18ME62

VI SEMESTER-MECHANICAL
ENGINEERING
2020-2021
DESIGN OF
Department of Mechanical Engineering,
MACHINE ATME college of Engineering, Mysuru.
ELEMENTS II
18ME62
Notes Prepared by Mr. KARTHIK KUMAR M
ATME COLLEGE OF ENGINEERING
VISION
Develop academically excellent, culturally vibrant, socially responsible and globally competent
human resources.
MISSION
• To keep pace with advancements in knowledge and make the students competitive and
capable at the global level.
• To create an environment for the students to acquire the right physical, intellectual,
emotional and moral foundations and shine as torch bearers of tomorrow's society.
• To strive to attain ever-higher benchmarks of educational excellence.
DEPARTMENT OFMECHANICAL ENGINEERING
VISION
To impart excellent technical education in mechanical engineering to develop technically

competent, morally upright and socially responsible mechanical engineering professionals.
MISSION:
• To provide an ambience which impart excellent technical education in Mechanical

Engineering.
• To enable the students to acquire skill development, knowledge of Research and recent
trends in Mechanical Engineering which will help them in lifelong learning.
• To engage students in co-curricular and extra-curricular activities to impart social &
ethical values and imbibe leadership quality.
PROGRAM EDUCATIONAL OBJECTIVES (PEO’S)
After successful completion of program, the graduates will be
PEO 1: Able to have successful professional career in the allied areas and be proficient to perceive higher
education.
PEO2: Attain the ability to understand the need, technical ability to analyze, design and manufacture the
product.
PEO 3: Work effectively, ethically and socially responsible in allied fields of Mechanical Engineering.
PEO 4: Work in a team to meet personal and organizational objectives and to contribute to the
development of the society at large.
PROGRAM OUTCOMES (PO’S)

The Mechanical engineering program students will attain:
PO1. Engineering knowledge: Apply the knowledge of mathematics, science, engineering

fundamentals, and an engineering specialization to the solution of complex engineering
problems
PO2. Problem analysis: Identify, formulate, research literature, and analyze complex
engineering problems reaching substantiated conclusions using first principles of
mathematics, natural sciences, and engineering sciences
PO3. Design/development of solutions: Design solutions for complex engineering problems

and design system components or processes that meet the specified needs with
appropriate consideration for the public health and safety, and the cultural, societal, and
environmental considerations
PO4. Conduct investigations of complex problems: Use research-based knowledge and

research methods including design of experiments, analysis and interpretation of data,
and synthesis of the information to provide valid conclusions
PO5. Modern tool usage: Create, select, and apply appropriate techniques, resources, and
modern engineering and IT tools including prediction and modeling to complex
engineering activities with an understanding of the limitations
PO6. The engineer and society: Apply reasoning informed by the contextual knowledge to
assess societal, health, safety, legal and cultural issues and the consequent responsibilities
relevant to the professional engineering practice
PO7. Environment and sustainability: Understand the impact of the professional engineering
solutions in societal and environmental contexts, and demonstrate the knowledge of, and
need for sustainable development
PO8. Ethics: Apply ethical principles and commit to professional ethics and responsibilities
and norms of the engineering practice
PO9. Individual and team work: Function effectively as an individual, and as a member or
leader in diverse teams, and in multidisciplinary settings
PO10. Communication: Communicate effectively on complex engineering activities with the

engineering community and with society at large, such as, being able to comprehend and
write effective reports and design documentation, make effective presentations, and give
and receive clear instructions
PO11. Project management and finance: Demonstrate knowledge and understanding of the
engineering and management principles and apply these to one’s own work, as a
member and leader in a team, to manage projects and in multidisciplinary environments
PO12. Life-long learning: Recognize the need for, and have the preparation and ability to
engage in independent and life-long learning in the broadest context of technological
change
PROGRAM SPECIFIC OUTCOMES (PSO’S)
After successful completion of program, the graduates will be

1. Ability to apply and interpret the acquired mechanical engineering knowledge for
advancement in Industrial, Societal, and Environmental arenas.
2. Ability to meet the needs of Industries in the field of design, manufacturing and
testing using mechanical engineering software.
Design of Machine Elements-II 18ME62
DESIGN OF MACHINE ELEMENTS – II
Subject Code :18ME62 IA Marks: 40

Hours/Week :05 (02 Tutorial) Exam Hours: 03
Total Hours :50 Exam Marks: 100
MODULE 1
Belts: Materials of construction of flat and V belts, power rating of belts, concept of slip and creep,
initial tension, effect of centrifugal tension, maximum power condition. Selection of flat and V
belts- length & cross section from manufacturers’ catalogues. Construction and application of
timing belts.
Wire ropes: Construction of wire ropes, stresses in wire ropes, and selection of wire ropes. (Only
theoretical treatment)
Chain drive: Types of power transmission chains, modes of failure for chain, and lubrication
of chains. (Only theoretical treatment)
Springs: Types of springs, spring materials, stresses in helical coil springs of circular and non-
circular cross sections. Tension and compression springs, concentric springs; springs under
fluctuating loads. Leaf Springs: Stresses in leaf springs, equalized stresses, and nipping of leaf
springs. Introduction to torsion and Belleville springs.
MODULE 2
Gear drives: Classification of gears, materials for gears, standard systems of gear tooth, gear tooth
failure modes and lubrication of gears.
Spur Gears: Definitions, stresses in gear tooth: Lewis equation and form factor, design for
strength, dynamic load and wear.
Helical Gears: Definitions, transverse and normal module, formative number of teeth, design
based on strength, dynamic load and wear.
Department of Mechanical Engineering, ATMECE, Mysuru

MODULE 3
Bevel Gears: Definitions, formative number of teeth, design based on strength, dynamic load
and wear.
Worm Gears: Definitions, types of worm and worm gears, and materials for worm and worm
wheel. Design based on strength, dynamic, wear loads and efficiency of worm gear
drives.
MODULE 4
Design of Clutches: Types of clutches and their applications, single plate and multi-plate clutches.
(Numerical examples only on single and multi-plate clutches)
Design of Brakes: Types of Brakes, Block and Band brakes, self locking of brakes, and heat
generation in brakes.
MODULE 5
Lubrication and Bearings: Lubricants and their properties, bearing materials and properties;
mechanisms of lubrication, hydrodynamic lubrication, pressure development in oil film, bearing
modulus, coefficient of friction, minimum oil film thickness, heat generated, and heat dissipated.
Numerical examples on hydrodynamic journal and thrust bearing design.
Anti friction bearings: Types of rolling contact bearings and their applications, static and
dynamic load carrying capacities, equivalent bearing load, load life relationship; selection of deep
grove ball bearings from the manufacturers’ catalogue; selection of bearings subjected to cyclic
loads and speeds; probability of survival.
DESIGN DATA HANDBOOK:
1. Design Data Hand Book , K. Lingaiah, McGraw Hill, 2nd Ed.

2. Data Hand Book, K. Mahadevan and Balaveera Reddy, CBS Publication
3. Design Data Hand Book, H.G. Patil, I. K. International Publisher, 2010.
TEXT BOOKS:
1. Mechanical Engineering Design, Joseph E Shigley and Charles R. Mischke. McGraw Hill
International edition, 6th Edition 2003.
2. Design of Machine Elements, V. B Bhandari, Tata McGraw Hill Publishing Company Ltd.,
New Delhi, 2nd Edition 2007.

CONTENTS
Sl. No. Particulars Pg. No.
1 Design of Belts, Ropes and Chains & Springs 1-132
2 Design of Spur, Helical Gears 133-168
3 Design of Bevel and Worm Gear 169-181
4 Clutches and Brakes 182 - 224
5 Lubrication and Bearings 225 - 264

Module 1
DESIGN OF BELTS, ROPES AND CHAINS
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
hel p 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:
1. Simplicity, low cost, smoothness of operation, ability to absorb shocks, flexibility
and efficiency at high speeds.
2. Protect the driven mechanism against breakage in case of sudden overloads
owing to belt slipping.
3. Simplicity of care, low maintenance and service.
4. Possibility to transmit power over a moderately long distance.
Department of Mechanical Engineering, ATMECE, Mysuru Page 1

Open belt drive
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.

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.

