CHAPTER 2 POWER TRANSMISSION SYSTEM GEAR SYSTEM

1.1 Introduction to Gear System 1

1.2 Types of Gear system 1
1.3 Relationship between pitch diameter and pitch circle 7
1.4 Gear Ratio 9
1.5 Gear Train 11
1.6 Gear Efficiency 12
1.7 Power Transmission in a Gear Train System 12
1.8 Equivalent Moment of Inertia 14
1.9 Gear Train Applications 15
1.10 Vehicle Dynamics 22
 CHAPTER 2

POWER TRANSMISSION SYSTEM: GEAR SYSTEM

2.1 Gear System

Gears are used for two basic purposes; increase or decrease of rotation speed and increase
or decrease of power or torque. Torque is a measure of a force to produce torsion and rotation
about an axis. To increase speed and reduce torque a large drive gear is coupled to a smaller
driven gear. To reduce speed and increase torque a small gear turning a larger gear is used. They
are also used for enhancement for positioning systems.
In gear system, gear that functions as mover mentioned as driver gear, while gear moved
name as driven gear.

2.2 Types of Gear System

Gears are used in a wide area of industries including automotive, milling, paper industry
etc. Different types of gears are also custom designed and are fabricated by gear manufacturing
services as per the specifications. Gears are categorized into several classifications.

1. According to the relative position of the axes of mating gears. The axes of mating
gears may be:
i. parallel
ii. intersecting
iii. nonintersecting and nonparallel.

Examples:

Intersecting Non-Intersecting Rotary to

Parallel Axes
Axes (Non-parallel) Axes Translation
Spur Gears Bevel gears Hypoid gears Rack and Pinion
Helical Gears Straight bevel Crossed helical gears -
Herring bone or
double helical Zerol bevel Worm gears -
gears
- Spiral bevel - -

Table 2
 2. According to the peripheral speed of gears:
i. Low velocity gears velocity < 3 m/s
ii. Medium velocity gears 3 m/s < velocity < 15 m/s
iii. High velocity gears velocity > 15 m/s

3. According to the type of gearing:

i. External gearing
ii. Internal gearing
iii. Rack and pinion

4. According to the type of teeth:

i. Straight teeth
ii. Helical teeth
iii. Curved teeth
iv. Herringbone teeth

Main classification method: The relative position of the axes of mating gears

a) Parallel Axes Shaft

The shaft axes between driver and driven gear is parallel to each other. Example of this
type of gear is Spur Gear.

Figure 1: Spur Gear

Spur gears connect parallel shafts, have involute teeth that are parallel to the shaft and
can have internal or external teeth. They cause no external thrust between gears. They are
inexpensive to manufacture. They give lower but satisfactory performance. They are used when
shaft rotates in the same plane.

The main features of spur gears are dedendum, addendum, flank, and fillet. Dedendum
cylinder is a root from where teeth extend, it extends to the tip called the addendum circle. Flank
or the face contacts the meshing gear, the most useful feature of the spur gears. The fillet in the
root region is kinetically irrelevant.

The speed and change of the force depends on the gear ratio, the ratio of number of teeth
on the gears that are to be meshed. One gear among the two is on the input axle; the axle of the
motor and the other gear of the pair are on the output axle, the axle of the wheel.
 They have higher contact ratio that makes them efficient in operation. They are available
for corrosion resistant operation. They are among the most cost-effective type of gearing. They
are also used to create large gear reductions.

They are available in plastic, non-metallic, brass, steel and cast iron and are manufactured
in a variety of styles. They are made with many different properties. Factors like design life,
power transmission requirements, noise and heat generation, and presence of corrosive elements
contribute to the optimization of the gear material.

Generally used in simple machines like washing machines, clothes dryer or power
winches. They are not used in automobiles because they produce sound when the teeth of both
the gears collide with each other. It also increases stress on the gear teeth. They are also used in
construction equipment, machine tools, indexing equipment, multi spindle drives, roller feeds,
and conveyors.

b) Intersecting Axes Shaft

The shaft axes between driver and driven gear is perpendicular to each other. Example of
gear is bevel gears.

