

Generally, normal wear (Polishinging in) does not constitute failure because it involves loss
of metal at a rate too slow to affect performance

Moderate wear refers to loss of metal more rapid than normal wear.
This need not necessarily be destructive and may develop on heavily loaded gear teeth.
Destructive wear usually results from loading that is excessive for the lubricant employed.
The effect of destructive wear on the tooth profile of an involute gear is depicted in the
figure.

PITTING
Pitting is the principal mode of failure of rolling surfaces. The details of the process vary
with the material and operating conditions, but in all cases it manifests itself by the initiation
and propagation of cracks in the near surface layer until microscopic pieces detach
themselves to form a pit or a spall.

In spur gears surface pitting has long been recognised as one of the failure modes. This is
often refereed to as Pitch line Pitting

The main factors affecting pitting type of failure,

Contact stress.
Material pouring and hardness.
Surface finish and lubrication
 24

Contact stress was originally conceived By HERTZ (1896) in whose name it is often
referred to as Hertz Contact Stress.

The failure of the gear tooth due to pitting occurs when the contact stress between two
meshing teeth exceeds the surface endurance strength the material

In order to avoid this type of failure, the proportions of the gear tooth and surface properties
such as surface hardness should be selected in such a way that the wear strength of the gear
tooth is more than the effective load between the meshing teeth.

The Hertz stress is based on the assumptions of electric and isometric material behaviours,
load is compressive and normal to the contacting surfaces which are stationary and the size of
contacting area whose dimensions are relatively smaller compared with the curvature radius
of the contacting bodies

The above figure,

Illustrates the contact are and corresponding stress distribution between two cylinders.

Here the area of contact stress which is theoretically rectangular with one dimension being the
cylinder length L. (i.e. corresponding to face width of the gear)

The distribution of pressure is represented by a semi elliptical prism and the maximum
contact pressure Po exists on the load axis,

The current gear design practice is to estimate the contact stress at the pitch point of the teeth
by assuming line contact between two cylinders whose radil of contact depends on the gear
geometry at the pitch point.

The analysis of wear strength was done by Earle Buckingham and was accepted by AGMA
(American Gear Manufacturing Association) in 1926. This Buckingham equation gives the
wear strength of the gear tooth based on Hertz theory of contact stress.

Hence, the maximum tooth load from wear consideration as evaluated from Hertz contact
stress equation applied for pitch point contact is given by

Ft = d1bQK
 25

Where,
d1 = Pitch circle diameter of pinion in mm.
b = Face width of the pinion in mm.

2VR
Q = Ratio factor =
VR + 1

2 Z2
=
Z 2 + Z1

and

K = Load stress factor (also known as material combination factor in N / mm2)

This load stress factor depends upon the maximum fatigue limit of compressive stress, the
pressure angle, and the modulus of elasticity of the materials of the gear.

According to Buckingham, this load stress factor is given by

K =
( es )2 Sin 1
+
1

1 .4 E1 E 2

Where, es = Surface endurance limit of a gear pair. (N / mm2)

= [2.75 (BHN) -70]

Where BHN = the average Brinall hardness number of gear and pinion for the steels

Design procedure for spur gears:

(i) Find design tangential tooth load, from power transmitted and pitch line velocity

1000 p C s
= FT = .
V

(ii) Apply lewis relationship i.e. Ft = d . PC . b . y = d C v b m y

a) This lewis equation is applied only to the weaker of the two wheels
b) When both the pinion and gear are made of the same material, then pinion is weaker.
c) When the pinion and gear are made of different materials then the product of (o x y) is
the deciding factor. The lewis equation is used to that wheel for which (o x y) is less.
d) The product of [(o . Cv) .y] is called as strength factor of the gear
e) The face width may be taken as 9.5m to 12.5m for cut teeth and 6.5m to 9.5 m for cast
teeth.

(iii) Calculate the dynamic load (Fd) on the tooth by using Backingham equation, i.e.,
 26

FD = Ft + Fi
by

(iv) Find the static tooth load (i.e.,. Beam strength or the endurance strength of the tooth) by
using the relation,
Fs = e b p c y

=e b m y
for safety against breakage FS > Fd

(v) Finally find the wear tooth load by using the relation

F W = d1 b Q K

The wear load (FW) should not be less than the dynamic load (FD)

Design a pair of spur gears to transmit 20kW of power while operating for 8 10 hrs/day
sustaining medium shock, from shaft rotating at 1000 rev/min to a parallel shaft which is to
rotate at 310 rev/min. Assume the number of teeth on pinion to be 31 and 20 full depth
involute tooth profile. if load factor C = 522.464 N/mm and also for wear load taking load
stress factor, K = 0.279 N/mm2. Suggest suitable hardness. Boththe pinio gears are made of
cast steel 0.2% corbon (untreated) whose d = 137.34 N/mm
check the design for dynamic load if

Given: P = 20kW, =20x103W, Z1 = 31, Z2 = 100, V. R = 1:3.225, = 20Full depth.

N1 = 1000 rev/min, N2 = 310 rev/min

Material: Cast steel 0.2% C, (untreated) d = 137.34 N/mm2

Type of load: Medium skock, with 8-10hrs/day.

C = dynamic factors depending up on machining errors 522.464 N/mm

K = load stress factor (wear) = 0.279 N/mm2

Solution:

d1 = Allowable static stress = 207.0 N/mm2(Pinion)

d2 = 138.3N/mm2(Gear)
3.05
Let Cv = (assume)
3.05 + V

d1 N1
V = pitch lin velocity = V =
60
 27

m Z1 N1
=
60

m 31 1000
= = 1623.15m mm / Sec
60

V = 1.623m mm/Sec

For, Medium shock, with 08- 10 hrs/day the service factor Cs, for gear, Cs =1.5

1000 p
The tangential tooth load = Ft = .C s P, in kW,
V
V, m/ Sec

20 10 3
= . 1.5
1.623m

18484
= .N
m

3.05
Cv =
Now 3.05 + 1.623 m.

W.K.T, Tooth form factor for the pinion,

0.912
= 0.154 (for 20 full depth)
Z1

0.912
= 0.154
31

= 0.154 - 0.0294

= 0.1246

and Tooth from factor, for the gear

0.912
= 0.154
Z2

0.912
= 0.154
100
(Q Z 2 = 100 )

= 0.154 - 0.00912

= 0.1448
 28

d1 x y1 = 137.34 x 0.01246 = 17.11

d1 x y2 = 137.34 x 0.1448 = 19.88

Since (d .y2)is less than (d2 .y2), there fore PINION is WEAKER

Now, by using the lewis equation to the pinion, We have,

Ft = d C v b m y1

18484 3.05
= = 207 10m m 0.1246
m 3.05 + 1.623 m

18484 2471.37 m 2
= =
m 3.05 + 1.623 m

By hit and trial methd,

m= LHS RHS
01 18484 528.86
02 9242 1570.12
03 6161 2808.75
04 4621 4143.98
05 3696 5533.74
Let m = 4107 4833.65

M 04.5 Hence, m = module = 4.5 is OK.