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 = πd1 n1
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,
camel‟s 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
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

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

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

Effect of Centrifugal Tension on Ratio of Tensions

Ratio of belt tension considering the effect of centrifugal tension is
T1 − TC
T2 − TC
Power transmitted by belt drive

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

• Centrifugal stress
• Capacity
Calculate e L L and e s s and take the smaller value as the capacity. If

the coefficient of friction is same for both pulleys then find only e s since it
is smaller than e L

Example:
A belt is required to transmit 18.5 kW from a pulley of 1.2 m diameter running at 250rpm 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.


Area of cross section of belt
Total given
power 18.5 1503.18
2 2
Power transmitted per mm mm
area 0.01231
Also A = b x t
1503.18
= b x 10
Therefore, b = 150.318 mm
Standard width b = 152 mm

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.

Types of V – belts
• Endless V-belt
• Assembling of V-belt
• Narrow V-belt
• Wide V-belt with cogs
• Narrow V-belt with cogs
• Double angle V-belt
• Great angle V-belt
• Vee-band
• 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.
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,
α = 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 = α RN sin
Total frictional force = RN + RN = α RN
In case of V-belt or rope, there are two normal reactions as shown in Figure, so that the
radial reaction R is α RN sin and the total frictional force = α (µ RN) = α µ RN
Consider a short length PQ of belt subtending angle at the center of the pulley as shown in Figure.

Let, R = radial reaction between the belt length PQ and the pulley rim = α RN 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
µ‟ = Coefficient of friction between the belt and pulley
surface µ = effective coefficient of friction = µ/sin α
The strip PQ will be in equilibrium (figure) under the action of four forces T, T+ T, α µ RN and R
where α µRN is the frictional force which is opposing the motion


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 belt and 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.

Correction factor for angle of contact = Fd (If

the type is not given select V - V - Belts)
Therefore, Number of belts = i
6. Specify the V-belt by the cross section letter followed by the inside length of belt.
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.

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

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
B Cotton ropes
B Hemp ropes and
B 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.


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 4 Strength
4 Abrasion resistance
4 Flexibility
4 Resistance of crushing
4 Fatigue strength
4 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


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. 6×19
From table for 6×19 rope Fu= 500.8 d2 N where d in mm Weight per
meter length = 36.3×10-3 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
2. Total weight of rope

WR= Weight per meter length x length of rope
-3 2
= 36.3 x 10 d x 600 N/m
2
∴ Inertia load due to Acceleration
= 21.78d


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

d Chain drives are positive drives and can have high efficiency when operating under ideal
conditions.
d It can be used for both relatively long center distances.
d Less load on shafts and compact in size as compared to belt drive.
Demerits:
5 Relatively high production cost and noisy operation.
5 Chain drives require more amounts of servicing and maintenance as compared to belt drives.
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:
4 Block chain
4 Roller chain
4 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.
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 vmax to vmin.

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.
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
4. Velocity
5. Required pull

3 Allowable pull
3 Number of strands in a chain
3 Check for actual factor of safety
= Allowable pull
= Length of chain
L = p.Lp
= Correct center 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


DESIGN OF SPRINGS
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
0
not suitable at subzero temperatures or at temperatures above 120 C.
Oil-tempered wire
It is a cold drawn, quenched, tempered, and general purpose spring steel. It is not suitable for fatigue or sudden
0
loads, at subzero temperatures and at temperatures above 180 C.Chrome Vanadium
Chrome Silicon
This material can be used for highly stressed springs. It offers excellent service for long life, shock
0
loading and for temperature up to 250 C.
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
0
temperatures or at temperatures above 120 C.
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

Push Helical compression spring, Belleville spring, Torsion spring, force acting at the end of torque arm.
flat spring, such as a cantilever spring or leaf spring
Pull
Helical extension spring, Torsion spring, force acting at the end of torque arm. Flat spring, such
as a cantilever spring or leaf spring, Draw bar spring (special case of the compression
spring) constant – force spring.
Radial
torque Garter spring, elastomeric band, spring clamp, Torsion spring, Power spring

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
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

Solid length: solid length is defined as the axial length of the spring which is socompressed, 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
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
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

Therefore, maximum shear stress in the spring wire is
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 θ=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 = Young‟s modulus
U = Strain energy stored in the body σ =

Stress induced in the body
Now, work done by the load = Area of load extension curve

le
= Area of OAB = ½ Fy ……………. (1)
Load, F = stress x area = σA
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 σ is taken at elastic limit, then we will get
proof resilience.
Where σ = 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

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

ρ = 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
Wahl‟s 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 Outer

D = cd
diameter of coil Inner
Do= D+d
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
10. Stiffness or Rate of spring
11. 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
2
τy = 690MPa=690N/mm (0.69GPa)
2
G=79340MPa=79340N/mm (79.34GPa)
Diameter of wire
Shear stress
Spring index
D = 6d
345
d = 12.89
Select standard diameter of wire from table
Diameter of coil ,d = 13 mm
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 =
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)
2
τy = 690MPa = 690N/mm (0.69GPa)
2
G=79340MPa = 79340N/mm (79.34GPa)
Maximum deflection
= 22.5mm
Design the spring for Maximum load and deflection
Diameter of wire
Shear stress
Wahl‟s 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
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

= πDi‟ where = +n=6+2=8 =
πx34x8 = 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
thevalve 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
2
_y= 330MPa = 330N/mm
2
G = 80000MPa = 80000N/mm (80GPa)
Maximum deflection
= 33mm
Diameter of wire
Shear stress
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
Deflection
33 =
= 8.68
Number active turns =9
Free length
o≥( +n)d+y+a
Clearance a = 25% of maximum deflection = = 8.25mm

o≥(9+2)2.5+33+8.25
≥ 68.75mm
Pitch
= 7.083mm
= 1.667 N/mm

= πDi‟ where ‟=i+n=9+2=11 = πx30x11=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
∴ Maximum shear stress,
∴ Total deflection if the spring has 8 coils with squared-ground end and is made of SAE 9260 steel.
∴ Find also the pitch of coils and
∴ 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

2
G = 79340MPa = 79340N/mm (79.34GPa)

Maximum Shear stress
Shear stress
Do = D+d
75 = D+12.5 D = 62.5 mm
=1.3105
2
=533.95N/mm
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
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 = πD
-6 3
Density ρ 7.81gm/cc = 7.81x10 kg/mm for steel
-6
m = πx62.5x6xπx x7.81x10 = 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

2
τ = 450MPa = 450N/mm (0.45GPa)
2
G = 84000MPa = 84000N/mm (84GPa)
Solution:
Maximum deflection y2=y1+y‟ = 30+17.5 = 47.5 mm

2
Minimum load F1= P1xArea of valve = 1.3x x65 = 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
Spring index 6
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
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
o≥(7+2)18+47.5+11.875
≥ 221.375mm
Pitch
= 26.48 mm
= 143.96 N/mm

= πDi‟ where ‟=i+n=7+2=9
= πx108x9=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
2
τ= 690MPa=690N/mm (0.69 GPa)
3 2
G=79.34x10 MPa=79340N/mm (79.34GPa)
Diameter of wire
Shear stress
Assume k=1.25 since „c„is not given
Di = D –d i.e., D – d =25
∴ D = d+25
3
i.e., 0.271d - 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
2 2
τcal= 306.2 N/mm <τallow(i.e., 345N/mm )Therefore design is safe.
Deflection
=12.24
Free length
lo≥ (i+n)d+y+a

Number of additional coil
∴ n =2
∴lo≥ (13+2)5+21.33+5.3325 ≥
101.6625mm
Pitch

= πDi‟ where
= π x 30 x 15 = 1413.72mm

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,
τ= 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 + δ
= 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
2
N/mm . The permissible shear stress for the spring wire is 30% of the ultimate tensile strength
2
(G = 81370 N/mm ). Calculate:
i. Wire diameter;
ii. Number of active coils;
Solution:
2
τ = 0.3Sut= 0.3(1250) = 375 N/mm
.….. (a)
Substitute Eq. (a) in above expression.

3
Kc = 441.79
Equation (b) is too solved by trial and error method. The values are tabulated in the following
way,
3
C K Kc
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
2
1370N.mm . The permissible shear stress for spring wire should be taken as30% of the ultimate
2
tensile strength. The modulus of rigidity is 81370N/mm . 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,
2
τ = 0.3σut= Sut= 0.3(1370) = 411 N/mm
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 Whal‟s 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:
3
d d /(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 Wahl‟s 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 δ = 0.15x11.15 = 1.67mm
Solid length of spring = Nt d = 9x4 =36mm

=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 it‟s 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 (σse), as shown in
fig. σse 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)
σse = 0.21 σut

σsy = 0.42 σut
For oil-hardened and tempered steel wires (SW and VW grade)
σ‟se = 0.22 σut

σsy = 0.45 σut
Where, σut is the ultimate tensile strength.