Figure 2: bevel gear

Figure 2: Bevel Gear

They connect intersecting axes and come in several types. The pitch surface of bevel
gears is a cone. They are useful when the direction of a shaft's rotation needs to be changed.
Using gears of differing numbers of teeth can change the speed of rotation. They are usually
mounted on shafts that are 90 degrees apart, but can be designed to work at other angles as well.

These gears permit minor adjustment during assembly and allow for some displacement
due to deflection under operating loads without concentrating the load on the end of the tooth.
For reliable performance, gears must be pinned to shaft with a dowel or taper pin. Bevel gear sets
consist of two gears of different pitch diameter that yield ratios greater than 1:1.
 The teeth on bevel gears can be straight, spiral or bevel. In straight bevel gears teeth have
no helix angles. They either have equal size gears with 90 degrees shaft angle or a shaft angle
other than 90 degrees. Straight bevel angle can also be with one gear flat with a pitch angle of 90
degrees. In straight when each tooth engages it impacts the corresponding tooth and simply
curving the gear teeth can solve the problem. Spiral bevel gears have spiral angles, which gives
performance improvements. The contact between the teeth starts at one end of the gear and then
spreads across the whole tooth. In both the bevel types of gears the shaft must be perpendicular
to each other and must be in the same plane. The hypoid bevel gears can engage with the axes in
different planes. This is used in many car differentials. The ring gear of the differential and the
input pinion gear are both hypoid. This allows input pinion to be mounted lower than the axis of
the ring gear. Hypoid gears are stronger, operate more quietly and can be used for higher
reduction ratios. They also have sliding action along the teeth, potentially reducing efficiency.

A good example of bevel gears is seen as the main mechanism for a hand drill. As the
handle of the drill is turned in a vertical direction, the bevel gears change the rotation of the
chuck to a horizontal rotation. The bevel gears in a hand drill have the added advantage of
increasing the speed of rotation of the chuck and this makes it possible to drill a range of
materials.

The bevel gears find its application in locomotives, marine applications, automobiles,
printing presses, cooling towers, power plants, steel plants, defenses and also in railway track
inspection machine. They are important components on all current rotorcraft drive system.

Spiral bevel gears are important components on all current rotorcraft drive systems.
These components are required to operate at high speeds, high loads, and for an extremely large
number of load cycles. In this application, spiral bevel gears are used to redirect the shaft from
the horizontal gas turbine engine to the vertical rotor.

c) Non-Intersecting (Non-parallel) Axes Shaft

The shaft axes between the driver and driven gears are neither intersecting nor parallel at
the same time. A very good example of a non-intersecting-non-parallel gear system is a worm
gear as in Figure 3.

Figure 3: Worm Gear

 A worm gear is an inclined plane wrapped around a central axle. It is a gear with one or
more teeth in the form of screwed threads. Worm gears are made of two parts: the pinion and the
worm gear. The pinion has small number of teeth and they wrap around the pitch cylinder. The
worm gear has concave faces to fit the curvature of the worm in order to provide line of contact
instead of point of contact. They are cut helically for better mating Worm gears can provide a
high angular velocity between non-intersecting shafts at right angles.

They are capable of transmitting high tooth loads, the only disadvantage is the high
sliding velocities across the teeth. They provide ultimate power ratio. The efficiency of worm
gear depends on the lead angle, sliding speed, and lubricant, surface quality and installation
conditions. They offer smoothest, quietest form of gearing. They provide high-ratio speed
reduction in minimal spaces.

Worm gears are used when large gear reductions are required. Worm gear has a unique
property of easily turning the gear. The gear cannot turn the worm because the angle on the
worm is shallow and when the gear tries to spin the worm, the friction between the two holds the
worm in place.

Worm gears work under difficult conditions, presenting unique lubrication demands. The
types of oils most commonly used to lubricate worm gears are compounded mineral oils, EP
mineral gear oils and synthetics. Worm gear is always used as the input gear. For the operation
of worm gear, torque is applied to the input end of the worm shaft by a driven sprocket or
electric motor. The worm and the worm shaft are supported by anti-friction roller bearings.
Because of high friction worm gears are very inefficient. There is lot of friction between a worm
gear and the gear being driven by the worm gear. When used in high torque applications, the
friction causes the wear on the gear teeth and erosion of restraining surface.