But the standard module is 5.0 mm

Let us take m = 5.0 mm

Face width = b = 10m (assumed)

= 10 x 5 =50mm

Pitch circle diameter of

i) Pinion , d1 = mz1
= 5 x 31 = 155mm

ii)Gear, d2 = mz2
= 5 x 100 = 500mm

18484 18484
= Ft = .= = 3696.8 N s
m 5
 29

V = 1.623m = 1.623 x 5
= 8.115 m/sec

Checking the gear for dynamic and wear loads

We know, that, the Dynamic load on gear tooth

Fd = Ft + Fi

K 3 v (Cb + Ft )
= Fi = .
K 3 v + Cb + Ft

20.67 8.115 (522.464 50 + 3696.9)

Fd = 3696.8 + .
20.67 8.115 + 522.464 50 + 3696.8

167.73 (29820) 5001708.6

= 3696.8 + . = 3696.8 +
167.73 + 129820 167.73 + 172.68 s

5001708.6
= 3696.8 + .
340.41

= 3696.8 + 14693.18

Fd = 18389.98 N

Assuming:
en = 259.0 N /mm2

State tooth load or endurance

strength of the tooth = Fen = en .b

Fen = 259 x 50 x x 5 x 0.1246

= 25345.89 N

For medium shock taking Fen = 1.35 Fd

= 1.35 x 18389.98

= 24826.473

Fen 25345.89
i.e., = = 1.378
Fd 18389.98

Design is safe
 30

Wear load
W.K.T,
2VR
Q = Ratio factor = = .
VR + 1

2 1.3225
= . = 1.138
1.3225 + 1

Fw = d, b Q K

= 155 x 50 x 1.138 x 0.279

= 2460.6 N

Is the design is safe from the point of wear?

find new k
Fd
=
155 50 0.138

18389
=
8819.5

k = 2.08

Heat treaded for 350 BHN

Fw > Fd design is safe

A pair of carefully cut spur gears with 20 stub involute profile is used to transmit a
maximum power 22.5 kW at 200 rev/min. The velocity ratio is 1:2. The material used for
both pinion and gear is medium cast iron, whose allowable, static stress may be taken as 60
Mpa. The approximate center distance may be taken as 600 mm, determine module and face
width of the spur pinion and gear. Check the gear pair for dynamic and wear loads

The dynamic factor or deformations factor in Bucking hams dynamic load equation may be
taken as 80, and material combination/load stress factor for the wear may be taken as 1.4

Given: VR = 2, N1 = 200 rev/min, N2 = 100 rev/ min, P = Power transmitted, 22.5 kW

Center distance = L = 600mm d1 = d 2
= 60Mpa, C= 80, K= 1.4

Assumption:
i) b = face width = 10m

ii) Steady load condition and 8 10 hrs/day

Cs = 1.0
 31

Both the gear and pinion are mode of the same material. Therefore pinion is weaker and the
design will be based on pinion.

W.K.T,
Centre distance between the shafts (L) = 600mm

d1 + d 2
= .
2

d 1 + 2d
and = . = 600 mm
2

d1 = 400mm = 0.4 m
d2 = 800mm = 0.8m

d1 N1
V1 = Pitch line velocity of pinion = .
60

0.4 200
V= . = 4.2m / sec
60
Since Vi = pitch line velocity is less than 12 m/sec the velocity factor = Cv, may be taken as

3.05
= .
3.05 + v

3.05 3.05 3.05

= .= .= .
3.05 + v 3.05 + 4.2 7.25

= 0.421

d1 400
Now, Z1 = = .
m m

0.910
y1 = tooth form factor = 0.175 (for 20 stub systems)
Z1
0.910
0.175 m
400

= 0.175 0.002275 m

W.K.T,
P 10 3
Design tangential tooth load = Ft = Cs
v.
22.5 10 3
= 1.0
4.2

= 5357 N
 32

W.K.T,
Ft = d. Cv b m x y1

= 60 x 0.421 x 10m x m x (0.175 0.002275m)

Solving for m, we get m = 6.5

m = 8.0 (standard)

Face width = b = 10m = 10 x 8 = 80mm

d1 400
Z1 = = . = 50
m m

d2 800
Z2 = = . = 100
m 8

Checking two gears for dynamic and wear load

W.K.T

(i) Dynamic load = Fd = FT + Fi

20.67 4.2 (80 80 + 53.57)

g = FT +
20.67 4.2 + (80 80 + 53.57)

= 5357 + 5273

= 10630 N

W.K.T,
y1 = Tooth form factor for pinion = 0.175 0.002275m

= [0.175 0.002275 x 8]

= 0.175 0.018200

= 0.1568

Let flexural endurance limit (e) for cast iron may be taken as 85 Mpa = ( 85 N/mm)

Fen = en . . b my

= 85 80 8 0.1568

= 26720 N

For steady loads Fen = 1.25 fd .

 33

1.25 10610

13287.5 N

W.K.T,
2VR 22
Q = Ratio factor = =
VR + 1 2 + 1

= 1.33

F w = d1 b Q K

= 400 x 80 x 1.33 x 1.4 = 59584 N

Since both Fen and Fw are greater than Fd, the design is safe
 34

Helical Gears:
A Helical gear has teeth in the form of helix around the gear. Two such gears may be used to
connect two parallel shafts in place of spur gears. The helixes may be right handed on one
gear and left handed on the other. The pitch surfaces are cylindrical as in spurgearing, but the
teeth instead of being parallel to the axis, wind around the cylinders helically like screw
threads. The teeth of helical gears with parallel axis have line contacts as in spurgearing.
This provides gradual engagement and continuous contact of the engaging teeth. Hence
helical gears give smooth drive with high efficiency of transmission.

The helical gears may be single helical type or double helical type. In case of single helical
type there is some axial thrust between the teeth which is a disadvantage. In order to
eliminate this axial trust double helical gears (i.e., herning bone gears) are used. It is
equivalent to two single helical gears, In which equal and opposite thrusts are provided on
each gear and the resulting axial thrust is zero.
 35

Terms used:
Helix angle: It is constant angle made by the helices with the axis of rotation

Axial pitch: It is the distance parallel to the axis between similar faces of adjacent teeth. It is
same as circular pitch and is therefore denoted by PC.