The fatigue diagram for the spring shown in the above fig. the mean stress σm 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 σm reaches the
torsional yield strength (σsy). 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,
σ-1 = 4000N/mm2
Fmin =400N
FOS n =1.5,
Solution
First method [suggested by wahl ]
2
From DDHB for oil tempered carbon wire σy = 550N/mm
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 = 6×8 = 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. Determine the factor of safety used inthe design on the basis of
fluctuating stresses.
Solution

From the relationship for oil-hardened and tempered steel wire are as follows
2
_‟se = 0.22 _ut =0.22(1430) = 314.6N/mm
2
_sy = 0.45 _ut =0.45(1430) = 643.5N/mm
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
2
N/mm ).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 τd

In order to differentiate it from induced stress τ. It is given by,
τd= 0.3sut
Equations (a) and (b) are solved by the trial and error method.τ
Trail 1
d = 3mm
From table 10.1

2
sut= 1570 N/mm
2
τd= 0.3xsut= 0.3x1570 = 471 N/mm
Therefore,
τ >τd
The design is not safe.

Trail 2
d = 3.6mm
From table 10.1

2
sut= 1510 N/mm
2
τd= 0.3xsut= 0.3x1510 = 453 N/mm
Therefore,
τ >τd
Trail 3
d = 4mm
From table 10.1

2
sut= 1480 N/mm
2
τd= 0.3xsut= 0.3x1480 = 444 N/mm
Therefore,
τ >τd

Trail 4
d = 4.5mm
From table 10.1

2
sut= 1440 N/mm
2
τd= 0.3xsut= 0.3x1440 = 432 N/mm
Therefore,
τ <τd
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.
= 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
2
tempered steel wire of Grade SW (G =81370 N/mm ). 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

2`
sut= 1620 N/mm
2
τd= 0.5xsut= 0.3x1620 = 810 N/mm
Therefore,
τ >τ d
Trail 4

d = 2.5mm
From table 10.2

2
sut= 1570 N/mm
2
τd= 0.5xsut= 0.5x1570 = 785 N/mm
Therefore,
τ <τd
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
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
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=

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

2
i2=8; i1=10; G=84000 N/mm ; 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

2
= 79.34 GPa = 79.34x103 N/mm
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
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
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 _= 0.3GPa and G= 80GPa
Data:
5
W = 800kN = 8x10 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 sinceb <h
Shear Stress
i.e., Width of spring b = 37.3 37.5mmHeight 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
σmax, 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 σmax. 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.

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 σmax is replaced by design stress σdes 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
C C
1 2
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
C C
1 2
Uniform Width 3 2

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
thickness 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 thickness„t‟ 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 σbf and σbg 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
2 3 2
σ = 300Nmm ; E = 221GPa = 221x10 N/mm
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.
2
∴ bh = 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

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
2
y = 50mm G = 84x103N/mm
2
E = 210x103N/mm

Module 2
SPUR AND HELICAL GEARS
Mechanical drives may be categorized into two groups;
Drives that transmit power by means of friction: eg: belt drives and rope drives. 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.
The centre distance between the shafts is relatively small.

It can transmit very large power
It is a positive, and the velocity ratio remains constant.
It can transmit motion at a very low velocity.
CLASSIFICATION OF GEARS
Four groups:
12. Spur Gears

13. Helical gears
14. Bevel gears and
15. Worm Gears
Spur Gear Helical Gear
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
= Pitch Surface: The pitch surfaces of the gears are imaginary planes, cylinders or cones
that roll together without slipping.
= Pitch circle: It is a theoretical circle upon which all calculations are usually based. It is an
imaginary circle that rolls without slipping with the pitch circle of a mating gear. Further,
pitch circles of mating gears are tangent to each other.
• 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”
• Top land: The top land is the surface of the top of the gear tooth
• 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)
• Addendum: The Addendum is the radial distance between the pitch and addendum
circles. Addendum indicates the height of tooth above the pitch circle.
• Dedendum: The dedendum is the radial distance between pitch and the dedendum circles.
Dedendum indicates the depth of the tooth below the pitch circle.
• Whole Depth: The whole depth is the total depth of the tooth space that is the sum of
addendum and Dedendum.
• Working depth: The working depth is the depth of engagement of two gear teeth that is
the sum of their addendums
• Clearance: The clearance is the amount by which the Dedendum of a given gear exceeds
the addendum of it‟s mating tooth.
• Face: The surface of the gear tooth between the pitch cylinder and the addendum cylinder
is called face of the tooth.
• Flank: The surface of the gear tooth between the pitch cylinder and the root cylinder is
called flank of the tooth.
• Face Width: is the width of the tooth measured parallel to the axis.

• Fillet radius: The radius that connects the root circle to the profile of the tooth is called
fillet radius.
• Circular pitch: is the distance measured on the pitch circle, from a point on one tooth to a
corresponding point on an adjacent tooth.
• 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.
• 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
• Working depth: The working depth is the depth of engagement of two gear teeth, that is
the sum of their addendums
• 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)
• 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)
• 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.
• Pressure angle: It is the angle that the line of action makes with the common tangent to
the pitch circles.
• 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.
• 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.
• 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.
• 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
m D
Z
(iii) Back lash: It is the difference between the tooth space and the tooth thickness as
measured on the pitch circle.
(iv) 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.

Notation English Symbols

Ao Centre distance
B Face width
da Addendem circle diameter
do Pitch circke diameter
dr Root circle diameter
4 Module
ra Addendem circle radius
rb Base circle radius
ro Pitch circle radius
∴ Radius of curvature of tooth profile
Rg Gear ratio
Z Number of teeth
α Preasure angle
σ Stress value
σb Bending stress
σH Hertz contact stress
σHB Contact stress at the beginning of the engagement
σHE Contact stress at the end of the engagement
σHL Pitting limit stress
τ Shear stress
ω Angle velocity
Suffix 1 Pinion
Suffix 2 Gear
Nomenclature of Spur Gear
Failure Map of Involute Gears

Gear Set
Different Phases of Gear Tooth Contact

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
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. Whereas, in helical gears the contact between the
two meshing teeth begins with a point and gradually extends along the tooth, resulting in guite
operations.
From considerations spur gears 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.

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 20º full depth system.
Addendum = m
Dedendum = 1.25 m
Cl earance (c) = 0.25 m
Working depth = 2 m
Whole depth = 2.25 m
πd π mz
Tooth thickness = 1.5708 m 1.5708m
2z 2z
Tooth space = 1.5708 m
Fillet radius = 0.4 m
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)


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.

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 π N1
Where,
M
t = 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.

d
∴M t Ft 2
OR
2M t
Ft
d
Where,
Mt = Torque transmitted gears N-
mm d = Pitch Circle diameter, mm
Further, we know,
2π N Mt
Power transmitted by gears ( kW)
60
Where
Fr Ft tan α and
Resultant force,
F
FN
t
Cosα
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 aspect 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
2π N1

2M
Ft
d1
Further, the direction of two components Ft and Fr are decided by constructing the free body
diagram.
Minimum Number of Teeth:
The minimum number of teeth on pinion to avoid interference is given by
2
Z
min
sin 2 α
For 20˚full 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 calculated
by the velocity ratio.
i Z1/Z2
Face Width:
In designing gears, it is required to express the face width in terms of module.
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 = 12.5m
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

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.
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
Mb Ft h
I bt 3 and y t
12 2
Mby Mb Mb
∴σb (Z= Section modulus)
I I/y Z
3 2
bt /t bt
12 2 6
2 6Fb xh
σ b = Permissible bending stress (N/mm )
bt 2
Multiplying the numerator and denominator of the right hand side by m, (m=Module)
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 = mbσ b y
This y is called as Lewis form factor

When the stress reaches the permissible magnitude of bending stresses, the corresponding force
(Ft) is called the beam strength (Sb)
Sb =mbσb y
Where,
Sb = beam strength of gear tooth (N)
σb = 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,

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 Sb mbσ 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 σ 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
And
2Mt
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

Cs = Maximum Torque
Rated Torque
Where, (Ft) is the tangential force due to rated torque (Mt)
F CF
t max
The values of service factors are given in table…

We know, that
σ b is permissible static bending stress which is modified to C vσ 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
(i) Cv
3
, for ordinary and commercially cut gears
3 V
(made with form cutters) and V 10 m/ Sec
C 6
(ii) v 6 V , For accurately hobbed and generated gears and V < 20 /Sec.
(iii) Cv 5.6 , For precision gears with shaving grinding and lapping and V > 20 m/Sec
5.6 V
Where, v = pitch line Velocity (m/Sec)
π 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

There are two methods to account for Dynamics load.
I. Approximate 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 design 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)
2
C = Dynamic factor (N/mm ) 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
K 1 1 1
E1 E2
Where
K = Constant depending upon the form of tooth – (take from
2
DDH) E1 = Modulus of elasticity of pinion material (N/mm )
2
E2 = Modulus of elasticity of gear material (N/mm )
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.

