SECTION 6.9 TRANSMISSIONSTHIS PAGE INTENTIONALLY LEFT BLANKPURPOSES ONLY Ref No: 6.9 Gears Trains - Types and Us Introduction The term gears or gearing is applied to a system of moving parts in the form of tgothed wheels which are used to transmit motion. Gears may be referred to as: a) Driving Gears- Attached to the “Power in” shaft. | b) Driven Gears - Attached to the “Power Out” shaft. ©) Idler Gears - Interposed between the driving and driven gear injorder to maintain the direction of rotation of the output shaft the same as the input shaft _ / DRIVING The basic principle involved is essentially one of leverage in that it is easier to lift al heavy weight if a lever is used as the lever multiples the effort applied to it. POWER OUT) POWER IN In the example shown above, the diameter of wheel “B” is twice that of wheel “A”. The thick lines running from the centres of the wheels are imaginary levers and are equal in length to the radius of the wheels. If wheel “A” is turned by its shaft, the short lever of wheel “A” will bear against the l¢ver of 3 wheel “B”. Because this lever is twice as long as the lever of wheel “A”, the torque resulting in the shaft of wheel “B” will be twice that applied to the shaft of wheel “A”. BROOKLANDS COLLEGE OF AEROSPACE pase wo: 1RefNo: 6.9 Since gear "B" is twice the size of gear "A", it has twice the number of teeth, each of which acts as a lever, As gear "A” tums gear "B" rotates in the opposite direction, but because of the difference in the number of the teeth, gear "B" only rotates half a tum for every complete tum of gear "A", or half the speed. The relationship between the number of teeth which mesh one and other is known as the "Gear Ratio and may be calculated for any gear train using the simple formula: Number of teeth on Driving Gear = Gear Ratio ‘Number of teeth on Driven Gear Speed of output shaft = Speed of input shaft x Gear Ratio, = = sorrM = 50 a =| Gear Ratio = Gear Ratio = Speed of Output Shaft Speed of output shaft Gears therefore can be used to perform two main functions: | a) To multiply the torque of the driving shaft and to decrease the speed of rdtation of the driven shaft or visa versa. | b) To reverse the direction of the drive or to alter the direction of the driven shaft types of Gears Spur Gears Common straight toothed gear wheels with teeth formed externally or internally. External spur gears are used when a change of speed is required and the shafts lie parallel 19 each other, internally toothed gears are used when a change of speed is required whilst maintaining an overall minimum diameter. Helical Gears Teeth are cut on a helix and a sliding engagement is made, with more than one tooth in| mesh at any one time. | This tooth shape is smoother and quieter running than spur type, but produces a heavy axial loading on the shafts. This axial loading is proportional to the resistance to motion offefed by the driven gear, and can be eliminated with gears that are in permanent engagement bylusing "Double Helical” gearing, where the teeth are cut with opposite helix. Bevel Gears ‘These are used when the drive is required to be transmitted at an angle. The teeth are formed on conical wheels and may be cut straight across in "Straight Bev¢l", or ina helix in the "Spiral Bevel" | 3ROOKLANDS COLLEGE OF AEROSPACE Pate No :2FOR TRAINING PURPOSES ONLY Ref No: 6.9 TYPES OF GEARS 3ROOKLANDS COLLEGE OF AEROSPACE pase no :3FOR TRAINING PURPOSES ONLY Ref No: 6.9 Rack and Pinion 3ROOKLANDS COLLEGE OF AEROSPACE Pate No:4é FOR TRAINING PURPOSES ONLY Ref No: 6.9 Hypoid Gears These are used when the axes of the two shafts do not intersect, and are similar in appearance to spiral bevel gears. Worm Gears These are often used when a large reduction in shaft speed is required and a high resistance to turning is encountered. The worm pinion teeth are similar to a multi-start thread while the ‘worm wheel teeth are cut at an angle. Skew Gears ‘These are used to connect shafts whose centre lines