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8/3/2019 Project Example 08
1/16
College of Engineering
Design Project #2- Compressor Drive Train
Chris Sanchez
Clay Spencer
Michael (M-P) Spierer
John (J.C.) Stevens
Michael Sullivan
September 23
rd
, 2008MAE 415-003 Analysis for Mechanical Engineering Design
We have neither given nor received any unauthorized assistance on this report
8/3/2019 Project Example 08
2/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace EngineeringDepartment
i NC STATE UNIVERSITY
Abstract
This report proposes a design of the gears, shafts and bearings composing a compressor drivetrain. The main focus of this design is on the gears and bearings of the system. The drive train
converts the output from a 2.5HP gasoline engine operating at 3800RPM via a single gear
reduction of 2.5:1 to the compressor. This system has been designed to operate at 1 shift per dayfor 10 years. Basic gear and bearing analysis techniques were used to determine the type,
dimensions and material of each component within the drive train.
First, an initial set of gears was chosen and resulting stresses from the maximum torque required
by the compressor were calculated. The maximum torque encountered by the system, 595 lbf-in,was used to determine the transmitted load for the gears which was then used to find the bending
and contact stress that the gear teeth experience. These values were compared to allowable
values for the gear material. The initial gears were found to be inadequate and the choice of gearpitch diameters were iterated until a reasonable solution was attained. All gears considered were
production gears that could be bought ready-made.
Deep-groove ball bearings were chosen to account for the radial loads that the shaft encounters
from the gears. The initial bearing chosen met the desired life limit of the system with areliability of 99%. There are no other bearings available through SKF with lower dynamic load
ratings, so the initial bearing is acceptable.
8/3/2019 Project Example 08
3/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace EngineeringDepartment
ii NC STATE UNIVERSITY
Table of Contents
Abstract: ..............................................................................................................................i1. Introduction ....................................................................................................................1
2. Analysis
Gear Analysis ...........................................................................................................1Bearing Analysis ......................................................................................................5
3. Conclusions and Recommendations ..............................................................................7
4. References ......................................................................................................................85. Appendices
Appendix A ..............................................................................................................9
Appendix B ...............................................................................................................10Appendix C ...............................................................................................................10
Appendix D ..............................................................................................................11
Appendix E ...............................................................................................................12
Appendix F ...............................................................................................................12
Appendix G ..............................................................................................................13
8/3/2019 Project Example 08
4/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace Engineering
Department1 NC STATE UNIVERSITY
Introduction
Mechanical systems are often powered by the rotational motion produced from an internalcombustion engine; however, these systems rarely get power directly from the output of an
engines crankshaft. The combustion which takes place in an engine results in an output of a
specific rotational speed which must often be adjusted to attain a desired rotational speed of adriven component in a system. This modification is often achieved through the use of gear trains.
An additional concern for such systems is the issue of mounting rotating components in such a
way that they are secured in place, but also allowed to rotate. This is done through the use ofbearings. In this project a typical system using gears and bearings is evaluated in order to
investigate the critical aspects of transmitting power from a 2.5 horsepower internal combustion
engine to a compressor, as shown below in figure 1. The calculations used to evaluate thesystem contain several symbols which are defined in appendix A.
Figure 1- Layout of proposed system
Analysis
Gear Analysis
Before any calculations were performed, the gears to be used were assumed to be Grade 1through-hardened AISI 4140 steel gears. This is due to this type of gear being widely available
and its characteristics being well documented. The mean properties of AISI 4140 steel were
obtained from eFunda3 and found to be:
Elastic Modulus (mean):
Poisson's Ratio (mean):
8/3/2019 Project Example 08
5/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace Engineering
Department2 NC STATE UNIVERSITY
The mean value for hardness was determined from figure 14-2 on p.727 of Shigley2
to beHB=300. Once the material properties are known the allowable bending stress, St, can be
calculated using the correlation found in figure 14-2 on p.727 of Shigley2 for this type of gear:
(1)
Solving equation (1) produces the following:
The allowable contact stress, Sc, can also be found using the correlation in figure 14-5 on p.730
in Shigley2:
(2)
The allowable contact stress found in equation (2) is found at 10 million stress cycles and areliability of 99% for Grade 1 through-hardened steel gears. Solving equation (2) yields:
These strengths will be used to evaluate of the validity of gear choices. The gear evaluation
process begins with choosing a gear pitch and sizes. A gear ratio of 2.5:1 is called for due to
system requirements. There were several gear sets analyzed, some of which yieldedunsatisfactory results. Final design values, which are outlined below, are the result of iteration.