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 (Polishining 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 recognized as one of the failure modes. This is
often referred to as “Pitch line Pitting”
The main factors affecting pitting type of failure,

Contact stress.
Material pouring and hardness.
Surface finish and lubrication
Contact stress was originally conceived By “HERTZ” (1896) in whose name it is often
referred to as Hertz Contact Stress.

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

Where,
d1 = Pitch circle diameter of pinion in mm. b
= Face width of the pinion in mm.
2VR
Q = Ratio factor
VR 1
2Z
2
Z 2 Z1and
2
K = Load stress factor (also known as material combination factor in N / mm )
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
2
σ es Sin α 1 1
K
1.4 E1 E2
2
Where, σ es = Surface endurance limit of a gear pair. (N / mm )
= [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
FT s
.
V
(ii) Apply lewis relationship i.e. Ft σ d . PC .b .y σ d Cv bπ 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 (σo x y) is
the deciding factor. The lewis equation is used to that wheel for which (σo x y) is less.
d) The product of [(σo . 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.,
F F F
D t i
(iv) Find the static tooth load (i.e.,. Beam strength or the endurance strength of the tooth) by
using the relation,
F
sσ e b pc y
σebπmy
for safety against breakage FS Fd

(v) Finally find the wear tooth load by using the relation
FW = d1b 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 =
2
522.464 N/mm and also for wear load taking load stress factor, K = 0.279 N/mm . Suggest suitable
hardness. Boththe pinio gears are made of
cast steel 0.2% corbon (untreated) whose σd = 137.34 N/mm. check the design for dynamic
load if
3
Given: P = 20kW, =20x10 W, Z1 = 31, Z2 = 100, V. R = 1:3.225, ∝ = 20
Full depth. N1 = 1000 rev/min, N2 = 310 rev/min
2
Material: Cast steel 0.2% C, (untreated) σd = 137.34 N/mm
Type of load: Medium skock, with 8-10hrs/day.
C = dynamic factors depending up on machining errors 522.464 N/mm

2
K = load stress factor (wear) = 0.279 N/mm
Solution:
σd1 = Allowable static stress = 207.0
N/mm2(Pinion) σd2 = 138.3N/mm2(Gear)
3.05
Let Cv = (assume)
3.05 V
π d1 N1
V = pitch lin velocity V
60
πmZN
1 1
60
π 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
The tangential tooth loadF 1000 p .C

t V s
3
20 x 10 . x 1.5
m
1.623m 1

8484N P, in kW, V, m/ Sec

m
3.05
Cv
Now, 3.05 1.623 m.
W.K.T, Tooth form factor for the pinion,

(for 20 Full
0.154 − 0.912 depth)
Z1
0.912
0.154 −
31
0.154 - 0.0294
0.1246
and Tooth from factor, for the gear
0.912
0.154 −
Z
2
0.154 − 0.912 Q Z2 100

100
0.154 - 0.00912
0.1448

σd1 x y1 = 137.34 x 0.01246 = 17.11
σd1 x y2 = 137.34 x 0.1448 = 19.88
Since (σd .y2) is less than (σd2 .y2), therefore PINION is WEAKER
Now, by using the lewis equation to the pinion, We have,
Ft σ d C v bπ m y1
18484 3.05
207 10mπ m 0.1246
m 3.05 1.623 m
2
18484 2471.37 m
m 3.05 1.623 m
By hit and trial method,
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
F K 3 v (Cb Ft )
i .
K3v Cb Ft
∴F 3696.8 20.67 8.115 (522.464 50 3696.9) .
d
20.67 8.115 522.464 50 3696.8
3696.8 167.73 (29820) . 3696.8 5001708.6

167.73 129820 167.73 172.68 s
3696.8 5001708.6 .
340.41
= 3696.8 + 14693.18
∴ Fd = 18389.98 N
Assuming:
2
σen = 259.0 N /mm
State tooth load or endurance

strength of the tooth = Fen = σen .bπ
Fen = 259 x 50 x π x 5 x
0.1246 = 25345.89 N
For medium shock taking Fen = 1.35 Fd
= 1.35 x 18389.98
= 24826.473
F 25345.89
i.e., en
1.378
Fd 18389.98
Design is safe
.

Wear load
W.K.T,
2VR
Q = Ratio factor = .
VR 1
2 x 1.3225 .
1.3225 1
1.138
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
F
d
155 x 50 x 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 σ d1 = σ 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

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
d
d1 2 2 .
d
1 2d
and 2 . 600 mm
∴ d1 = 400mm = 0.4 m
d2 = 800mm = 0.8m
dN
V1 = Pitch line velocity of pinion π 1 1
60
π 0.4 200/60
V . 4.2m / sec
Since Vi = pitch line
velocity is less than 12 m/sec the velocity

factor = Cv, may be taken as
3.05 .
3.5 v
3.05 . 3.05 . 3.05 .

3.05 v 3.05 4.2 7.25
= 0.421
d1 400
Now, Z1 .
m M
∴ y1 = tooth form factor = 0.175 − 0.910 (for 20 stub systems)

Z
1
0.175 − 0.910 m
400
= 0.175 – 0.002275 m
W.K.T,
Design tangential tooth load F P 10 3 C
T s
v.
22.5 10 3 1.0
4.2
= 5357 N

W.K.T,
Ft = σd. Cv bπ m x y1
= 60 x 0.421 x 10m x πm 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
d
1
Z
1
400 . 50
m m
d
2 800
Z 2 . 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 (σe) for cast iron may be taken as 85 Mpa = ( 85 N/mm)
∴ Fen σ en . . b π my
85 80 π 8 0.1568
= 26720 N
For steady loads Fen 1.25 fd .

1.25 10610
13287.5 N
W.K.T,
Q = Ratio factor 2VR 22
VR 1 2 1
= 1.33
Fw = 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

Module 3
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.

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 β
again ∝N = Normal pressure angle
∝ = Pr. angle
tan ∝N = tan ∝ cosβ
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 β--------- (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 β = Ft tan β --------(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 β = 1.11 PC

1 . 11 Pc
∴b Q pc π ªm b = minimum face width
tan β
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
b 2.3Pc =b 2.3 π m ≥ 2.3 π m

tan β tan β sin β
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
3
ZE = Z / cos . β
Z = Actual number of teeth on a helical gear
and β = helix angle.
Proportion of Helical Gears:

AGMA Recommendations.
Pressure angle in the plane of rotation ∝ = 15 to 25

Helix angle, β = 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 = σo. CV b π m y‟.
Where
(i) FT, σo, CV, b, π, m, as usual , with same meanings,

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 (Barth‟s 15.25
formula) Cv 15.25 v
(d) For precision gear with v greater than 20 m/s C 5.55
v
5.55 v
(e) For non metallic gears 0.7625
Cv 0.25
1.0167 v
(ii) The dynamic tooth load, Fd =Ft + Fi
2
K 3 v cb cos β F t cos β
2
Where F i K3v cb cos β 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 = σe b π my‟ ≥ Fd
The maximum or limiting wear tooth load for helical gears is given by,
d1 bQ K
Fw ≥Fd
cos 2 β
Where d1. b, Q and K have usual meanings as discussed in spur gears
In this case,
Where K = The load stress factor
2
K σ essin α N 1 1
1.4 E1 E2