Normal pitch: It is the distance between similar faces of adjacent teeth along a helix on the
pitch cylinders normal to the teeth. It is denoted by PN.

PN = PC cos
again N = Normal pressure angle
= Pr. angle
tan N = tan cos

Face width: In order to have more than one pair of teeth in contact, the tooth displacement
(i.e., the advancement of one end of tooth over the other end) or over lap should be atleast
equal to the axial pitch such that, over lap PC =b tan --------- (i)

The normal tooth load (FN) has two components, one is tangential component (Ft) and the
other axial component (FA) as shown in fig

The axial or end thrust is given by

FA = FN sin = Ft tan --------(ii)

From the above equation (i), we see that as the helix angle increases then the tooth over lop
increases. But at the same time the end thrust as given by the equation (ii) also increases
which is not desirable. It is usually recommended that the over lop should be 15% of the
circular pitch.
Over lop = b tan = 1.11 PC
 36

1 . 11 Pc
b = (Q = pc = m ) b = minimum face width
tan
m = Module,
Note:
1. The maximum face width may be taken as 12.5 to 20.0m
2. In case of double helical or herring bone gears the minimum face width is given by

2.3Pc 2 .3 m 2 .3 m
b= =b= =
tan tan sin
3. In a single helical gears, the helix angle ranges from 20 to 35, while for double
helical gears it may be made up to 45

b = 12.5 mn To 20.mn.

Formative or equivalent number of teeth for helical gear:

The formative or equivalent number of teeth for a helical gear may be defined as the number
of teeth that can be generated on the surface of a cylinder having a radius equal to the radius
of curvature at a point at the tip of the minor axis of an ellipse obtained by taking a section of
the gear in the normal plane. Mathematically, formative or equivalent number of teeth an a
helical gear

ZE = Z / cos3.

Z = Actual number of teeth on a helical gear and

= helix angle.

Proportion of Helical Gears:

AGMA Recommendations.
Pressure angle in the plane of rotation = 15 to 25
Helix angle, = 20 - 45
Addendum = 0.8 m (maximum)
Dedendum = 1.0 m
Minimum total depth = 1.8 m (maximum)
Minimum clearance = 0.2 m
Thickness of tooth = 1.5708 m

STRENGTH OF HELICAL GEARS: (P962 K/G)

In helical gears, the contact between mating teeth is gradual, starting at one end and moving
along the teeth so that at any instant the line of contact runs diagonally across the teeth.
Therefore, in order to find the strength of helical gear, a modified lewis equation is used.

It is given by, FT = o. CV b m y.

Where
(i) FT, o, CV, b, , m, as usual , with same meanings,
 37

And
y = Tooth from factor or lewis factor corresponding to the FORMATIVE OR VIRTUAL
OR EQUIVALENT NUMBER OF TEETH.

The values of CV, velocity factor, from equation, (D.D.H)

Item Equation
(a) For low-angle helical gears when v is less 4.58
than 5 m/s Cv
4.58 + v
(b) For all helical and herringbone gears when v 6 .1
is 5 to 10 m/t Cv
6 .1 + v
(c) For gears when v is 10 to 20 m/s (Barths 15.25
formula) Cv
15.25 + v
(d) For precision gear with v greater than 20 m/s 5.55
Cv
5.55 + v
(e) For non metallic gears 0.7625
Cv + 0.25
1.0167 + v

(ii) The dynamic tooth load, Fd =Ft + Fi

Fi =
(
K 3 v cb cos 2
+ F t )cos
Where (
K 3 v + cb cos 2
+ Ft )
1/ 2

KS = 20.67 in SI units
= 6.60 in metric units,

(iii) The static tooth load or endurance strength of the tooth is given by

FS = e b my Fd

The maximum or limiting wear tooth load for helical gears is given by,

d1 b Q K
Fw = 2
Fd
cos

Where d1. b, Q and K have usual meanings as discussed in spur gears

In this case,
Where K = The load stress factor

K =
( es )2 sin N
1
+
1

1 .4 E1 E2
 38

Pair of helical gears are to transmit 15 kW. The teeth are 20 stub in diametral plane and have
a helix angle of 45. The pinion runs at 10,000 rev/min and has 80 mm pitch diameter. The
gear has 320 mm pitch diameter. If the gears are made of cast steel having allowable static
strength of 100 Mpa. Determine the suitable module and face width from static strength
considerations and check the gears for dynamic and wear loads. given es = 618 MPa

Given: P = 15kW= 15x103 W, = 20, = 45, N1 = 10,000 rev/min,

d1 = 80mm = 0.08 m, d2 = 320 mm = 0.32 m, d1 = d2 = 100 MPa = 100 N/mm2,
es = 618 MPa = 618 N/mm2

Since, both the pinion and gear are made of the same material (i.e., cast steel) the pinion is
weaker. Thus the design is based on the pinion.

W K T,
Torque transmitted by the pinion

P 60 15 10 3 60
T =
2 N1 = 2 10 , 000 = 14.32 N-m

T 14 . 32
Ft = = = 358 N
Tangential tooth load on the pinion d1 / 2 0 . 08 / 2

W.K.T
1 d 80
Number of teeth on the pinion = Z 1 = m = m

Z 1
And formative or equivalent number of teeth for pinion = Z E 1 =
cos 3

80 / m 80 / m 226 . 4
= = =
cos 3 45 (0 . 707 )3 m.

Tooth from factor for pinion for 20stub teeth

0.841
y '1 = 0.175
Z E1

0.841
= 0.175 = 0.175 0.0037 m
226 .4 / m

W.K.T
d1 N1 0.08 10,000
V = = = 42 m / Sec
60 60

5.55 5.55
Cv = = Q V is greater than 20 m/sec
5.55 + V 5.55 + 42
 39

5.55 5.55
Cv = = = 0.461
5.55 + 6.48 12.03

Since maximum face width,(b) for helical gear may be taken as 12.5 m to 20.0 m.
Let us take b = 12.5 m

W.K.T
tangential tooth load (Ft)

= 358 = (d1. CV) b m y11

= (100 x 0.461) x 12.5m x x m x (0.175-0.003)

= 72m2 1.5m3

By Trial and hit method,

Solution for m, =
m = 2.1 say 2.5 mm (standard)

and face width = b = 12.5 m = 12.5 x 2.5 = 31.25 mm say 32.0 mm

cheeking the gear for wear:

d 2 320
WKT. V.R = = =4
d1 80

2 VR 2 4 8
Q= = = = 1 .6
VR + 1 4 + 1 5

WKT. tan N = tan cos

= tan 20 cos 45
= 0.2573
N =14.4

Since, both the gears are made of same material (i.e., cast steel).