The diametral pitch, P, is chosen to be 6 teeth per inch and the pitch diameters as dp=2 inchesand dg=5 inches for the pinion and gear, respectively. The pitch angle, , is chosen to be thecurrent standard of 20 degrees, which bears loads better than the older standard of 14.5
degrees1,2. Using the Rush Gears part search4, the chosen values above were used to find
production gears with the specifications listed below in table 1.
Table 1- Gear Specifications
Pinion Gear
Part # F612 F630
Pitch, P 6 6 teeth/inch
Number of teeth, N 12 30 teeth
Pitch diameter, d 2 5 inch
Pressure angle, 20 20 degrees
Face width, F 1.5 1.5 inches
The diameter of the base circle of each gear, used for forming involute curves for the gears
teeth, is found by modifying equation 13-6 from Shigley2 into:
(3)
The addendum, a, and dedendum, b, distances are defined by equations from table 13-1 on p.676
of Shigley2:
, (4)
(5)
The above information was used to model the pitch, base, addendum, and dedendum circles inSolidWorks. This resulted in the information presented below in figure 2.
8/3/2019 Project Example 08
6/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace Engineering
Department3 NC STATE UNIVERSITY
Figure 2- Gear Layout
See appendix B for a model of the actual gears. To see the actual meshing of the teeth betweenthe pinion and the gear, appendix C can be referenced. An additional factor describing the gears
is the tooth form factor, Y. The value ofYfor the gear and pinion is obtained from Boston Gear1
to be:
From a modified version of Shigley equation 13-33 (p. 686)2, the maximum transmitted load is
calculated by:
, (6)
where dis the pitch diameter of the gear in question and is the maximum torque applied tothe gear. Therefore for the gear:
This is the maximum transmitted load experienced by the gear, and thus also the coupled pinion.
The bending stress in a spur gear according to the Lewis Bending Equation is defined by Shigley
(p.717 equation 14-2)2
as:
, (7)
8/3/2019 Project Example 08
7/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace Engineering
Department4 NC STATE UNIVERSITY
where P is the diametral pitch and F is the face width. Therefore substituting the above values forthe gear into equation (7) gives:
and for the pinion:
These are the stresses associated with direct loading between the gears. However, there are a
number of dynamic factors associated with the noise encountered during operation. The effects
of the dynamic factors are dependent on the pitch-line velocity which is defined by equation 13-34 of p.687 of Shigley2 to be:
, (8)
where n is the number of gear rotations per minute (RPM). Thus substituting the values for the
pinion into equation (8) yields:
Since the pinion and gear are connected, their pitch line velocities are the same
(Vgear=Vpinion=1989.7 ft/min). The effects of dynamic factors are approximated with a Kfactor
using equation 14-4b from p. 719 of Shigley2:
(9)
Solving equation (9) for the pinion yields the following results:
As the velocity is the same for each gear, the Kfactor for the gear will be equal to that of the
pinion (KV,gear=KV,pinion=2.66). The K factor is used to find the dynamic stress, dynamic, in
equation 14-7 from p.719 of Shigley
2
:(10)
Solving equation (10) by substituting the above values for the pinion leads to:
and, for the gear:
A safety factor, SF, can be calculated by comparing allowable stresses to the maximum stresses
components see, as defined below:
(11)
The dynamic stresses found using equation (10) prove to be maximum stresses, and thus can be
used with equation (11) to calculate the following factors of safety:
8/3/2019 Project Example 08