There are three types of worm gears. Non throated- a helical gear with a straight worm.
Tooth contact is a single moving point on the worm drive. Single throated- has concave helical
teeth wrap around the worm. This leads to line contact. Double throated- called a cone or
hourglass. It has concave teeth both on the worm and helical gear. Worm gears are widely used
in packaging machinery, material handling, machine tools, indexing and food processing. They
are used widely in conveyor systems. They are also used in torsen differential, used on some
high-performance cars and trucks. They serve as speed reducers in many different industries.
d) Perpendicular Axes Shaft / Rotary to Translation

The shaft axes between driver and driven gear are perpendicular to each other and do not
intersect to each other. Example of gear is Rack and Pinion Gear.

Figure 4: Rack and Pinion Gear

Rack and pinion gears are used to convert rotation into linear motion. The speed with
which the rack moves as the pinion turns is determined by the diameter of the gear. The flat,
toothed part is the rack and the gear is the pinion. A piston coaxial to the rack provides hydraulic
assistance force, and an open centered rotary valve controls the assist level. A rack and pinion
gears system is composed of two gears. The normal round gear is the pinion gear and the straight
or flat gear is the rack. The rack has teeth cut into it and they mesh with the teeth of the pinion
gear. Rack and pinion gears provide a less mechanical advantage than other mechanisms, but
greater feedback and steering sensation.

Rack and pinion gears are available in three variations: straight teeth metric pitch, straight
teeth modular pitch, and helical teeth modular pitch. Rack and pinion gears variations are
available in different qualities: 9/10 milled teeth or milled and hardened quality, 7/8 precision cut
or precision cut and hardened quality, and 5/6 teeth hardened and ground quality. A rack and
pinion gear gives a positive motion especially compared to the friction drive of a wheel in
tarmac. In a rack and pinion railway, a central rack between the two rails engages with a pinion
on the engine allowing a train to be pulled up very steep slopes. A rack and pinion gear is the
differential's critical point of power transfer. A rack and pinion gear set is one of the simplest
performance modifications that can be performed on a vehicle. The most common reason to
change rack and pinion ratios from the original equipment is to retain power when bigger tires
are put on a vehicle. The torque can be increased by a ratio change when there is enhanced
pulling or higher take off power from a dead start. A well designed mechanism such as the rack
and pinion gears save effort and time.

Rack and pinions gears are commonly used in the steering system of cars to convert the
rotary motion of the steering wheel to the side to side motion in the wheels. The steering wheel
rotates a gear which engages the rack. As the gear turns, it slides the rack either to the right or
left, depending on which way the wheel is turned. Rack and pinion gears are also used in some
scales to turn the dial that displays a weight.
Types of Gears
2.3 Relationship between Pitch Diameter and Pitch Circle

Figure 5: Gear terminology

Some of the terminology of gear system includes;

Pitch surface : The surface of the imaginary rolling cylinder (cone, etc.) that the toothed
gear may be considered to replace.
Pitch circle: The end projections of pitch cylinders are called pitch circles. A pitch circle
is thus an imaginary circle and is the basis of all measurements on the gears.
Addendum circle: A circle bounding the ends of the teeth, in a right section of the gear.
Root (or dedendum) circle: The circle bounding the spaces between the teeth, in a right
section of the gear.
Addendum: The radial distance between the pitch circle and the addendum circle.
Dedendum: The radial distance between the pitch circle and the root circle.
Clearance: The difference between the dedendum of one gear and the addendum of the
mating gear.
Flank of a tooth: The part of the tooth surface lying inside the pitch surface.
 Circular thickness (also called the tooth thickness): The thickness of the tooth
measured on the pitch circle. It is the length of an arc and not the length of a straight line.
Tooth space: The distance between adjacent teeth measured on the pitch circle.
Backlash: The difference between the circle thickness of one gear and the tooth space of
the mating gear.
Circular pitch p: Circular Pitch. Circular pitch is the distance measured along the pitch
circle from a point on one tooth to the corresponding point on an adjacent tooth. It is
represented by Cp :