Therefore, let

E1 = E2 = 200 x 103 N/ mm2

es2 . Sin N 1 1
Load stress factor = K = +
1.4 E
1 E 2

618 2 Sin 14.4 1 1

= 3
+
3
1.4 200 10 200 10

= 0.678 N / mm 2
 40

W.K.T,
d1 b Q K 80 32 1.6 0.678
= FW = = 5554 N
Cos 2 Cos 2 45

Since maximum load for wear is much more than the tangential load on the tooth. Design is
satisfactory for wear consideration.

Seminally try for Fd = dynamic load

Fd = Ft + Fi

k 3 v (C b cos 2 ) cos
= Ft +
k 3 v + C b Cos 2 + Ft

C= dynamic factor depending

upon machine error = 712.0
(for an error of 0.04)

20.67 42 (712 32 Cos 2 45 + 358) cos 45

= 358 +
(20.67 42) + (712 32 Cos 2 45 + 358) cos 45

= FD = ?
 41

Bevel gears:
The bevel gears are used to transmit power at a constant velocity ratio between two shafts
whose axes intersect at a certain angle. The pitch surfaces for the bevel gear are frustums of
cones.

CLASSIFICATION OF BEVEL GEARS:

Classified depending upon the angles between the shafts and the pitch surfaces.

(i) Miter gears: when equal bevel gears (having equal teeth and equal pitch angles) connect
two shafts whose axes intersect at right angles as shown, then they are known as miter
gear.

(ii) Angular bevel gears: when the bevel gears connect two shafts whose axes intersect at an
angle other than a right angle, then they are known as angular bevel gears.

(iii)Crown bevel gears: when bevel gears connect two shafts whose axes intersect at an angle
greater than a right angle and one of the bevel gears has a pitch angle of 90 then it is
known as a crown gear. The crown gear corresponds to a rack in spur gearing as shown.

(iv) Internal bevel gears: when the teeth on the bevel gear are cut on the inside of the pitch
cone then they are known ass inter bevel gears.

Note: The bevel gears may have straight or spiral teeth. It may be assumed, unless other wise
stated that the bevel gear has straight teeth and and the axes of the shafts intersect at right
angle.
 42

TERMS USED IN BEVEL GEARS:

A sectional view of two bevel gears in mesh is as shown. The following terms are important
from the subject point of view.

(i) Pitch cone: It is a cone containing the pitch elements of the teeth.

(ii) Cone centre: It is the apex of the pitch cone. It may be defined as that point where the
axes of two mating gears intersect each other.

(iii) Pitch angle: It is the angle made by the pitch line with the axis of the shaft. It is denoted
by (i.e, 1 & 2)

(iv) Cone distance: It is the length of the pitch cone element. It is also called as a pitch cone
radius. It is denoted by OP Mathematically cone distance or pitch cone radius

pitch radius Dp /2 D /2
= OP= = = G
sin Op sin Op1 sin Op2

(v) Addendum angle: It is the angle subtended by the addendum of the tooth at the cone
centre. It is denoted by a. Mathematically addendum angle.

2h a1 Sin 1
tan a =
d1

2h a2 Sin 2
=
d2

(vi) Dedendum angle: It is the angle subtended by the Dedendum of the tooth at the cone
centre. It is denoted by d. Mathematically,
 43

2h f 1 sin 1
tan d =
d1

2h f 2 sin 2
=
d2
Where, ha1, ha2 = addendum of the pinion and gear respectively, mm

hf1, hf2 = dedendum of pinion and gear respectively, mm

(vii) Face angle: It is the angle subtended by the face of the tooth at the cone centre. The
face angle is equal to the pitch angle plus addendum angle.

(viii) Root angle: It is the angle subtended by the root of the tooth at the cone centre. It is
equal to the pitch angle minus dedendum angle

(ix) Back cone: (Normal cone): It is the imaginary cone perpendicular to the pitch cone at
the end of the tooth.

(x) Crown height: It is the distance of the crown point C, from the cone centre O,
parallel to the axis of the gear. It is the denoted by C

(xi) Mounting height: It is the distance of the back of the boss from the cone centre. It is
denoted by m

(xii) Pitch diameter: It is the diameter of the largest pitch circle.

(xiii) Outside or addendum cone diameter: It is the maximum diameter of the teeth of the
gear. It is equal to the diameter of the blank from which the gear can be cut.
Mathematically outside dia ,

dO1 = d1 + 2ha1, Cos 1

dO2 = d2 + 2ha2, Cos 2

Proportions of Bevel gears:

The proportion for the bevel gear may be taken as

(i) Addendum: a = 1.0 m

(ii) Dedendum: d=1.2 m
(iii) Clearance = 0.2 m
(iv) Working depth = 2.0m
(v) Tooth thiknes = 1.5708

Formative or Equivalent number of teeth for Bevel Gears: (Tredgolds approximation)

Ze = Z/Cos
 44

STRENGTH OF BEVEL GEARS:

The strength of a bevel gear tooth is obtained in a similar way as discussed in the previous
articles. The modified form of the lewis equation for the tangential tooth load is given as
follows
L b
= Ft = ( d C v ) b m y 1
L

y1= lewis form factor based on formative or equivalent number of teeth

L = Slant height of pitch cone (or cone distance)

1
= d 12 + d 22
2
Where d1 and d2 are the pitch circle diameters on the larger diameter of pinion
and gears respectively

Lb
(i) The factor i.e, may be called as bevel factor
L
(ii) For satisfactory operation of bevel gears the face width should be from 6m to 10
m. Also ratio L/b should not exceed 3, (i.e., b L / 3)for this the number of teeth
48
in the pinion must not be less than
1 + (vR) 2
(iii) The dynamic loads for bevel gears may be obtained in the same similar manner as
discussed for spur gears.
(iv) The static tooth load or endurance strength of the tooth for bevel gears is given by

L b
= Fe = e b m y 1
L
The value of flexural endurance limit (e) may be taken from table

(v) The maximum or limiting load for wear for bevel gears is given by

D1 b Q e k
= Fw =
Cos 1
Where,
D1, b, Q, k, have usual meanings as discussed in spur gears except that Qe is based on
formative or equivalent number of teeth, such that,

2 Ze 2
Q =
Ze 2 + Ze 1
 45

A pair of bevel gears to connect two shafts at right angles and transmit 9 kW. The allowable
static stress for pinion and gear materials may be taken respectively as 85 MPa and 55 MPa
and brinill hardness of 200 and 160. The speed may be assumed as 1200/420 and number of
teeth may be assumed as 21 for pinion and 60 for gear. Tooth profile may be taken as 20
full depth involute. Check the design for dynamic and wear loads.