do not intersect or run parallel. The teeth are cut on an acute helix. Backlash The terms used to describe the clearance which must exist between gear teeth at point of ‘mesh, essential with all forms of gearing to allow for expansion and lubrication. Idler Gear ‘A gear which is interposed between the driving and driven gear, its function is to connect the drive between two shafts. A spur idler gear is used between two parallel shafts to maintain the direction of rotation and does not affect the ratio of the gears. A bevel idler may be used where two shafis intersect and/or are coaxial Intermediate Gear A gear which, is positioned between the driving gear and one or more driven gears in a gear train. It may function as an idler gear or transmit drive through its own shaft. Compound Gear This is a gear wheel which has more than one driving face. These faces may be formed integrally on one casting or forging, or it may comprise two or more gears bolted or splined together to transmit drive to a number of shafts. z ‘This term is usually applied to the smaller of two mating gears. Layshaft ‘A shaft which supports an idler gear or intermediate gear, it may be integral with the gear and be supported by bearings, or may be fixed and provide a bearing surface for the rotating gear. Rack and Pinion A device in which a toothed rod (rack) meshes with a mating pinion to translate the rotary movement of the pinion into linear movement. Associated Terms BROOKLANDS COLLEGE OF AEROSPACE pase no: 5FOR TRAINING PURPOSES ONLY Ref No: 6.9 Step-Up Drive A drive through a gear train in which the speed of rotation of the output (driven) shaft is increased. Example: Used in aero-engines in a generator drive. It ensures that the generator has sufficient rev/min to remain “on charge”, at engine idling revimin. Step-Down Gear A reduction gear in which the rev/min of the output shaft is reduced while the torque is increased. Example: Used between the engine and propeller in order to allow the engine to develop its power by running at high RPM while maintaining high propeller efficiency by avoiding the tips speeds reaching Mach 1 Propeller Reduction Gears The principle considerations which determine the choice of reduction gear for a specific application are: a) The reduction ratio possible within a certain overall size. b) The relationship between the input and output shaft axis Propellers driven by gas turbine engines require very large reduction gear ratio’s to eater for the needs of both the engine and the propeller. For example, the Dart engine develops its maximum power at 15,000 RPM, and to avoid compressibility problems at the propeller tips the propeller must be limited to approximately 1370 RPM. Thus a reduction gear ratio of about 11:1 is required. A simple spur gear capable of such a reduction would be excessively bulky, and also the propeller and turbine shafts would lie on different axes which would cause problems in engine air intake design. Both of these problems are overcome in current turbo-prop designs by the use of various forms of "Epicyclic" Reduction Gears. Simple Spur "Ej A gear train consisting of a sun (driving) gear meshing with and driving three or more equl- spaced gears known as "Planet Pinions”. These pinions are mounted on a carrier and rotate independently on their own axles. Surrounding the gear train is an internally toothed “Annulus Gear" in mesh with the Planet Pinions. If the annulus is fixed as in the diagram overleaf, rotation of the sun wheel causes the planet pinions to rotate about their axes within the annulus gear, this causes the planet carrier to rotate in the same direction as sun wheel but at a lower speed. With the propeller shaft secured to the planet pinion carrier, a speed reduction is obtained with the turbine shaft (input Shaft) and the propeller shaft (output sha) in the same axis and rotating in the same irection. 