D
CP
N
D pitch diameter
N number of teeth

Diametral pitch P: The number of teeth of a gear per inch of its pitch diameter. A
toothed gear must have an integral number of teeth. The circular pitch, therefore, equals
the pitch circumference divided by the number of teeth. The diametral pitch is, by
definition, the number of teeth divided by the pitch diameter. That is,

D N
p and P Hence pP
N D

Where;

p = circular pitch N = number of teeth

P = diametral pitch D = pitch diameter

That is, the product of the diametral pitch and the circular pitch equals .

Module m: Pitch diameter divided by number of teeth. The pitch diameter is usually
specified in inches or millimeters; in the former case the module is the inverse of
diametral pitch.

D
m
N
 Pinion: The smaller of any pair of mating gears. The larger of the pair is called simply
the gear.
Velocity ratio: The ratio of the number of revolutions of the driving (or input) gear to the
number of revolutions of the driven (or output) gear, in a unit of time.
Pitch point: The point of tangency of the pitch circles of a pair of mating gears.
Pressure angle : The angle between the common normal at the point of tooth contact
and the common tangent to the pitch circles. It is also the angle between the line of action
and the common tangent.

2.4 Gear Ratio

GEAR RATIO is the relationship between the number of teeth on two

gears that are meshed. Gear ratio n is defined as ratio of speed of driven gear over the speed of
driver gear.

Example : In the figure, the smaller gear has thirteen teeth, while the second larger gear has
twenty-one teeth. The gear ratio is therefore 13/21 or 1/1.62 ( also written as 1:1.62). This means
that for every one revolution of the smaller gear, the larger gear has made 1/1.62 = 0.62
revolutions. In practical terms, the larger gear turn more slowly.

Note : the first number in the ratio is usually the gear to which power is applied.

N1
n
2 N2

1
Consider a gear set below;
Driven gear
Driver gear

Figure 6: Gear set

When two gear mate efficiently at point A, the velocity, v of both gear are the same.

Thus; v v1 v2
with v r D
2

1 D1
2 D2 D1
Then from
2 2
will produce 2
1 D2
Where 1 = speed of driver gear
2 = speed of driven gear
D1 = pitch diameter of driver gear
D2 = pitch diameter of driven gear

Hence, gear ratio, n;

2 D1 N1 2
n
1 D2 N 2 1

Where N1= number teeth of driver gear

N2= number teeth of driven gear
1 = angular acceleration of driver gear
2 =angular acceleration of driven gear
Considering figure below :

As gears turn, the distance traveled along each gears circumference is the same, thus
r11 r2 2

2 r1 N1

1 r2 N 2

Assume the gears do not absorb or store energy (no energy lost), the rotation energy into Gear 2
equals the rotation energy out of Gear 1
T11 T2 2
T2 1 N 2

T1 2 N1

velocity ratio, VR is defined as the angular speed of the driver gear to the angular speed of the
driven gear
drive 1
velocity ratio (VR)
driven 2

2.5 Gear Train

Gear trains consist of two or more gears for the purpose of transmitting motion from one
axis to another.
Types of gear trains :
Simple gear train
Compound gear train
Epicyclic/planetary
gear train
IMPORTANT NOTE : We will assign a sign to the speed ratio of a gear set to indicate whether
the two gears rotate in the same (+) or opposite (-) direction

For external gears

P N
G
G NP

For internal gears

P NG

G N P

Simple Gear Train is the most common of the gear train is the gear pair connecting
parallel shafts. The teeth of this type can be spur, helical or herringbone. The angular velocity is
simply the reverse of the tooth ratio. The main limitation of a simple gear train is that the
maximum speed change ratio is 10:1. For larger ratio, large sizes of gear trains are required; this
may result in an imbalance of strength and wear capacities of the end gears.