Given: s = 90, P = 9kW = 9000W, Z1 = 21, Z2= 60, d1 = 85 MPa,

d2 = 55 MPa, N1 = 1200 rev/min, N2 = 420 rev/min, = 20(full depth involute)

Find, module, and check the design for dynamic and wear loads,

Since, the shafts are at right angles,

Therefore, pitch angle for pinion,

d1 Z1 1
= tan 1 = = =
d2 Z2 i

21
1 = tan1 = 19.3
60
1 =19.3
and the pitch angle for gear = 2 = 90 1
2 = 70 .7

W.K.T,

formative number of teeth for pinion

Z1 21
Ze1 = = .
cos 1 cos 19. 3

Z1
= = 22 . 25
0 . 9438
Z e1 = 22 . 25

Z2 60 60
and
Ze2 = = =
cos 2 cos 70.7 0.3305
Z e 2 = 181 .54
 46

W.K.T.

for 20 full depth involute system tooth from factor

0.912
For pinion
= y11 = 0 .154
Z e1

0.912
= 0 154 = (0 154 0.0405) = 0 .11350
22 . 25

0.912
and for gear
= y12 = 0 154
181.54

0 . 154 0 . 00502 = 0 . 14898

d y11 = 85 0.11350 = 9.6475

1

d y 12 = 55 0.14898 = 8.1939
2

1
Since the product, d 2 y 2 is less than d y11
1
therefore Gear is weaker, and thus
the design should be based on gear only.

W.K.T.

P 103
Ft =
v

. d2 N2 . mZ 2 N 2
Here
v= =
60 60

m 60 420
= = 1320m mm / Sec
60
v = 1.320m m / Sec
 47

Now
P 103 9 103 6818.18
Ft = = =
v 1.320 m m

6818 .18
Ft = N
m

Taking velocity factor

6 .1
= Cv =
6 .1 + v

(taking into consideration that gears are very accurately cut and ground gears having a pitch
line velocity from 6 m/ sec to 20 m/sec)

6 .1
= Cv =
6 . 1 + 1 . 32 m

W.K.T,

Length of pitch cone element

d2 m 60
= L = =
2 Sin 2 2 Sin 70 . 7

m 60
= = 31.78 m
2 0.9438

L = 31.78 m

Assuming the face width b = 1/3rd of the length of the pitch cone element L,

L 31.78 m
b= = = 10.60 m
3 3

b = 10.60 m
 48

W.K.T,

The tangential tooth load on gear

L b
Ft = ( d 2 C v ) b m y 12
L

6818.18 6 .1
= = 55 10.60 m
m 6.1 + 1.32 m

31.78 m 10.60 m
m 1.4898
31.78 m

6818.18 1109 m 2
= =
m 6.1 + 1.32 m

41590 + 8999 m = 1109 m3

Solving this by hit and trial method we get, m = 4.58

m = 5.0 (Standard)

and b = 10.60 x m

= 10.60 x 5 = 53.0 mm

b = face width = 53.0 mm

Thus, d2 = m x 60 = 5 x 60 = 300 mm

d1 = m x 21 = 5 x 21 = 105 mm

& L = 31.78 m = 31.78 x 5 = 158.9

 49

Check for dynamic load

W.K.T,

Pitch line velocity

V = 1.320 m m/sec

= 1.32 x 5

v = 6.600 m / Sec

and tangential tooth load on the gear

6818.18
= Ft = N
m

6818.18
=
5

Ft = 1363.63 N

From table the tooth error in action for first class commercial gears having module 5 mm is

e = 0.0555

Take K1 = 9.0 for 20 full depth teeth

and E1 = 210 x 103 N/mm2 and

E2 = 84 x 103 N/mm2

C = dynamic factor depending upon machining errors

e
=
k1 (1/ E1 + 1 / E 2 )

0.0555
=
1 1
9.0 3
+
210 10 84 10 3

6.166 10 3
=
(4.76 10 6 + 1.190 10 5
)
 50

6.166 10 3
=
(0.476 + 1.190)10 5

6.166 10 3 10 5
=
1.666

2
6.166 10
= = 370.1 N / m
1.666

C = dynamic factor = 370.1.N/m

W.K.T

Dynamic load on the gear

= Fd = Ft + Fi

k 3 v (cb + Ft )
= Ft +
k3 v + cb + Ft

20.67 6.6 (370.1 53 + 1863.63)

= 1363.63 +
20.67 6.6 + 370.1 53 + 1363.63

136.422 (19615.3 + 1363.63)

= 1363.63 +
136.422 + 19615.3 + 1363.63

136.422 20978.93
= 1363.63 +
136.422 + 20978.93

2861987.588
= 1363.63 +
136.422 + 144.841

2861987.588
= 1363.63 +
281.263

= 1363.63 + 10175.485

Fd = 11539.115 N
 51

en = for gear material of BHN = 160, is taken as 83.5 N/mm2

Further, we know static tooth load or endurance strength of the tooth

L b
= FS = en b m y12
L
= 83.5 x 53 x x 5 x 0.14898

158 . 9 53

158 . 9

= 83.5 x 53 x x 5 x 0.14898 x 0.666

FS = 6902.116 N

Since FS < Fd, the design is not satisfactory from the standpoint of dynamic load.