3ROOKLANDS COLLEGE OF AEROSPACE Paseo :6FOR TRAINING PURPOSES ONLY RefNo: 6.9 PLANET PINIoNS ANNULUS @6AR (Fup) If the annulus is free as in the diagram below, rotation of the sun wheel causes the planet” pinions to rotate their axles within the annulus gear. With the planet pinion carrier fixed and the propeller shaft attached to the annulus gear, rotation of the planet pinions causes the annulus gear and propeller to rotate in the opposite direction to the sun wheel and at a reduced speed. PLANET Prions, ’ BROOKLANDS COLLEGE OF AEROSPACE paseo: 7FOR TRAINING PURPOSES ONLY Ref No: 6.9 Compound Spur Epicyclic Compound epicyclic reduction gears enables a greater reduction in speed to be obtained without resorting to larger components, They may be of either the fixed or free annulus type. LAYSHAPT SEARTRAN Low sPre> Remmne Gan CARRIER, TYNE REDUCTION GEAR LAYSHAFT GEARTRAN, —_—_— LOW SPEED HIGH SPEED DART REDUCTION GEAR 3ROOKLANDS COLLEGE OF AEROSPACE pase no: 8PURPOSES ONLY Ref No: 6.9 Gear Train Ratios =3 =2 Es ; FOR TRAINING 2 RATIO= DRIVING DRIVEN SPUR BEVEL =A B Simple Gear Train RATIO ~ DRIVING DRIVEN =Axc B D 4 BEVEL RATIO= DRIVING DRIVING + FIXED =A A+C RATIO= PRODUCT OF DRIVERS (PRODUCT OF DRIVERS) + (PRODUCT OF DRIVEN x FIXED) Axc (AxC)*(@xD) BEVEL ~ und Ej Gear Trait BROOKLANDS COLLEGE OF AEROSPACE ™**°'?PURPOSES ONLY 3ROOKLANDS COLLEGE OF AEROSPACE Pave No: 10FOR TRAINING . PURPOSES ONLY 2 RefNo: 6.9 POSITIVE TOROUEMETER CYLINDERS STATIONARY ANNULUS GEAR AIR INTAKE CASING REAR-HALF CARRIER NOSE CASING FRONT HALF CARRIER HIGH SPEED PINION LOW SPEED GEAR TRAIN HIGH SPEED GEAR TRAIN Arrangement of Gears (Diagrammatic) ~ 3ROOKLANDS COLLEGE OF AEROSPACE Paseo: 11FOR TRAINING PURPOSES ONLY Ref No: 6.9 Spur Gear Layshaft 3ROOKLANDS COLLEGE OF AEROSPACE pase no: 12 aFOR TRAINING PURPOSES ONLY 2 wat 69 Bevel Bplevelic driving gear bevel epicyclic © “ BROOKLANDS COLLEGE OF AEROSPACE Pase No: 13FOR TRAINING PURPOSES ONLY RefNo: 6.9 Spur epicyctlic 3ROOKLANDS COLLEGE OF AEROSPACE Page no: 14S FOR TRAINING PURPOSES ONLY RefNo: 6.9 | | bevel gears (Mesh with their axes at 90°) Spur Gears ( Mesh with their axes parallel ) 3ROOKLANDS COLLEGE OF AEROSPACE Pase no: 15FOR TRAINING PURPOSES ONLY RefNo: 6.9 ‘Transmission Drive Assemblies ‘WV? Belt Drive This type of belted drive use friction as a turning force, That is to say that the belt is ‘VEE? in shape and fits on to pulleys of the same corresponding shape. To ensure that mechanical movement takes place it is important to apply the correct amount of tension to the belt so that it fits neatly into the pulley. A further example of a belted drive is the serrated tooth method, This method uses teeth built into the belt and pulley, and two are mated to provide a mechanical drive. Similar to a rotating cog wheel. Tension must still be applied to the belt to ensure that the belt and pulley teeth remain in mesh. “V" Belt Drive SROOKLANDS COLLEGE OF AEROSPACE PaseNo: 16FOR TRAINING PURPOSES ONLY 4 Ref No: 6.9 SINGLE SIDED BELT Flexible Toothed Timing Belt ‘We have discussed two methods of applying a drive using belts, and in both methods pulleys are utilised as part of the drive mechanism. However, we must have some method of attaching the pulleys to the rotating shafis to enable the drive element to take place. This can be achieved by using a key or keyway as 2 means of attaching the pulley to the shaft. re) Overleaf are some examples of key and keyways. S BROOKLANDS COLLEGE OF AEROSPACE PeeNo:17FOR TRAINING PURPOSES ONLY RefNo: 6.9 Key & Keyways A key is a rectangular sectioned length of metal fitted into a slot or keyway formed between a shaft and a hub, to locate the hub on the shaft and to transmit power from one to the other. Of the common types described, feather and Woodruff keys only are normally found on aeroplanes. The following types of keys may be used: a) b) 9) a) °) p The hollow saddle key. The flat saddle key. The square or feather key. The taper and the head key. The woodruff key. The hypro key. (@). Hollow Saddle Key, This type of key is hollowed to suit the