The sprockets and chain in the bicycle is an example of simple gear train. When the
paddle is pushed, the front gear is turned and that meshes with the links in the chain. The chain
moves and meshes with the links in the rear gear that is attached to the rear wheel. This enables
the bicycle to move.
Driver : Driven :

Gear ratio :
3 N1 N 2 N
n 1
1 N 2 N 3 N3

The train gear ratio of a simple gear train is always just the ratio of the first and last gears!
The effect of the intermediate gears is to affect the direction of the overall driven gear. Hence the
intermediate gears act as idlers. Use of one idler is sufficient to change the direction.
 Compound Gear Train is used for large velocities, compound arrangement is preferred.
Two keys are keyed to a single shaft. A double reduction train can be arranged to have its input
and output shafts in a line, by choosing equal center distance for gears and pinions.

Gear trains are used in representing the phases of moon on a watch or clock dial. It is also
used for driving a conventional two-disk lunar phase display off the day-of-the-week shaft of the
calendar.

The train gear ratio :

3 N1 N 3 NN
n 1 3
1 N 2 N 4 N2 N4
The train gear ratio of a compound gear train is the product of the ratios of parallel gear sets.
Hence a large train ratio may be obtained using a compound gear set.

The gear ratio of a gear train may be generalized as

out product of number of teeth of drive gears
n
in product of number of teeth of driven gears

Nonreverted compound gear train : input and output shafts are not coincident

Reverted: input and output

shafts are coincident (e.g., in
automobile transmission)
Epicyclic/planetary gear trains :
These are two degree of freedom devices in which two inputs are necessary to obtain a
predictable output.

Planetary gear trains always include a sun gear, a planet carrier or arm, and one or more
planet gears.

e.g., the inputs could be (1) the sun gear rotates at 100 rpm clockwise and (2) the ring gear
rotates at 50 rpm clockwise. In that case, the output would be the motion of the arm

Some Example of planetary gear train in 3D picture :

Consider the train with a sun gear 2, an arm or carrier 3 and two planet gears 4 and 5. The
trick is to compute the ratios of the relative angular velocities.
gear arm gear/ arm

Angular velocity of gear 5 w.r.t arm is 5 3

Angular velocity of gear 4 w.r.t arm is 4 3
Angular velocity of gear 2 w.r.t arm is 2 3
Hence , the train ratio value is
L arm product of number of teeth on driver gear
Z
F arm product of number of teeth on driven gear
5 3 5 3 4 3 N 4 N 2 N
2
2 3 4 3 2 3 N 5 N 4 N5
20
0.25
80

Since the ring gear (5) and planet gear (4) are internal. Usually one of the members is fixed
and by varying the input, various train ratio values may be obtained.

Case 1: ring fixed, sun input, arm output 5 3

Z
2 3
0.25
w3 0.2w2

Case 2: arm fixed, sun input, ring output

5 0
Z
2 0
0.25
w5 0.25w2
Case 3: sun fixed, arm input, ring output
5 3
Z
0 3
0.25
w5 1.25w3
 Gear Efficiency

Gear efficiency is defined as the ratio of Output Power from Driven Gear to the Input
Power from Driver Gear. Gear efficiency measures how efficient a gear system is to transmit
power. High value of gear efficiency reflects a more efficient gear system. Power loss in a gear
system may come from sources like friction, slip, backlash and so on.
From Power, P T , then

P2 T2 2 T2
Gear Efficiency, G ,12 n
P1 T11 T1

Where P1 = Input power from driver gear

P2 = Output power from driven gear
n = Gear ratio

If the G 1.0 , thus the torque at driver gear T1 is;

T1 nT2
If the G 1.0 , thus the torque at driver gear T1 is;
nT2
T1
G ,12
Pm P1
Example : Im
P3
motor 1
G1/2 IG
2 3