It is known that FS 1.25 Fd for steady loads

i.e., Fd dynamic load on gear must be reduced

i.e, by assuming for a satisfactory design against dynamic load, let us take the precision gears
(class III) having tooth error in action

e = 0.0150 mm

C = 100.02 N/mm

20.67 6.6 (100.02 53 + 1363.63)

FD = 1363.63 +
20.67 6.6 + 100.02 53 + 1363.63

136.422 (5300 + 1363.63)

= 1363.63 +
136.422 + 5300 + 1363.63

136.422 6663.63
= 1363.63 +
136.422 + 6663.63

136.422 6663.63
= 1363.63 +
136.422 + 81.63
 52

909065.7319
= 1363.63 +
281.052

= 1363.63 + 4169.0318

FD = 5532.66 N

From the above we see that by taking precision gear, FS is greater than FD, therefore, the
design is satisfactory from the standpoint of dynamic load

Fs 6902.166
here = = = 1.2475
FD 5532.66

(Hence, design is safe)

Check for wear load

For 180 BHN, es may be 617.8 N /mm2 normally steel for pinion and cost iron for gear of
200 & 160 , (Hence in the table take 180 & 180)

( es ) 2 Sin 1 1
k = load stress factor = +
1.4 E1 E 2

(617.8) 2 Sin 20 1 1
= 3
+ 3
1.4 210 10 84 10

381676 0.342 1 +2.5

= 3
1.4 210 10

130533.192 3.5
= 3
1.4 210 10

0.01666
= 93237.994
10 3

= 93.2379 x 0.01666

1.553 N / mm2

k = 1.553 N / mm2
 53

and
Qe = ratio factor

2 Ze2 2 181.54
= =
Ze2 + Ze 22.25 + 181.54

363.08
= = 1.78
203.79

W.K.T

Maximum or limiting load for wear

= F W = d1 * b Q e K (*? For pinion, please explain)

= 105 x 53 x 1.78 x 1.553

Fw = 15397.70 N

Since, Fw is greater than FD the design is satisfactory from the standpoint of wear also
 42

Design of Belts, Ropes and Chains -- U8

INTRODUCTION
Power is transmitted from the prime mover to a machine by means of intermediate
mechanism called drives. This intermediate mechanism known as drives may be belt or chain
or gears. Belt is used to transmit motion from one shaft to another shaft with the help of
pulleys, preferably if the centre distance is long. It is not positive drive since there is slip in
belt drive.

Three types of belt drives are commonly used. They are:

Flat belt drive
V-belt drive
Rope or circular belt drive

FLAT BELT DRIVE
When the distance between two pulleys is around 10 meters and moderate power is required
then flat belt drive is preferred. This may be arranged in two ways
Open belt drive
Cross belt drive
When the direction of rotation of both the pulleys are required in the same direction , then we
can use open belt drive; if direction of rotation of pulleys are required in opposite direction
then cross belt is used. The pulleys which drives the belt is known as driver and the pulley
which follows driver is known as driven or follower.

MERITS AND DEMERITS OF FEAT BELT DRIVE

Merits:
Simplicity, low cost, smoothness of operation, ability to absorb shocks, flexibility and
efficiency at high speeds.
Protect the driven mechanism against breakage in case of sudden overloads owing to
belt slipping.
Simplicity of care, low maintenance and service.
Possibility to transmit power over a moderately long distance.

Open belt drive

 43

Cross belt drive

Demerits:
It is not a positive drive.
Comparatively large size.
Stretching of belt calling for resewing when the centre distance is constant.
Not suitable for short centre distance.
Belt joints reduce the life of the belt.
High bearing loads and belt stresses.
Less efficiency due to slip and creep.

Creep in Belts
Consider an open belt drive rotating in clockwise direction as shown in figure. The portion of
the belt leaving the driven and entering the driver is known as tight side and portion of belt
leaving the driver and entering the driven is known as slack side.

During rotation there is an expansion of belt on tight side and contraction of belt on the slack
side. Due to this uneven expansion and contraction of the belt over the pulleys, there will be a
relative movement of the belt over the pulleys, this phenomenon is known as creep in belts.
 44

Flat belt drive system

Serpentine belt system

Flat belt drive system

3D arrangement of belt drive

Velocity Ratio
The ratio of angular velocity of the driver pulley to the angular velocity of the driven pulley
is known as velocity ratio or speed ratio or transmission ratio.

Let d1 = Speed of driver pulley

d2 = Speed of driver pulley
n1 = Speed of driver pulley
n2 = Speed of driver pulley
Neglecting slip and thickness of belt,
Linear speed of belt on driver = Linear speed of belt on driven
 45

Velocity Ratio

The ratio of angular velocity of the driver pulley to the angular velocity of the driven
pulley is known as velocity ratio or speed ratio or transmission ratio.

Let d1 = Speed of driver pulley

d2 = Speed of driver pulley
n1 = Speed of driver pulley
n2 = Speed of driver pulley
Neglecting slip and thickness of belt,
Linear speed of belt on driver = Linear speed of belt on driven

i.e., d1 n1 = d2 n2

Considering the thickness of belt

Slip in Belts
Consider an open belt drive rotating in clockwise direction, this rotation of belt over the
pulleys is assumed to be due to firm frictional grip between the belt and pulleys.

When this frictional grip becomes in sufficient, there is a possibility of forward motion of
driver without carrying belt with it and there is also possibility of belt rotating without
carrying the driver pulley with it, this is known as slip in belt.

Therefore slip may be defined as the relative motion between the pulley and the belt in it. This
reduces velocity ratio and usually expressed as a percentage.

Effect of Slip on Velocity Ratio

Let s1 = Percentage of slip between driver pulley rim and the belt.
s2 = Percentage of slip between the belt and the driven pulley rim.
Linear speed of driver = d1 n1
 46

Material Used for Belt

Belts used for power transmission must be strong, flexible, and durable and must have a
coefficient of friction. The most common belt materials are leather, fabric, rubber, balata,
Camels hair and woven cotton.

Length of Open Belt

Consider an open belt drive as shown in Figure.
Let, D = diameter of larger pulley
d = diameter of smaller pulley
C = distance between centers of pulley
L = length of belt
 47

Where L and s are in radians.

For equal diameter pulleys L = s = radians.
For unequal diameters pulleys, since slip will occur first on the smaller diameter pulley, it is
necessary to consider s while designing the belt.

Length of Cross Belt

Consider a cross-belt drive as shown in Figure
Let, D = diameter of larger pulley
d = diameter of smaller pulley
L = Length of belt
 48

Ratio of Belt Tensions

Consider a driven pulley rotating in clockwise direction as shown in Figure.
Let, T1 = Tension on tight side
T2 = Tension on slack side
= Angle of lap
RN = Normal Reaction
F = Frictional force = RN

Now consider a small elemental portion of the belt PQ subtending an angle at the centre.
The portion of the belt PQ is in equilibrium under the action of the following forces, (i)
Tension T at P (ii) Tension T + T at Q (iii) Normal reaction RN (iv) Frictional force F =
RN
 49

Centrifugal Tension

Consider a driver pulley rotating in clockwise direction, because of rotation of pulley there
will be centrifugal force which acts away from the pulley. The tensions created because of
this centrifugal force both on tight and slack side are known as centrifugal tension.
Let, m = Mass of belt per meter length
v = Velocity in m/sec
TC = Centrifugal tension in N
r = Radius of pulley
FC = Centrifugal force