radius of the shaft; when driven into position its taper provides a friction grip between hub and shaft that is capable of taking a moderate load. The absence of any form of keyway on the shaft should be noted. Hollow Saddle key (b) Flat Saddle key. This form of taper key is rectangular or square in section, and bears on a flat formed on the shaft. It provides a more positive grip between shaft and hub than is achieved by the hollow saddle key. Flat Saddle Key 3ROOKLANDS COLLEGE OF AEROSPACE P*¥o:18FOR TRAINING PURPOSES ONLY Ref No: 6.9 (©) Feather Key. This type of key is used in circumstances where it is required to allow axial movement between shaft and hub - for example, a feather key might be used if it is necessary f or a pulley or gear-wheel to move along a shaft while still being driven. The hub keyway is cut to allow side and top clearance round the key, so permitting a sliding fit of the key in the keyway. Feather Key, (@ Taper Keys. These are made with a standard taper of I in 100 on the thickness, the tapering face of the key matching the taper of the recess or keyway formed in the bore of the hub. The ability of the key to resist relative axial movement between the hub and the shaft depends on the snugness of the f it of the key in the keyway; careful fitting is essential and the key, after having been fitted,, should remain undisturbed except in an emergency. The following types of taper key are in common use: Plain Taper and Gib Headed-Keys. These forms of taper key fit into keyways which are formed partly in the shaft and partly in the hub; they are capable of transmitting much greater power than either of the saddle types. The gib-headed key is used in circumstances where it is not practicable to use a key drift for eventual o removal of the key when the occasion arises. Gib-headed key w] 3ROOKLANDS COLLEGE OF AEROSPACE pace no: 19FOR TRAINING PURPOSES ONLY RefNo: 6.9 (©) Woodruff Key. This key is made in the form of a segment of a parailel-sided diso; it fits into a cavity in the shaft which conforms closely to the rounded portion of the key, and, into a uniform keyway in the hub in such a manner as to provide a push fit on the sides and a clearance fit at the top of the key. Woodruff keys may be fitted to parallel or tapered shatis. ‘Woodruff Key. () —Hypro Keys - are a modification of the Woodruff key system. As will be noted the bottom part is also in the shape of a circular segment but it has extensions to each side at its upper part usually made one half the thickness of the key, These extensions add to the lateral bearing surfaces of the key and to its non-rolling quality. Ithas the further advantage over a Woodruff key in that it cannot slip in its seat as a loosely fitted Woodruff key would. If its seat or keyway should be cut too deep in the shaft, the extensions would keep it from dropping too low, and conversely, if the kKeyway is cut too shallow, the space between the extensions and shaft would reveal the fact. With keyways cut to the proper depth, Woodruff and Hypro keys are interchangeable. Hypro key. 3ROOKLANDS COLLEGE OF AEROSPACE pace no : 20” FOR TRAINING PURPOSES ONLY RefNo: 6.9 Fitting Keys If the key is fitted loosely om the sides as shown in it may be the cause of the failure of the ey which in tum would result in serious damage to the shaft and keyed on member, ¢r cause such a jam-up that it will be difficult to take the machine apart. ‘To explain how this may be caused, assume that the shaft starts to rotate in the direction indicated, the key will bear on the left only in the shaft and on the right in the keyway of the driven member. After a short time, the load applied to the key under this condition wil! cause ft to roll in both keyways and become distorted. Even though this may be very stight at fist, jt will start a hammering or knocking action which will become worse as the distortion of the key and keyway increases to the point of failure. Hence, if there is any looseness at all it