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 σes = 618
MPa
3
Given: P = 15kW= 15x10 W,∝ = 20 , β = 45 , N1 = 10,000 rev/min,
2
d1 = 80mm = 0.08 m, d2 = 320 mm = 0.32 m, σd1 = σd2 = 100 MPa = 100 N/mm ,
2
σes = 618 MPa = 618 N/mm
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
T P60 15 10 60
2π N1 =2 π10 , 000 = 14.32 N-m

T 14 . 32
∴ Tangential tooth load on the pinion Ft d 358 N
1
/2 0 . 08 / 2
W.K.T
d1 80
Number of teeth on the pinion Z 1 m m
Z 1
And formative or equivalent number of teeth for pinion ZE 1 cos 3 β

80 /m 80 /m 226 . 4
3
cos 3 45 0 . 707 m.
∴ Tooth from factor for pinion for 20 stub teeth
y' 0.175 − 0.841

1
Z
E1
0.841
0.175 − 226.4 / m 0.175 − 0.0037 m
W.K.T
π d1 N1 π 0.08 10,000
V 42 m / Sec
60 60
C 5.55 5.55
∴ v
5.55 V 5.55 42 Q V is greater than 20 m/sec

Cv 5.55 5.55 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)
1
= 358 = (σd1. CV) b π m y1
= (100 x 0.461) x 12.5m x π x m x (0.175-0.003)
2 3
= 72m – 1.5m
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
d
1 80
Q 2 VR 2 4 8 1.6
VR 1 4 1 5
WKT. tan α N = tan ∝ cos β

= tan 20 cos 45
= 0.2573
∴ α N =14.4
Since, both the gears are made of same material (i.e., cast steel).
Therefore, let
3 2
E1 = E2 = 200 x 10 N/ mm
Load stress factor K

σ
es . Sin α N 1 1
1.4 E1 E
2
618 Sin 14.4 1 1

3 3
1.4 200 10 200 10
0.678 N / mm2

W.K.T,
d1 b Q K 80 32 1.6 0.678
FW = 5554 N
Cos 2 β 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
2
k 3 v (C b cos β ) cos β
Ft k v C Cos 2 β F
3 b t
C= dynamic factor depending

upon machine error = 712.0 (for an error of 0.04)
2
20.67 42 (712 32 Cos 45 358) cos 45
358
2
(20.67 42) (712 32 Cos 45 358) cos 45
FD = N

Module 3
BEVEL GEARS AND WORM 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 as inter bevel gears.
Note: The bevel gears may have straight or spiral teeth. It may be assumed, unless otherwise
stated that the bevel gear has straight teeth and and the axes of the shafts intersect at right
angle.

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, δ1 & δ2)
(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

G
OP
sinOp sinOp1 sinOp2
(v) Addendum angle: It is the angle subtended by the addendum of the tooth at the cone
centre. It is denoted by θa. Mathematically addendum angle.
2h a1 Sin δ 1
tan θ a
d
1
2h a2 Sin δ 2
d2
(vi) Dedendum angle: It is the angle subtended by the Dedendum of the tooth at the cone
centre. It is denoted by θd. Mathematically,

2h f 1 sin δ1
tan θ d
d1
2h f 2 sin δ 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 δ1
dO2 = d2 + 2ha2, Cos δ2
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: (Tredgold‟s approximation)
Ze = Z/Cosδ

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
1
y = lewis form factor based on formative or equivalent number of teeth
L = Slant height of pitch cone (or cone distance)
1 d2 d2
2 1 2
Where d1 and d2 are the pitch circle diameters on the larger diameter of pinion and
gears respectively
−b L
(i) The factor i.e, may be called as bevel factor
(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
in the pinion must not be less than 48

2
1 (vR)
(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
1 L−b
Fe σe bπmy
L
The value of flexural endurance limit (σe) may be taken from table
(v) The maximum or limiting load for wear for bevel gears is given by
Fw D bQ k
1 e Cos δ
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,
Q 2 Ze 2
Ze 2 Ze 1

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 brinell
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: θs= 90 , P = 9kW = 9000W, Z1 = 21,Z2= 60, σd1 = 85 MPa,
σd2 = 55 MPa, N1 = 1200 rev/min, N2 = 420 rev/min, α = 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,
∴ δ1 19.3
δ 90 − δ
and the pitch angle for gear 2 1
∴ δ2 70.7
W.K.T,
formative number of teeth for pinion
Ze Z1 21 .
1
cos δ1 cos 19. 3
Z1
22 . 25
0 . 9438
e
1
22 . 25
Z
Z 2
60 60
e
and 2
cos δ 2 cos 70.7 0.3305
Z e2 181 .54

W.K.T.
for 20 full depth involute system tooth from factor
y1 0.154 − 0.912
For pinion 1 Ze
1
0 154 − 0.912 (0 154 − 0.0405) 0.11350

22 . 25
1
y 0 154 − 0.912
and for gear 2
181.54
0 .154 − 0 .00502 0 .14898
σ 1 y 1 85 0.11350 9.6475
d 1
1
σd2 y 2 55 0.14898 8.1939
Since the product, is less than therefore Gear is weaker, and thus
the design should be based on gear only.

W.K.T.
3
Ft P 10
v
π .d2 N2 π .mZ2 N2
Here v
60 60
π m 60 420
1320m mm / Sec
60
v 1.320m m / Sec

Now
3 3
F P 10 9 10 6818.18
t
v 1.320 m M
F 6818 .18 N
t 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
L
d2 m 60
2 Sin δ 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

W.K.T,
The tangential tooth load on gear
6818.18 6.1
m 55 x 6.1 1.32 m x 10.60 m
31.78 m − 10.60 m
π x m x 1.4898
31.78 m
2
6818.18 1109 m
m 6.1 1.32 m
3
41590 + 8999 m = 1109 m
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

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
Ft 6818.18 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

3 2
and E1 = 210 x 10 N/mm and
3 2
E2 = 84 x 10 N/mm
C = dynamic factor depending upon machining errors
e
k1 (1/ E1 1 / E2 )
0.0555
9.0 1 1
3 3
210 10 84 10
3
6.166 10 −
−6 5
(4.76 10 1.190 10 − )

−3
6.166 10
−5
(0.476 1.190)10
3 5
6.166 10 − 10
1.666
2 1.666
6.166 10 − 370.1 N / m
∴ C = dynamic factor = 370.1.N/m
W.K.T
Dynamic load on the gear
= Fd = Ft + Fi
k 3 v (cb Ft )
Ft
c F
k3 v b t
1363.63 20.67 6.6 (370.1 53 1863.63)

20.67 6.6 370.1 53 1363.63
1363.63 136.422 (19615.3 1363.63)

136.422 19615.3 1363.63
1363.63 136.422 20978.93

136.422 20978.93
2861987.588
1363.63
136.422 144.841
1363.63 2861987.588
281.263
= 1363.63 + 10175.485
Fd = 11539.115 N

2
σen = for gear material of BHN = 160, is taken as 83.5 N/mm
Further, we know static tooth load or endurance strength of the tooth
= 83.5 x 53 x π x 5 x 0.14898((158.9-53)/158.9)
= 83.5 x 53 x π 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
∴ FD 1363.63 20.67 6.6 (100.02 53 1363.63)

20.67 6.6 100.02 53
1363.63
1363.63 136.422 (5300 1363.63)

136.422 5300
1363.63
1363.63 136.422 6663.63

136.422
6663.63
1363.63
136.422 6663.63
136.422 81.63

1363.63 909065.7319
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
F 6902.166
∴ here s 1.2475
FD 5532.66
(Hence, design is safe)
Check for wear load

2
For 180 BHN, σes may be 617.8 N /mm normally steel for pinion and cost iron for gear of
200 & 160 , (Hence in the table take 180 & 180)
∴ k = load stress factor

(
σ es
) 2
Sin φ 1 1
1.4 E 1E 2
(617.8) 2 Sin 20 1 1
3 3
1.4 210 10 84 10
381676 x 0.342 1 2.5

3
1.4 210 10
130533.192 3.5
3
1.4 210 10
2
= 1.553 N / mm
2
∴ k = 1.553 N / mm

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

*
= FW = d1 b Qe 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.