Consider a small elemental portion of the belt PQ subtending an angle shown in Figure.
Now the mass of belt PQ = M = Mass per unit length x Arc length PQ = mrd
 50

Effect of Centrifugal Tension on Ratio ofTensions

Ratio of belt tension considering the effect of centrifugal tension is

T1 TC
T2 TC
 51

Initial Tension
The motion of the belt with the pulleys is assumed to be due to firm frictional grip between
the belt and pulleys surface. To increase this grip the belt is mounted on the pulleys with
some tension when the pulleys are stationary.
The tension provided in the belt while mounting on the pulley is Initial tension and is
represented by T0. Since in actual practice the belt is not perfectly elastic, C.G.Barth has
given the relation as

Design Procedure for Flat Belt Drive

 52

3. Centrifugal stress

4. Capacity

Calculate eLL and ess and take the smaller value as the capacity. If the coefficient of
friction is same for both pulleys then find only es since it is smaller than eL
 53

Example

A belt is required to transmit 18.5 kW from a pulley of 1.2 m diameter running at 250
rpm to another pulley which runs at 500 rpm.The distance between the centers of pulleys is
2.7 m. The following data refer to an open belt drive, = 0.25. Safe working stress for
leather is 1.75 N/mm2. Thickness of belt = 10mm. Determine the width and length of belt
taking centrifugal tension into account. Also find the initial tension in the belt and absolute
power that can be transmitted by this belt and the speed at which this can be transmitted.
54
 55

Area of cross section of belt

Total given power 18.5

= 2
= = 1503.18 mm 2
Power transmitted per mm area 0.01231
Also A = b x t
1503.18
= b x 10
Therefore, b = 150.318 mm

Standard width b = 152 mm

 56

V- BELT DRIVE
Introduction

When the distance between the shafts is less, then V-belts are preferred. These are endless and
of trapezoidal cross section as shown in Figure. It consists of central layer of fabric and
moulded in rubber or rubber like compound. This assembly is enclosed in an elastic wearing
cover. The belt will have contact at the two sides of the groove in the pulley. The wedging
action between the belt and groove will increase the coefficient of friction making the drive a
positive one.
 57

Types of V - belts

a) Endless V-belt
b) Assembling of V-belt
c) Narrow V-belt
d) Wide V-belt with cogs
e) Narrow V-belt with cogs
f) Double angle V-belt
g) Great angle V-belt
h) Vee-band
i) Pol-rib belt

Advantages of V-belt over Flat belt

Advantages:
Compact and give high velocity ratio.
Provides shock absorption between driver and driven shafts.
Positive and reliable drive.
Because of wedging action in the grooves, loss of power due to slip is less.
There is no joints problem as the drive is of endless type.

Disadvantages:
Initial cost is more as the fabrication of pulleys with V-grooves are complicated.
Cannot be used when the center distance is large.
Improper belt tensioning and mismatching of belt results in reduction in service life.
 58

Ratio of belt tensions for V-belt or rope drive

V-Belt drive or rope drive runs in a V-grooved pulley as discussed earlier. The cross-section
of V-belt is shown in Figure.

Let, 2 = angle of groove

RN = normal reaction between each side of groove
and the corresponding side of the belt strip PQ

From Figure Resolving Forces Vertically,

R = RN sin + RN sin = 2 RN sin

Total frictional force = RN + RN = 2 RN

In case of V-belt or rope, there are two normal reactions as

shown in Figure, so that the radial reaction R is 2 RN sin
and the total frictional force = 2( RN) = 2 RN
Consider a short length PQ of belt subtending angle at
the center of the pulley as shown in Figure.
 59

Let, R = radial reaction between the belt length

PQ and the pulley rim = 2RN sin
RN = Normal reaction between the belt length PQ and
the pulley rim.
T = Tension on slack side of the shot strip PQ
T+T = Tension on tight side of short strip PQ
T = Difference in tension due to friction between the
length PQ and the surface pulley rim
= Coefficient of friction between the belt and pulley
surface
= effective coefficient of friction = /sin
The strip PQ will be in equilibrium (figure) under the action of four forces T, T+ T, 2
RN and R where 2 RN is the frictional force which is opposing the motion
60
61
 62

DESIGN PROCEDURE FOR V-BELT

1. Selection of belt c/s

Equivalent pitch diameter of smaller pulley
de = dp.Fb
Where , dp = d1
Fb = smaller diameter factor

Based on de select the c/s of belt

If d is not given them based on power select the c/s of beltand diameter d1

2. Velocity

3. Power capacity
Based on the cross-section selected, calculated the power capacity N* from the formulas.

4. Number of V belts

N= Total power transmitted in kW

N*= power capacity
Fa= Service factor
If the condition is not given then assume medium duty and 10-16 hours duty per day.

Dd

= 2 cos 1  
 2C

or

Dd

= 180 - 2 sin 1  
 2C
 63

Correction factor for angle of contact = Fd

(If the type is not given select V - V - Belts)

Therefore, Number of belts = i

Select a V-belt drive to transmit 10 kW of power froma pulley of 200 mm diameter mounted
on an electric motor running at 720 rpm to another pulley mounted on compressor running at
200 rpm. The service is heavy duty varying from 10 hours to 14 hours per day and centre
distance between centre of pulleys is 600 mm.
 64

v. Number of Belts

The nearest standard value of nominal pitch length for the selected C-cross section belt L =
2723 mm
Nominal inside length = 2667 mm

For nominal inside length = 2667 mm, and C-cross section belt, correction factor for length
Fe = 0.94
 65

ROPE DRIVES
Introduction

When power is to be transmitted over long distances then belts cannot be used due to the
heavy losses in power. In such cases ropes can be used. Ropes are used in elevators, mine
hoists, cranes, oil well drilling, aerial conveyors, tramways, haulage devices, lifts and
suspension bridges etc. two types of ropes are commonly used. They are fiber ropes and
metallic ropes. Fiber ropes are made of Manila, hemp, cotton, jute, nylon, coir etc., and are
normally used for transmitting power. Metallic ropes are made of steel, aluminium. alloys,
copper, bronze or stainless steel and are mainly used in elevator, mine hoists, cranes, oil well
drilling, aerial conveyors, haulage devices and suspension bridges.

Hoisting tackle (Block and Tackle Mechanism)

It consists of two pulley blocks one above the other. Each block has a series of sheaves
mounted side by side on the same axle. The ropes used in hoisting tackle are
Cotton ropes
Hemp ropes and
Manila ropes
The pulleys are manufactured in two designs i.e. fixed pulley and movable pulley.