Ph
G3/4
P2 hoist
Ih
4

P4
load

In a gear train system, power loss normally happen at bearing/gear because of friction, backlash
and so on,
Im = moment of inertia of motor shaft
IG = moment of inertia of gear shaft
Ih = moment of inertia of hoist shaft
n1/2 = gear ratio of gear set 1-2
n3/4 = gear ratio of gear set 2-3
G1/2 = gear efficiency of gear set 1-2
G3/4 = gear efficiency of gear set 3-4
In this case, the total efficiency of the gear train system is:
Ph P1 P2 P3 P4 Ph T
total G1/ 2 G 3 / 4 h n1/ 2 n3 / 4
Pm Pm P1 P2 P3 P4 Tm
2.8 Speed of a motor /load system in a gear transmission

Considering the Moment of Inertia (sometimes simply called inertia) is a measure of the
resistance of a body angular accelaration (T = I) in the same way that mass is a measure
of the bodys resistance to accelaration (F = ma)

m
Pm m Tm L TL PL
r
Thus we have
Tm L

TL m

+ axis of rotation
Figure 2.8a Figure 2.8b

Referring Figure 2.8b, In electric power technology, it often happens that an electric motor
drives a mechanical load. In such a system there are three main factors to consider :
i. torque developed by the motor
ii. torque exerted by the load
iii. angular speed of the motor

How a motor drives a mechanical load :

- The torque TM developed by the motor acts clockwise, and it can be varied by
increasing or decreasing the electric current I.
- The system is initially at rest and that TM = TL (shaft is stationary)
- Because the torques are equal and opposite, the net torque acting on the shaft is
zero, and so it has no tendency to rotate

Speed of a motor /load system

- Suppose we want the load to turn clockwise at an angular speed n1.
- To do so, we increase the motor current so that TM exceeds TL.
- The net torque on the shaft acts clockwise, and so it begins to rotate clockwise. TM =
TL (shaft turn cw)
- The angular speed increases progressively with time but as soon as the desired
speed n1 is reached, let us reduce the motor current so that TM is again exactly equal
to TL.
- In general, the equation of motion for a rotating body is :
d
T I I
dt
Figure 2.8c shown below, given represents a motor that shall lift and lower a weight with
mass mL. Im is the motor moment of inertia and IH the hoist drum moment of inertia. The
shaft coupling motor and load shall be rigid and without mass and inertia.

To set up dynamic equation of motions, we need to apply the, Mechanical parts that
transfer torques or forces separatly so that we can set up the equation of motion for each
part, as shown as in Figure 2.8d

Figure 2.8c Figure 2.8d

Equation of motion for the shaft :

d
Tm r FL Tm TL I m I H
dt

Conversion of translatory motion into a rotary motion

P F v T
v r a r
v
T r F and
r
2.9 Conversion Of Torques

An electric motor unit volume depends on the torque that the motor shall output. The
greater the torque shall be the larger the motor must be built. When higher power is
demanded at low speeds load no longer will be coupled to the motor directly (direct drive)
but through a gear. This allows smaller motors to be used. Figure below shows the
principal design of gear.

Refering to Figure below, assuming a loss free gear, mechanical power on the gear drive
side (motor side) must be equal to mechanical power on the gear output side (load side)
Pm m Tm L TL PL
Thus we have
Tm L

TL m

2.10 Equivalent moment of inertia, Iequiv / Equivalent MOI

Equivalent Moment of Inertia, I equiv [ Moment of inertia, also called mass moment of
inertia or the angular mass, (SI units kgm2) is a measure of an object's resistance to changes in
its rotation rate]

Converting MOI, In the application involving gear system, normally we would convert all
moment of inertia to motor speed thus obtaining one single total moment of inertia. Conversion
is carried out such that kinetic mass energy will be conserved (energy conservation law)

Rotating Masses
1 1 '
K .E I L L I L m
2 2

2 2
2 2
N
I L L I L 1 I L
'

m N2
Translatory Moved Masses
1 1 '
K .E m v 2 I L m
2

2 2
and v r m
m v2 m r m
2
I L mr2
'

m 2
m 2

Example

Equivalent torque load :

L N
T 'L TL 1 mL g r
m N2

Equivalent moment of inertia

: 2
L
I L
'

I L m r 2
m

The dynamic equation of motion for the system is :