Module 4
CLUTCHES AND BRAKES
A Clutch is a mechanical device which is used to connect or disconnect the source of power
from the remaining parts so the power transmission system at the will of the operator. The flow
of mechanical power is controlled by the clutch.
Types of Clutches
(i) Positive Clutches (ii) Friction clutches
Positive Clutches: In this type of clutch, the engaging clutch surfaces interlock to produce rigid
joint they are suitable for situations requiring simple and rapid disconnection, although they
must be connected while shafts are stationery and unloaded, the engaging surfaces are usually
of jaw type. The jaws may be square jaw type or spiral jaw type. They are designed
empirically by considering compressive strength of the material used.
The merits of the positive clutches are
(i) Simple (ii) No slip (iii) No heat generated compact and low cost.

Friction Clutches: Friction Clutches work on the basis of the frictional forces developed
between the two or more surfaces in contact. Friction clutches are usually – over the jaw
clutches due to their better performance. There is a slip in friction clutch. The merits are (i)
They friction surfaces can slip during engagement which enables the driver to pickup and
accelerate the load with minimum shock.
(ii) They can be used at high engagement speeds since they do not have jaw or teeth
(iii) Smooth engagement due to the gradual increase in normal force.
The major types of friction clutches are

(i) Plate clutch (Single plate) (multiple plate)
(ii) Cone clutch
(iii) Centrifugal clutch
(iv) Dry
(v) Magnetic current clutches
(vi) Eddy current clutches

Torque transmitted by plate or disc clutch
A friction disk of a single plate clutch is shown in above fig. The following notations are used
in the derivation
Do = Outer diameter of friction disc
(mm) Di = Inna diameter of friction disc
(mm) P = pressure of intensity N/mm2
F = Total operating force (N) (Axial force)
T = torque transmitted by friction (N-mm)
Consider an elemental ring of radius r and radial thickness
dr Area of elemental length = 2pr. dr
Axial force length = 2pr r. P
(μ or f) friction force = 2pr. drp

μ Friction torque = 2pr dr Pμ * r
Total axial force
Torque Transmitted by friction =

There are two criteria to obtain the torque capacity – uniform pressure and uniform wear
1. Uniform pressure Theory:

In case of new clutches, un playing assumed to be uniformly distributed over the entire
surface area of the friction disc. With this assumption, P is regarded as constant.
Equation – 1 becomes


Uniform Wear Theory:
According to this theory, it is assumed that the wear is uniformly distributed over the
entiresurface --- of the friction disc. This assumption is used for workout clutches. The axial
wear
of the friction disc is import ional to the frictional work. The work done by the frictional force
(μ P) and subbing velocity (2prN) where „N‟ is speed in rpm. Assuming speed N and
coefficient of friction „μ‟ is constant for given configuration
Wear µ Pr
Pr = constant C
When clutch plate is new and rigid. The wear at the outer radius will be more, which will
release the pressure at the outer edge due to the rigid pressure plate this will change the
pressure distribution. During running condition, the pressure distribution is adjusted in such a
manner that the product pressure is constant, C.



Note: The major portion of the life of friction lining comes under the uniform wear friction
lining comes under the uniform wear criterion in design of clutches uniform wear
theory is justified.

Problems:
1. A single plate friction clutch of both sides effective has 300 mm outer
diameter and 160 mm inner diameter. The coefficient of friction o.2 and it runs at
1000 rpm. Find the power transmitted for uniform wear and uniform pressure
distributions cases if allowable maximum pressure is 0.08 Mpa.



2. A car engine develops maximum power of 15 kW at 1000 rpm. The clutch used is single
plate clutch both side effective having external diameter 1.25 times internal diameter = 0.3.
Mean axial pressure is not to exceed 0.085 N/ mm2. Determine the dimension of the friction
surface and the force necessary to engage the plates. Assume uniform pressure condition.
Given
p = 15 kW, n – 1000rpm,
I =2 both sides are effective D0 = 1.25 D1, =
0.3,
p = 0.085 N/mm2


3. Design a single plate clutch consist of two pairs of contacting surfaces for a
torque capacity of 200 N-m. Due to space limitation the outside diameter of the
clutch is to be 250mm
Given:
Single plate clutch, Torque = 2 x 105 N-mm, D0 = 250mm I = 2 (since two pairs of
contacting surfaces)
Solution:
Assume suitable friction material – leather μ = 0.3 to 0.5 P = varies from 0.07 to
0.29 Mpa select μ = 0.4, P = 0.135 Mpa – N /mm2
1. Torque transmitted= 2 x 105 N-mm
2. Mean diameter
Assuming uniform wear theory


MULTIPLE PLATE CLUTCH
Fig. shows a multiple plate clutch. The driving discs are splined to the driving shaft so that
they are free to slip along the shaft but must rotate with it. The driven discs drive the housing
by means of bolts along which they are free to slide. The housing is keyed to the driven shaft
by a sunk key. In the clutch shown there are five pairs of friction surfaces. The driving discs
may be pressed against the driven discs by a suitable mechanism so that the torque may be
transmittedby friction between the discs.

MULTI DISC CLUTCH:
Equations derived for torque transmitting velocity of single plate are modified to account for
the number of pairs of contacting surfaces in the following way.

Problem: A multi plate clutch having effective diameter 250mm and 150mm has to
transmit 60 kW at 1200 rpm. The end thrust is 4.5 kN and coefficient of friction is 0.08
calculate the number of plates easuming (i) Uniform wear and (ii) uniform pressure
distribution on the plates
Given:
D0 = 250 mm Di = 150mm, P = 60 kW, N = 1200 rpm, Fa = 4.5 kN = 4500N, μ = 0.08


Problem 4:
A multi plate clutch of alternate bronze and steel plates is to transmit 6 kW power at 800 rpm.
The inner radius is 38 mm and outer radius is 70 mm. The coefficient of friction is 0.1 and
maximum allowable pressure is 350 kN /m2 determine
(i) Axial force required
(ii) Total number of discs
(iii) Average pressure and
(iv) Actual maximum pressure



Problem 5:
In a maultilate clutch radial width of the friction material is to be 0.2 of maximum radius. The
coefficient of friction is 0.25. The clutch is 60KW at 3000 rpm. Its maximum diameter is
250mm and the axial force is limited is to 600N. Determine (i) Number of driving and driven
plates (ii) mean unit pressure on each contact surface assume uniform wear
Solution:
Given: Radial width = 0.2 Ro, μ = 0.25, P = 60KW, N = 3000rpm, D0 = 250mm,
Ro = 125mm, Fa = 600N uniform wear
condition. b = Ro- Ri
Ro =Ri

Ri= 0.8 Ro = 0.8x 125 = 100mm

Inner diameter 2x100 = 200mm

Problem 5:
In a maultilate clutch radial width of the friction material is to be 0.2 of maximum radius. The
coefficient of friction is 0.25. The clutch is 60KW at 3000 rpm. Its maximum diameter is
250mm and the axial force is limited is to 600N. Determine (i) Number of driving and driven
plates (ii) mean unit pressure on each contact surface assume uniform wear.
Given:
Radial width = 0.2 Ro,
μ = 0.25, P = 60KW,
N = 3000rpm,
D0 = 250mm,
Ro = 125mm,
Fa = 600N uniform wear condition.
Solution b = Ro- Ri
0.2 Ro =Ri
Ri= 0.8 Ro = 0.8x 125 = 100mm
Inner diameter 2x100 = 200mm


Problem 6:
A Multiple plate clutch has steel on bronze is to transmit 8 KW at 1440 rpm. The inner
diameter of the contact is 80mm and outer diameter of contact is140 mm. The clutch operates
in oil with coefficient of friction of 0.1. The overage allowable pressure is 0.35Mpa. Assume
Uniform wear theory and determine the following.
a) Number of steel and bronze plates
b) Axial force required
c) Actual maximum pressure
Given
P = 8KW,
N = 1440 rpm,
D1 = 80mm,
Do = 140mm,
μ = 0.1, P = 0.35 N / mm2
Uniform Wear Theory.