Pulley system
A pulley system is a combination of several movable and fixed pulleys or sheaves.
The system can be used for a gain in force or for a gain in speed. Hoisting devices employ
pulleys for a gain in force predominantly. Pulley systems for a gain in forces are designed
with the rope running off a fixed pulley and with the rope running off a movable pulley.
Consider a hoisting tackle (block and tackle mechanism) as shown in fig.
66
 67

STEEL WIRE ROPES

A wire rope is made up of stands and a strand is made up of one or more layers of wires as
shown in fig. the number of strands in a rope denotes the number of groups of wires that are
laid over the central core. For example a 6 19 construction means that the rope has 6 strands
and each strand is composed of 19(12/6/1) wires. The central part of the wire rope is called
the core and may be of fiber, wire, plastic, paper or asbestos. The fiber core is very flexible
and very suitable for all conditions.

The points to be considered while selecting a wire rope are

Strength
Abrasion resistance
Flexibility
Resistance of crushing
Fatigue strength
Corrosion resistance.
Ropes having wire core are stronger than those having fiber core. Flexibility in rope is
more desirable when the number of bends in the rope is too many.

DESIGN PROCEDURE FOR WIRE ROPE

Let d=Diameter of rope
D=Diameter of sheave
H= Depth of mine or height of building
W= total load
WR= Weight of rope
dw= Diameter of wire
A= Area of c/s of rope
Pb= Bending load in the rope
Fa= allowable pull in the rope
Fu= Ultimate of breaking load of rope
n= Factor of safety
Ws= Starting load
68
 69

problem
Select a wire rope to lift a load of 10kN through a height of 600m from a mine. The weight of
bucket is 2.5kN. the load should attain a maximum speed of 50m/min in 2 seconds.

Solution:
From table select the most commonly used type of rope i.e. 619
From table for 619 rope Fu= 500.8 d2 N where d in mm
Weight per meter length = 36.310-3 d2 N/m where d in mm
Wire diameter dw = 0.063 d, mm
Area of c/s A = 0.38 d2, mm2
Sheave diameter D= 45 d, mm

From table for 600 m depth

F.O.S = n = 7
1. Total load
W= Load to be lifted + weight of skip = 10000+ 2500= 12500N
 70

CHAIN DRIVE
Introduction
Chain is used to transmit motion from one shaft to another shaft with the help of
sprockets. Chain drives maintain a positive speed ratio between driving and driven
components, so tension on the slack side is considered is as zero. They are generally used for
the transmission of power in cycles, motor vehicles, agricultural machinery, road rollers etc.

Merits and demerits of chain drives Merits

1. Chain drives are positive drives and can have high efficiency when operating under ideal
conditions.
2. It can de used for both relatively long centre distances.
3. Less load on shafts and compact in size as compared to belt drive.

Demerits
1. Relatively high production cost and noisy operation.
2. Chain drives require more amounts of servicing and maintenance as compared to belt
drives.
 71

Velocity ratio in chain drive

Let n1= speed of driver sprocket in rpm
n2 = speed of driven sprocket in rpm
z1= number of teeth on drivers sprocket
z2 = number of teeth on driven sprocket
Therefore Velocity ratio n1/n2= z1/z2

Chains for power transmission

The different types of chain used for power transmission are:
i. Block chain ii. Roller chain iii. Inverted-tooth chain or silent chain.

ROLLER CHAIN
It consists of two rows of outer and inner plates. The outer row of plates in known as pin link
or coupling link whereas the inner row of plates is called roller link. A Pin passes through the
bush which is secured in the holes of the inner pair of links and is riveted to the outer pair of
links as shown in Fig. Each bush is surrounded by a roller. The rollers run freely on the
bushes and the bushes turn freely on the pins.

A roller chain is extremely strong and simple in construction. It gives good service under
severe conditions. To avoid longer sprocket diameter, multi-row-roller chains or chains with
multiple strand width are used. Theoretically, the power capacity multistrand chain is equal to
the capacity of the single chain multiplied by the number of strand, but actually it is reduced
by 10 percent.

Inverted tooth chain or silent chain

It is as shown Fig. these chains are not exactly silent but these are much smoother and quieter
in action than a roller chain. These chains are made up of flat steel stamping, which make it
easy to built up any width desired. The links are so shaped that they engage directly with
sprocket teeth. In design, the silent chains are more complex than brush roller types, more
expensive and require more careful maintenance.
 72

Chordal action
When a chain passes over a sprocket, it moves as a series of chords instead of a continuous
arc as in the case of a belt drive. Thus the center line of a chain is not a uniform radius. When
the driving sprocket moves at a constant speed, the driven sprocket rotates at a varying speed
due to the continually varying radius of chain line. This variation in sped ranges from

Where
n1= Speed of the driving sprocket in rpm
d1 Pitch circle diameter of the driving sprocket in mm
z1 = number of teeth on driving sprockets.
It is clear from above that for the same pitch, the variation in speed and articulation
angle decreases, if the number of teeth in sprocket is increased. The average speed of the
sprocket as
given by

Where p = pitch of the chain in mm and z = number of teeth in sprocket. This chordal action
of the chain is shown in Fig.
 73

DESIGN PROCEDURE FOR ROLLER CHAIN

Let p = Pitch
d1 = diameter of smaller sprocket
d2 = diameter of larger sprocket
n1 = speed of smaller sprocket
n2 = speed of larger sprocket
z1 = number of teeth on smaller sprocket
z2 = Number of teeth on larger sprocket
L = Length of chain in pitches
C = Center diameter
Cp = Center distance in pitches

1. Pitch of chain

Where p in mm, and n1= speed of smaller sprocket

Select standard nearest value of pitch from Table
Chain number
Breaking load Fu
Measuring load w

2. Number of teeth on the sprockets

From Table for the given ratio select the number of teeth on the smaller sprocket (z1)
Since

Number of teeth on larger sprocket = z2

3. Pitch diameters
 74

= pitch diameter of smaller sprocket

= pitch of larger sprocket

4. Velocity

5. Required pull

6. Allowable pull

7. Number of strands in a chain

8. Check for actual factor of safety

 75

6. Allowable pull

10. length of chain

11. Correct centre distance

Select a roller chain drive to transmit power of 10 kw from a shaft rotating at 750 rpm to
another shaft to run at 450 rpm. The distance between the shaft centers could be taken as 35
pitches.
Data:
N= 10 kw; n1 = 750 rpm; n2 = 450 rpm; C = 35 pitches
76
77