8/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace Engineering
Department5 NC STATE UNIVERSITY
Aside from the bending loads applied to the gear, the compressive load must also be taken intoaccount. To accomplish this, the elastic coefficient, Cp, of the gear must be calculated. Equation
14-3 from p. 724 of Shigley2 defines this coefficient as:
(12)
Substitution of Poissons Ratio and Youngs Modulus into equation (12) yields:
The compressive stress, c, in the gears can be found using this coefficient along with equation14-14 from p.724 of Shigley2:
, (13)
where is the pitch angle as given in Table 1 and r1 and r2 are the radii of curvature for bothgears at the pinch point, defined as:
(14)
(15)
Substituting values into equations (14) and (15) yields:
Once the values for r1 and r2 are known equation (13) can be solved to find the compressivestress:
These values can be compared with the allowable contact stress calculated earlier using equation(11) to find the factor of safety for contact stress as:
Both the bending and contact safety factors are sufficient to conclude that the gears defined in
table 1 are appropriate choices for this drive train. The calculations performed on the gears were
done in Excel and the actual Excel sheet can be seen in appendix D.
Bearing Analysis
The bore diameter for both gears is defined by Rush Gears4 to be 1 inch. Deep-grove ballbearings were chosen because no axial thrust load was present in this system. The required life of
the bearings as specified in the problem statement is 10 years of operation at 1 shift per day, with
an assumed shift length of 8 hours. The desired reliability of 99% is also specified in the problemstatement. Shigley2 uses the symbolL for bearing life in number of revolutions. It is assumed
that the loads will be shared equally among the bearings in each gear, so both bearings for the
pinion will receive the same loads as each other. The bearings for the gear will also share the
8/3/2019 Project Example 08
9/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace Engineering
Department6 NC STATE UNIVERSITY
same loads, though different from those for the pinion. The desired lives for the Pinion bearingsare:
Similarly, for the gear bearings:
In order to rate bearings on a common scale, the design life is compared to the manufacturers
specified catalog life using the dimensionless life variate, xD. SKF was chosen as themanufacturer for this project. The catalog life used by SKF is 106rev and on p.558 Shigley
definesxD as:
(16)
Using equation (16) to calculate the dimensionless life variate for the pinion yields:
and for the gear:
ThesexD values are used to calculate the catalog load rating, which is used to select
commercially-available bearings based on their loads and life requirements. This catalog loadrating is defined by Shigley (p.557, eq11-6)2 as:
, (17)
where , , and are known as the Weibull parameters. For a deep-groove ball bearing from
SKF p.558 of Shigley2
defines these parameters to be:
Also from equation (17), is the desired reliability rating, in this case 0.99, and for a ball
bearing is 3 (Shigley, p.558)2. is the desired radial load. This must be calculated from the
loads experienced by the shaft. The problem statement gives the average torque of the
compressor shaft (most suitable for bearing design) as 92 lbf-in. Modifying equation (6) by using
the average torque value translates into an average transmitted load of:
The radial component of the average loading on the gears can be calculated using the pressure
angle of 20 degrees and the transmitted (tangential) load:
The overall load vector on the shaft elicits an equal overall reaction from the bearings holding it.