BRAKES
A brake is defined as a machine element used to control the motion by absorbing kinetic
energy of a moving body or by absorbing potential energy of the objects being lowered by
hoists, elevators, etc.
The absorbed energy appears as heat energy which should be transferred to cooling fluid such
as water or surrounding air. The difference between a clutch and a brake is that whereas in the
former both the members to be engaged are in motion, the brake connects a moving member to
a stationary member. Block or shoe brake A single-block brake is shown in fig. It consists of a
short shoe which may be rigidly mounted or pivoted to a lever. The block is pressed against the
rotating wheel by an effort Fat one end of the lever. The other end of the lever is pivoted on a
fixed fulcrum O. The frictional force produced by the block on the wheel will retard the

rotation of the wheel. This type of brake is commonly used in railway trains. When the brake is
applied, the lever with the block can be considered as a free body in equilibrium under the
action of the following forces.
1. Applied force F at the end of the lever.
2. Normal reaction Fn between the shoe and the wheel.
3. Frictional or tangential braking force Fq between the shoe and the wheel.
4. Pin reaction.
Consider the following three cases;

(i) Line of action of tangential force F0 passes through fulcrum

In this case the actuating force is the same whether the direction of tangential force is towards
or away from the fulcrum.
(ii) Line of action of tangential force F is in between the center of the drum and the fulcrum
(a) Direction of F is towards thefulcrum:
Taking moments about O,


When the angle of contact between the block and the wheel is less than 60°, we assume that the
normal pressure is uniform between them. But when the angle of contact 2 is more than
60°, we assume that the unit pressure normal to the surface of contact is less at the ends than at
the center and the wear in the direction of applied force is uniform. In such case we employ the
equivalent coefficient of friction ', which is given by. Equivalent coefficient of friction.


Problem:
In a simple band brake, the length of lever is 440 mm. The tight end of the band is attached to
the fulcrum of the lever and the slack end to a pin 50 mm from the fulcrum. The diameter of
the brake drum is 1 m and the arc of contact is 300°. The coefficient of friction between the
band and the drum is 0.35. The brake drum is attached to a hoisting drum of diameter 0.65 m
that sustains a load of 20 KN.
Determine:
1. Force required at the end of lever to just support the load.
2. Required force when the direction of rotation is reversed.
3. Width of steel band if the tensile stress is limited to 50 N/mm.

Data: a = 440 mm, b = 50 mm, D= 1 m = 1000 mm, Db = 0.65 m = 650

mm, q = 300°, μ = 0.35, W = 20kN = 20x 103 N, sd = 50N/mm2


Problem:
A band brake shown in figure uses a V-belt. The pitch diameter of the V-grooved pulley is
400mm. The groove angle is 45° and the coefficient of friction is 0.3. Determine the power
rating.
Data: D - 400 mm, 2a = 45°, a =22.5°, μ -0.3,
a = 750 mm,
q = 180° = p rad,
n = 400 rpm
F = 100N,
b = 400 mm,


Problem
Figure shows a two way band brake. It is so designed that it can operate equally well in both
clockwise and counter clockwise rotation of the brake drum. The diameter of the drum is
400mm and the coefficient of friction between the band and the drum is 0.3. The angle of
contact of band brake is 270° and the torque absorbed in the band brake is 400 N-m. Calculate;
1. Force F required at the end of the lever.
2. Width of the band if the allowable stress in the band is 70
MPa. Data:
D = 400 mm,
μ= 0.3, q
= 270°,
Mt = 400 N-m = 400 x 103 N-mm,
sd = 70 MPa = 70 N/mm2,
b = bl = b2 =
50mm, a = 1000mm


Module 5
LUBRICATION AND BEARINGS
Design Considerations
In the first group are those whose values either are given or are under the control of
the designer. These are:
The viscosity Z
The load per unit of projected bearing area, p
The speed Nı
The bearing dimensions r, c, and l
In the second group are the dependent variables. The designer cannot control these
except indirectly by changing one or more of the first group. These are:
The coefficient of friction f
The temperature rise T
The volume flow rate of oil Q
The minimum film thickness h0
Bearing Design Parameters:

Bearing Pressure
Bearing Modulus
Sommerfeld Number
Minimum Film Thickness variable
Coefficient of friction variable
Flow variable

Bearing Pressure
BEARING PRESSURE = Load / Projected area of the

bearing = W / L*d = W/2*r*L
If L/d is > 1, the bearing is said to be a long bearing. If

L/d is < 1, the bearing is said to be a short bearing. If
L/d is = 1, the bearing is said to be a Square bearing.
If the length of the bearing is very large compared to its diameter, L/d= _, such a bearing
is said to be an idealized bearing with no side leakage.
The load carrying capacity of long bearing is better than that of the short bearings. From the
point of view of reduced side leakage, long bearings are preferable. However, space
requirements, manufacturing tolerances, Heat carrying capacity and shaft deflections are
better met with short bearings.
For general purpose machinery L/d= 1 to 2.
Bearing Modulus (ZNI/p)
Bearing Modulus is a dimensionless parameter on which the coefficient friction in a bearing
depends (Fig.7.25). In the region to the left of Point C, operating conditions are severe and
mixed lubrication occurs. Small change in speed or increase in load can reduce ZN_/p and a

small education in ZN_/p can increase the coefficient of friction drastically. This increases heat
which reduces the viscosity of the lubricant. This further reduces ZN_/p leading to further
increase in friction.
This has a compounding effect on the bearing leading to destruction of Oil film and resulting
in metal to metal contact. In order to prevent such conditions, the bearing should operate
with a ZN_/p at least three times the minimum value of the bearing modulus (K).
Suppose we are operating to the right of the line BA and there is an increase in lubricating
temperature. This results in lower viscosity and hence a smaller value of the ZN_/p. The
coefficient of friction decreases, and consequently the lubricating temperature drops. Thus the
region to the right of line BA defines “stable lubrication” because the variations are self
correcting.
Attitude angle locates the position of minimum film thickness with respect to load line =
Journal or the shaft center
O = Bearing center
e = Eccentricity
The radial clearance or half of the initial difference in diameters is represented by c which
is in the order of 1/1000 of the journal diameter.
n = e/c, and is defined as eccentricity ratio
If n = 0, then there is no load, if n = 1, then the shaft touches the bearing surface under
externally large loads the following relationship can be obtained for „h‟
h= c(1+ n cos_)
The maximum and minimum values of „h‟ are:
hmax= c+e = c(1+n)
hmin = c-e = c(1-n)

The relationship between attitude, radial clearance and minimum oil film thickness is given by:
n= 1- (ho/c)
Sommerfeld number
The bearing characteristic number, or the Sommerfeld number, is defined by
The Sommerfeld number is very important in lubrication analysis because it contains many of
the parameters that are specified by the designer.
The parameter r/c is called the radial clearance ratio.
The relation between Sommerfeld number and Attitude of the bearing is shown in the figure.
Attitude v/s Sommerfeld number
If S=0.15 or greater than 0.15, the bearing is a Lightly loaded bearing. If
S is lesser than 0.15, the bearing is a Heavily loaded bearing.

If S=0.15 or greater than 0.15, the bearing is a Lightly loaded bearing.

If S is lesser than 0.15, the bearing is a heavily loaded bearing.
In Raimondi and Boyd method, the performance of a bearing is expressed in terms of

Dimensionless parameters The results of their work is available in the form of charts and
tables.
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.
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.
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
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.
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
anywhere 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

Thrust bearings of fixed inclination pad and pivoted pad variety are shown in figure. These are
used for carrying axial loads as shown in the diagram. These bearings operate on
hydrodynamic principle.
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 other‟s

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.
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
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

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.
Hydrodynamic / thick film lubrication / fluid film lubrication

• Metal to Metal contact is prevented. This is shown in figure.
• 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.
Boundary 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.
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. 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.Extreme Boundary Lubrication

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.
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.
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.
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.
Newton’s Law of Viscous Flow

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.
Newton‟s viscous effect states that the shear stress in the fluid is proportional to the rate
of change of velocity with respect to y.
Fig. 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
Say bolt 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 centimeter per second is defined as a
stroke. The kinematic viscosity based upon seconds Say bolt, also called Say bolt 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.

