Experiment No:06

Aim: To measure transmitted torque and holding torque of a epicyclic gear

train.
Theory: Gear trains are required to achieve wide range of angular velocity ratio
while transmitting motion and power between shaft.Any combination of gear
by means of which the motion or the power is transmitted between shafts is
known as GEAR TRAIN.
Types of Gear Trains:
1) Fixed Axes Trains: Majority of gear trains have gear axes in fixed
positions,such trains in which axis of the gear remain stationary is called
Fixed Axes trains.
2) Moving Axes Trains: A gear train irrespective of type must have
minimum two gears.These must be mounted on shafts and shafts are
supported by convenient shape frame.Thus minimum no.of teeth used in
simple gear train are three. If a link supporting a gear is fixed then
resulting gear train is fixed axes gear train.Now,if either of the other two
links is fixed,then such gear trains are called as Moving Axes Gear
Trains. Locus of point on one gear w.r.t other gear is epi-cycloidal.




Moving Axes Gear train

Simple Gear Train: In fixed axes or moving axes gear train, if there is only
one gear on each shaft, then the train is called as Simple Gear Train.
From law of gearing,
Speed ratio between 1& 2,
G
1
= N
1
/N
2
= T
2
/ T
1
........... (1)
Similarly between 2 & 3,
G
2
= N
2
/N
3
= T
3
/T
2
........... (2)
Overall speed ratio = G = G
1
X G
2
From (1) & (2), G = T
3
/T
1



Simple Gear Train

Compound Gear Train: Compound gear train is the one in which each
shaft excluding the first and last shafts,carries two gears known as
Compound Wheels.One of the gear from compound wheel takes motion
from gears on previous shafts and other gear transmits this motion to gear
ahead of it.
Speed ratios for the gear train is:
G
1
= N
1
/N
2
...........(1)
G
2
= N
2
/N
4
..........(2)
Thus,
G = N
1
/N
4

Also,
G = T
2
/T
1
x T
4
/T
3


So speed of gear depends on no.of teeth of the intermediate gears.


Compound Gear Train
ADVANTAGES:
1 Large speed ratio can be obtained with wheels of small diameter.
2 Power can be transmitted around bends

REVERTED TRAIN:
It is particular type of compound gear train where,driving and driven shaft are
co-axial.



A reverted gear train with two gear train and one compound wheel is shown in
figure. Since gear1 and 4 are co-axial,distance between shaft1 and axis of
compound wheel is same distance shaft 4 and axis of compound wheel.
R
1
+r
2
=r
3
+r
4
M[T
1+
T
2
]/2= M[T
3+
T
4
]/2
If modules are equal then,
T
1+
T
2
= T
3+
T
4

And G
1
= T
1
/ T
2 ,
G
2
= T
3
/T
4

G= (T
2
T
4,
)/ (T
1
T
3
)
Using above equation number of teeth for gears is reverted train can be divided,
they are also known as reductions trains capable of achieving very high
reduction, if m
.
and m
..
are to be different then higher module is selected for
gears in second stage.




EXPERIMENTAL SETUP
Epi-cyclic train under test consist of four gears say (A,B,C,D) having
17,34,17and34 teeth respectively. Arm E has one end pivoted to axes of gear
while other two axes of compound wheel. Power input is given to A with DC
servo motor. Holding torque to gear D is provided with disc brake,assembly
using pneumatic power and dynamometer.















Experimental setup (block diagram)
PROCEDURE:
1 Remove the load on brake dynamometer.
2 Start the motor.

3 Increase the speed of the motor gradually with control knobs and set voltmeter
reading to 30V.
4 Note input current to motor.
5 Note motor speed for no load using non-contact type tachometer.
6 Repeat 4,5 with load.
7 Note down load on spring balance.
8 Repeat 6 and 7 for 50,70,90 and 110 volt
CALCULATIONS:
Speed ratio of epi-cyclic gear train.
Consider, standard gear box, where output gear keyed to output shaft
Let, input of shaft=N
1
=x
Speed of B= (T
1/
T
2
)*N
1
= 17x/34 = 0.5x
T
i/p
+ T
o/p
+ T Hold =0.
T
i/p
/ T
o/p
= Gear Ratio.
Now if o/p gear is locked and lever is allowed to rotate then reduction trains
capable of achieving very high reduction. If m and m are to be different then
higher module is selected for gears in the second stage.

Tabular method
Operation Lever A(N
1
) B,C (N
2
,N
3
) D(N
4
)
1.Fixed axes 0 x -0.5x 0.25x
2.Enblock unit
operation
y y y y
3.Epicyclic
o/p
0+y x+y y-0.5x 0.25x+y

N
4
=0.
So, 0.25x+y=0.
y=-0.25x.
N
1
= x+y = x-0.25x = 0.75x.
N
2
= y-0.5x =-0.25x-0.5x =-0.75x.
So, N
L
= y = -0.25x.

Hence, Gear Ratio =


=

= 3.


Observation Table
Sr. No. Condition i/p Voltage
(V)
Current
(A)
Spring
Balance
Reading(Kg)
i/p Speed
(rpm)
1. No Load
Load

2. No Load
Load

3. No Load
Load

4. No Load
Load

5. No Load
Load


Calculations

i/p torque =
*()( )+

=
=

o/p torque = l
avg.
x Spring Balance Reading x 9.81 =
=

Gear Ratio =




Result Table

Sr. No. i/p torque o/p torque Gear Ratio Holding/
Fixing torque
1.
2.
3.
4.
5.


Conclusion
1. Gear Ratio is .
2. Difference between theoretical and practically observed value is due to
inertia of braking system and leaks in the pneumatic cylinder.