would be better to discard the key and fit a new one. @ Reaction on Loosely Fitted Key. BROOKLANDS COLLEGE OF AEROSPACE Pave No :21FOR TRAINING PURPOSES ONLY Ref No: 6.9 CHAINS. CHAIN WHEELS AND PULLEYS Chains provide strong, flexible and positive connections, and are generally used wherever it becomes necessary to change the direction of control runs in systems where considerable force is exerted eg. aileron and elevator controls. The change of direction is achieved by the use of chain wheels or pulleys The incorrect assembly of chains should be rendered impossible by the use of non reversible chains in conjunction with the appropriate types of wheels, guards and connectors. Chains and standard fitting are produced to standards prepared by the S.B.A.C (Society of British Aerospace Companies), Such fitting can be seen in Fig. 1 G= « 5 Fig. 1 Standard Chain Fittings A simple roller chain consists of outer an inner plates, rollers, bearings pins and) bushes. These parts can be seen in Fig.2(a). The chain has three principle dimensions (these are kanowm gearing dimensions as they are related tothe sie of the whee! on which the chain runs), these being pitch, width between inner plates and roller diameter. ‘These dimensions can be seen in Fig 2(b). orcH ‘OUTER PLATE 7 BEARING PIN ; t ‘worx a INNER PLATE wor ROLLER INNER PLAT an aust 2 echt ———— ouren mare soe ROLLER DIAMETER, @ eo Fig. 2 Chain Details t 3ROOKLANDS COLLEGE OF AEROSPACE Pace No: 22FOR TRAINING ) PURPOSES ONLY A typical chain and end connector can be seen in Fig. 3. Fig. 3 Typical Chain End Assembly I Four sizes of chain are standardised by the S.B.A.C as shown in Table 1 . The proof-load for chain should be one third of the minimum breaking load. TABLE 1 ‘Chain B.S. No Minimum | Proof Load Piteh Breaking Load 8mm 1 800 Ib. 267 1b. 0.375 in 2 1,900 Tb. 634 Ib. 0.50 in. 4 1,800 Tb. 600 Ib. 0.50 in. 6 3,500 Ib 1,166 Ib. Chain assemblies for aircraft systems should be obtained as complete proof-loaded unjts from approved chain assembly manufacturers, and no attempt should be made to brlak and reassemble riveted links or riveted attachments. If it is necessary to disconnect the chain, this, should be undertaken only at the bolted or screwed attachment. Split pins must nat be re- used, and this applies also to nuts and bolts which have been pened. i for Class 1 application is to peen the bolt end for 8mm pitch chain and the split pin the bolts of the remaining standard chains. In all cases the nut is actually a lock nut, since the hole in the loose outer plate is also tapped. NOTE: The procedure specified by S.B.A.C standards for securing nut and s joints The use of cranked links for the attachment of the chain to end fitting, etc. is not permitted, thus, when a chain is required to terminate in a similar manner at each end, the length should be an odd number of pitches. For the same reason, an endless chain should have r even number of pitches. The use of spring clip connecting links of prohibited, and the attachment of chains fo other parts of the system should be effected by positive methods such as pre-riveted of bolted joints. ’ | BROOKLANDS COLLEGE OF AEROSPACE pase no: 23FOR TRAINING PURPOSES ONLY Installation of Chain Assemblic RefNo: 6.9 Fig. 4 illustrates typical arrangements of chain assemblies, Fig. 4a shows the simple transfer of straight-line to rotary motion, Fig. 4b illustrates how a change of direction of straight-line motion is obtained, whilst fig 4,c shows a change of direction of motion in two plane§ by use of a bienlanar block. Fig. 4 Typical Chain Assembly Arrangements, A range of non-interchangeable end fitting is available as a safeguard against the cro: sing of controls. However, these connectors do not always prevent the possibility of the chain being assembled to gear on the wrong face where two wheels are operated by the same chai contingencies can be overcome by the use of non-reversible chains. 3ROOKLANDS COLLEGE OF AEROSPACE Pate No : 24 Such