PROBLEMS
1.Determine load carrying capacity, frictional force and power loss due to friction for an ideal
full journal bearing having following specifications. diameter of journal = 5 em length of
bearing = 6.5 cm speed of journal = 1200 rpm radial clearance = 0.0025 cm
average viscosity = 1.125 x 10-3 Pas-See attitude = 0.8
Given d = 50 mm
L = 65 mm
n = 1200 rpm
c = 0.025 mm
v = I.125 x 10-3 Pas-Sec
E = 0.8


2. An oil ring full journal bearing is to operate in still air. The bearing diameter is 75 mm and
length is 75 mm. Bearing is subjected to a load of 5 kN and is rotating at 500 rpm. Radial
clearance is 0.0625 mm. The oil is SAE 30 and ambient temperature is 20°e. Determine the
equilibrium temperature and viscosity of oil.
Given Still air
d = 75 mm
W = 5 x 103 N
n = 500 rpm
L = 75 mm
c I = 0.0625 mm
SAE 30°
From T - 24.1 and 'fig. 24.2 oil number = F
Ta = 20° C



3.A hydrostatic thrust bearing has the following specifications.

vertical thrust = 60 kN,
shaft diameter = 500 mm,
pocket diameter = 300
mm, viscosity = 35 cp,
film thickness = 0.01
mm, Determine:
i) Rate of on flow through the bearing.
ii) Power loss due to viscous friction.
Given,
d2 = 8500 mm
d1 = 300 mm
w = ~O KN 60 x 103 N
n = 35 cp
h = 0.01 mm


4. A lightly loaded journal bearing has the following specifications: Journal diameter =
100 mm; Bearing length = 80· mm; radial clearance: 0.05 mm; radial load = 1000 N;
absolute viscosity of oil = 0.015 pas-see Using Petroff's equation, determine:
I) Speed of journal which corresponds to a co-efficient of friction
ii) Power loss at this speed.
Given
d = 100 mm
L = 80 mm
c = 0.05 mm
C = 2c = 2 x 0.05
C = 0.1 mm


5. An idealized full journal bearing has the following data: Diameter of journal = 50 mm;
bearing length = 65 mm; speed = 1200 rpm; radial clearance = 0.025 mm; average viscosity =
0.001125 pas-see: Calculate:
i) Load carrying capacity ii) Co-efficient of friction iii) Power loss in bearing
Given
d = 50 mm
L = 65 mm
n = 1200 rpm
c = 0.025 mm
v = 1.125 x 10-3 Pas-see
E = 0.8


6. A 1200 centrally loaded bearing has the following specifications:

Diameter of journal = 100 mm; length of bearing = 130 mm; diameter clearance = 0.15 mm;
oil used SAE 60; minimum film thickness = 0.0045 mm; speed of journal = 600 rpm; bearing
operating temperature = 950 C; considering end leakage determine:
i) Load carrying capacity
ii) Power loss in the bearing
iii) Expected maximum pressure in the bearing.
Given
d = 100 mm L = 130 mm C = '0.15 mm
n = 600 rpm t = 95° C W = ?
N = ? Pmax = ? hmin = 0.0045 mrn
Reffering to fig. 24-30 P-31 DHB for E = 0.94. and B/L = 0.805 we have
S = 0.016

Power loss: Referring to fig. 24-17 P-24 DHB for S = 0.016 and B/L = 0.805


7. A journal bearing operating .under steady state condition has the following
Specifications: Diameter' = 100 rnm, length = 105 mm, speed = 1600 rpm, radial clearance =
0.075 mm, load = 27.3 KN, expected mean oil film temperature = 99° C, minimum film
thickness must not be less than 0.015 mm. The bearing is lubricated under pressure with inlet
oil temperature of 44° C. Determine:
i) Required viscosity of lubricating oil and kind of oil which should be used
ii) Power loss
iii) Inlet pressure required for cooling the bearing
iv) Corresponding rate of flow.
Given: d = 100mm, L = 105 mm, C = 0.075 mrn, n = 1600 rprn, W = 27.3 KN, ts = 990 C, h =
0.015 rnrn, ta =440'C, n =? N =? PO, =? Q =?
C = 2C = 2 xO.075 = 0.15 mrn

n = l.2 x 10-
8 n = 12 cp
Referring to fig. 1-2 n = 12 cp at to = 99° C correspond to 011 (l
Referring to table 1-1 oil G corresponds to SAE-40.
Referring to fig. 1-31 for S = 0.055 and B/L = l.49 we have

8. A hydrostatic step bearing for a turbine rotor has the following Diameter of shaft = 150 mm;
diameter of pocket = 100 mm; 70 kN; shaft speed = 1000 rpm; viscosity := 0.025 pa.sec; oil =
0.125 mm, Determine:
i) Rate of oil flow through the bearing
ii) Power loss due to viscous friction. .
iii) Co-efficient of friction
Given d2 = 150 mm
d2 = 100 mm
W = 70 x 103 N
n = 1000 rpm n 1 = 16.66 rps
9.A lightly loaded journal bearing has the following specifications: Diameter of Journal = 50
mm; Bearing length = 80 mm; Diameter=ratio = 0.002; Radial load = 750 N; Viscosity of
lubricant = 10 4000 rpm, Determine:
Frictional torque on journal, Co-efficient of friction
d ;, 50 rnm
L = 80 rnrn
\jf = c/d = 0.002
W = 750 N
v = 10 cp = 10 x 10-9 N-Sm/2m
n = 4000 rpm

10. The following data are given for a 3600 hydro - dynamic bearing: Bearing diameter: 50.02
mm Journal diameter: 49.93 mm bearing length: 50 mm Journal speed: 1440 r/min Radial load
= 8kN Viscosity of lubricant: 12 cp.
The bearing is machined on a lathe from bronze casting, while the steel journal is hardened and
ground. The surface roughness values for turning and grinding are 0.8 and 0.4 microns
respectively. For thick film lubrication the minimum film thickness should be five times the
sum of surface roughness values for the journal And the bearing. Calculate.

i) The permissible minimum film thickness.

ii) The actual film thickness under the operating conditions.
.iii) Power loss in friction.
iv) Flow requirement.
The given datas are,
D = 50.02 mm d = 49.93 mm L = 50mm
= 0.05002 m


11. SAE 20 oil i~ used to lubricate 'a hydrodynamic journal bearing of diameter 75nun and
length 75 mm. The journal rotates at 1,200 rpm, the diametral clearance is 0.075 mm, the
operating temperature of the oil is 53°C, and the oil enters at 40°C. Determine: (i) the
magnitude and location of the minimum oil film thickness (ii)power loss (iii) oil flow through
the bearing (iv) side leakage.



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VI SEMESTER-MECHANICAL

DEPARTMENT OFMECHANICAL ENGINEERING

To impart excellent technical education in mechanical engineering to develop technically

• To provide an ambience which impart excellent technical education in Mechanical

PROGRAM OUTCOMES (PO’S)

PO1. Engineering knowledge: Apply the knowledge of mathematics, science, engineering

PO3. Design/development of solutions: Design solutions for complex engineering problems

PO4. Conduct investigations of complex problems: Use research-based knowledge and

PO10. Communication: Communicate effectively on complex engineering activities with the

PROGRAM SPECIFIC OUTCOMES (PSO’S)

After successful completion of program, the graduates will be

DESIGN OF MACHINE ELEMENTS – II

Subject Code :18ME62 IA Marks: 40

Department of Mechanical Engineering, ATMECE, Mysuru

DESIGN DATA HANDBOOK:

1. Design Data Hand Book , K. Lingaiah, McGraw Hill, 2nd Ed.

Department of Mechanical Engineering, ATMECE, Mysuru

Sl. No. Particulars Pg. No.

1 Design of Belts, Ropes and Chains & Springs 1-132

2 Design of Spur, Helical Gears 133-168

3 Design of Bevel and Worm Gear 169-181

4 Clutches and Brakes 182 - 224

5 Lubrication and Bearings 225 - 264

Department of Mechanical Engineering, ATMECE, Mysuru

Three types of belt drives are commonly used. They are:

Rope or circular belt drive

FLAT BELT DRIVE

MERITS AND DEMERITS OF FEAT BELT DRIVE

Department of Mechanical Engineering, ATMECE, Mysuru Page 1

Open belt drive

Cross belt drive

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Flat belt drive system

Serpentine belt system

Flat belt drive system

3D arrangement of belt drive

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Considering the thickness of belt

Effect of Slip on Velocity Ratio

Material Used for Belt

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Let, D = diameter of larger pulley d = diameter of smaller pulley

C = distance between centers of pulley L = length of belt

Where L and s are in radians.

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

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Ratio of Belt Tensions

Consider a driven pulley rotating in clockwise direction as shown

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Consider a driver pulley rotating in clockwise direction, because of rotation of pulley

Consider a small elemental portion of the belt PQ subtending an angle shown in

Department of Mechanical Engineering, ATMECE, Mysuru Page 7

Effect of Centrifugal Tension on Ratio of Tensions

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Design Procedure for Flat Belt Drive

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Calculate e L L and e s s and take the smaller value as the capacity. If

Department of Mechanical Engineering, ATMECE, Mysuru Page 10