This load is essentially the resultant vector from the tangential and radial gear loads as follows:
Note that for each shaft and thus each gear there are two bearings. For this analysis the shaft
loads are assumed to be shared equally by each of the bearings supporting the shaft. Thus the
desired radial load per bearing is:
8/3/2019 Project Example 08
10/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace Engineering
Department7 NC STATE UNIVERSITY
Substituting this and the values stated above into the equation (17) allows the catalog load ratingfor the bearings on the pinion shaft and for the bearings on the gear shaft to be calculated as:
All calculations that were performed in order to choose a proper bearing were done in Excel andthe actual Excel sheet can be seen in appendix E. With these bearing load ratings, the SKF
bearing catalog5 was consulted to find the appropriate bearings with a 1 inch bore diameter and
the ability to handle 3800 RPM. It was found that the same bearing best satisfied therequirements of this system. The actual catalog entry from SKF for the chosen bearings can be
seen in appendix F. The specifications of the bearing are as follows in table 2:
Table 2- Bearing Specifications
Bearings
SKF Part # YAT 205-100Dynamic load rating, C10 (lbf) 3150
Diameter, d (in) 1
Max RPM 7000
Conclusions and Recommendations
For the purpose of this design, the gears and bearings selected meet the defined criteria. Throughthe calculations and analysis outlined in this report, the proposed design can be recommended as
the components presented meet all requirements and specifications. The design process also
yielded other designs that met these requirements, but these designs were excessive considering
the system given. The final design can be seen in better detail in the exploded view of theassembly shown in appendix G. The proposed gear sizes were minimized in order to provide for
a compact design while still obtaining an appropriate factor of safety. The factor of safety may
still appear excessive for the bending stress in the gears; however, the factor of safety for theallowable contact stress cannot be decreased further without becoming unsatisfactory. Therefore,
it can be concluded that the bending and contact stress safety factors are within acceptable
ranges. It is also recommended that before this design is utilized, a cost analysis be performed todetermine whether or not the proposed design is cost effective.
8/3/2019 Project Example 08
11/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace Engineering
Department8 NC STATE UNIVERSITY
References
1Boston Gear. Open Gearing Catalog. 20 Oct. 2008
. 2Budynas, Richard, and J. Keith Nisbett. Shigley's Mechanical Engineering Design. New York,
NY: McGraw-Hill Science, Engineering & Mathematics, 2006.3eFunda. AISI 4140 Material Properties. 20 Oct. 2008
.4Rush Gears. 20 Oct. 2008 .5SKF Group. Bearing Product Tables. 20 Oct. 2008
.
8/3/2019 Project Example 08
12/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace Engineering
Department9 NC STATE UNIVERSITY
Appendices
Appendix A- List of symbols
Shape Parameter that Controls the Skewness
Bearing Catalog Load Rating
Gear Elastic Coefficient
Gear Pitch Diameter (in)
Youngs Modulus (psi)
Gear Face Width (in)
Brinell Hardness Rating
Dynamic Effect Velocity Factor
Bearing Life (rev)
Rotation Speed (RPM)
Gear Pitch (teeth/in)
Radius of Curvature at Gear Pinch Point (in)
Reliability
Compressive Strength (psi)
Bending Strength (psi)
Factor of Safety
Torque (lbf-in)
Pitch-Line Velocity (ft/min)
Radial Gear Load (lbf)
Transmitted Gear Load (lbf)
Minimum Value of Bearing Life Variate
Bearing Life Measure Dimensionless Variate
Tooth Form Factor
Characteristic Parameter Corresponding to the 63.2121Percentile Value of the Bearing Life Variate
Poissons Ratio
Stress (psi)
Gear Pitch Angle (deg)
8/3/2019 Project Example 08
13/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace Engineering
Department10 NC STATE UNIVERSITY
Appendix B- SolidWorks model of gear and pinion
Appendix C- Detail of meshing involute gear teeth
8/3/2019 Project Example 08
14/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace Engineering
Department11 NC STATE UNIVERSITY
Appendix D- Gear analysis Excel file
8/3/2019 Project Example 08
15/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace Engineering
Department12 NC STATE UNIVERSITY
Appendix E- Bearing analysis Excel file
Appendix F- SKF bearing product sheet
8/3/2019 Project Example 08
16/16
Design Project #2- Compressor Drive Train
Group #6
October 28th, 2008
MAE 415-003 Analysis of ME Design
Mechanical and Aerospace Engineering
Department13 NC STATE UNIVERSITY
Appendix G- Exploded view of gearbox assembly