Tm T ' L I m I ' L ddt
m

2

2
d
Tm L mL g r I m L I L L mL r 2 m
m m m dt

2.11 Power Transmission in a Gear Train System

In a gear train system, power loss normally happen in the bearing and gear due to friction
and loading imposed on it and also power loss in overcoming shaft inertia. Consider a gear train
consists of two sets of gear reducing arrangement. A motor is attached to the system with I m is
the moment of inertia of motor shaft, I T is moment of inertia of middle shaft and I G is the
moment of inertia of hoist which acts as the load of the system. Gear ratio and gear efficiency of
gear set 1-2 is n1 / 2 and G1 / 2 , between gear set 3-4 is n3 / 4 and G 3 / 4 respectively. Let;

Tm = Torque of motor
TG = Torque of hoist
T X = Friction torque at bearing X
Draw the free body diagram and using Newton Second Law, T I

Hoist

Figure 11: Free body diagram

Assume clockwise direction as positive value.

For (A)
Tm T1 I m m . (1)

For (B)
T2 T3 I T T .. (2)
Since there is gear mating between gear 1 and 2, thus, must include in the analysis its own gear
ratio and gear efficiency, and relate it to the inertia of middle shaft, I T .
T
Previously, G1 / 2 2 n1 / 2 , thus it follows that
T1
T
T2 G1 / 2 1 .... (3)
n1 / 2

For (C)
T4 TX TG I G G ..... (4)
T3 G 3 / 4
also T4 ..(5)
n3 / 4
Using power, P T, power transfer to each gear component is;

a) Power transfer by the motor

Pm Tm m
b) Power at gear 1
P1 T1m Tm I m m m
c) Power at gear 2
P2 P1 G1 / 2
d) Power at gear 3
P3 T3T T2 I T T T
e) Power at gear 4
P4 P3 G 3 / 4
f) Power at hoist
PG TGG T4 TX I G G G
g) Overall power transfer efficiency, O
P
O G
Pm
Thus if friction torque, T X effect is neglected,
PG PT PG
This concludes that O G1/ 2 G 3 / 4
Pm Pm PT
TG
Also; O n1 / 2 n3 / 4
Tm

Consider a simple gear system as Figure below. In order for the driver gear A to start
rotate, it must have enough torque to overcome its own inertia, I A first, and then another
additional torque to start accelerate the driven gear B. However, to relate torque with the gear
parameter, inertia term will be taken into account. For a simple gear system, the solution is
straightforward, but when it comes to complex gear train design, it is useful to simplify / group
together all inertia term in the system into a single compact inertia expression. The inertia term
of each moving gear parts will be referred to a single part in the system, normally at motor side.

IA
IB
Figure 12: Equivalent moment of inertia

Driven gear Driver gear

1. Torque at B to overcome I B
TB I B B
Refer B to gear A side. Use gear ratio, n B B
A A
Thus, TB I B n A

2. Gear efficiency is related to power and thus torque of the mating gears, thus
P T n
G B B
PA TA

3. Therefore, torque at A, to accelerate I B

TB n I B B I B n A n I B n 2 A
TA n
G G G G

4. Therefore total torque at A to accelerate I A and I B is

TTOTAL I A A TA
I Bn2
TTOTAL I A A , Or in general form, TTOTAL I equiv A (referred to motor side)
G
I n2
Thus I equiv I A B
G

The derivation of I equiv of this simple gear system can be extended to a double set of gear
reducing problem as in section 1.7. By neglecting the friction torque effect, T X , thus,
I T (n1 / 2 ) 2 I G (n1 / 2 ) 2 (n3 / 4 ) 2
I equiv I m
G ,1 / 2 ( G ,1 / 2 )( G ,3 / 4 )
2.12 Vehicle Dynamics

For a moving vehicle as shown in a figure below, there are several forces action on it.
i. friction due to the vehicles body (aerodynamic friction), FD
ii. force due to friction from the engine to the wheel such as friction in bearing, shaft, clutch
and gears, Fint
iii. tractive force, FT (considering no slip between the wheel and the road surface)

vehicle speed, v r D / 2