A Mini Project Report on

MANUFACTURING PROCESS OF SPIRAL BEVEL GEARS

Submitted in practical fulfillment of the Requirements for the award of the
BACHELOR OF TECHNOLOGY
in

MECHANICAL ENGINEERING
During the academic year 2011-2012

Submitted by: B.Rajesh D.RudraKumar T. Janardhan Reddy

Head of the Department Prof. G. TAGORE
M.Tech,

Rollno:-09J55A0305 Rollno:-09J55A030 8 Roll no:- 09J55A0309

Under the esteemedGuidance of C H. CHANDRA SEKAR REDDY
General Manager

DEPARTMENT OF MECHANICAL ENGINEERING

MANNAN INSTITUTE OF SCIENCE AND TECHNOLOGY

(Affillated to JNTU, HYDERABAD and Approved by AICTE, New Delhi)

DEPARTMENT OF MECHANICAL ENGINEERING MANNAN INSTITUTE OF SCIENCE & TECHNOLOGY HYDERABAD

PREFACE

In order to promote original thinking and to take up an independent assignment confidently, after 3 years of academic instructions, a project Work in the appropriate branch is introduced in curriculum R-07 of Jawaharlal Nehru Technological University, Hyderabad.

Under this one project is allotted to branch of some students, who will fabricate the project work and test it for its expected out come under the guidance of one staff member. This project MANUFACTURING PROCESS OF SPIRAL BEVEL GEARS is allotted to the branch of three students guided by Sri : G.TAGORE MTECH, Head of the department, Mechanical Engineering section. Who has taken keen and special interest in guiding the students in bringing to the expected standards.

We also take up this as a challenging task and put up our sincere efforts to show our talent and ability, with an experience to complete the project successfully.

ACKNOWLEDGEMENT

The project under report has helped us a lot to acquire practical knowledge and skills to supplement the theoretical instructions. We are thankful to Sri C H. ASHOK REDDY , Managing Director, Mr. C H. CHANDRA SEKHAR REDDY ,Genearal Manager and

B Porwal, Production Engg. Of Placebo Gears and Transmissions Prasanthnagar, Hyderabad for the guidance and encouragement in

accomplishment of this project work. We wish to express our grateful gratitude to Sri G.TAGORE M.tech, Head of the department, Mechanical Engineering section, Mannan Institute of science and Technology, Hyderabad for the opportunity given to us on undertaking this project work. We sincerely thank our beloved principal Sri : NMA.NAVEED ALI, Ph.D, for providing all facilities to us in completing the project. We also thank G.KRISHNA B.Tech. for his moral support and timely help.

CONTENTS
PAGE NO.

1. ABSTRACT 2. INTRODUCTION 3. MATERIALS USED 4. MANUFACTURING PROCESS 5. DEBBURING 6. LAPPING 7. HEAT TREATMENT 8. FINAL GRINDING 9.FEATURES, RANGES & APPLICATIONS 10. ADVANTAGES & DISADVANTAGES 11. GEAR INSPECTION 12. OPTIMIZING GEAR PERFORMANCE 13. CONCLUSION 14.BIBLIOGRAPHY

ABSTRACT

Spiral Bevel gears is a term generally used in case of bevel gear that have teeth curved longitudinally along the length of the teeth. Though, strictly speaking bevel Gears like Hypoid Gears and a few others which resemblespiral bevels, do not fall in this category, nevertheless since spiral bevel gear is a loose term, we will include in this class the varieties of bevel gears which do not have straight teeth . a class of bevel gears (i.e, the teeth do not pass through the apex when attended but are obliquely placed on the conical blank) is also some times referred to as a spiral bevel rears. These gears are also known as Skew bevel gears or oblique spiral bevel gears. The curved toothed bevel gears which are normally encountered in practice are discussed in this project. The main advantage of these gears over the straight toothed varieties lies inn the fact. That as more teeth are in contact at the same time because of the curved shaped contour of the teeth, a smoother meshing action between the mating pair is ensured.

Due to the added advantage of Spiral Bevel gears, these are widely used in the most of the engineering applications. In this project we have discussed the principle of operation, manufacturing process, heat treatment, advantages and limitations of Spiral Bevel gears in deep.

INTRODUCTION

Gears are used extensively for transmission of power. They find application in: Automobiles, gear boxes, oil engines, machine tools, industrial machinery, agricultural machinery, geared motors etc. To meet the strenuous service conditions the gears should have: robust construction, reliable performance, high efficiency, economy and long life. Also, the gears should be fatigue free and free from high stresses to avoid their frequent failures. The gear drives should be free form noise, chatter and should ensure high load carrying capacity at constant velocity ratio. POWER TRANSMISSION Power transmission is the movement of energy from its place of generation to a location where it is applied to performing useful work. Power transmission is normally accomplished by belts, ropes, chains, gears, couplings and friction clutches.

GEAR A toothed wheel that engages another toothed mechanism in order to change the speed or direction of transmitted motion.

A gear is a component within a transmission device that transmits rotational force to another gear or device. A gear is different from a pulley in that a gear is a round wheel which has linkages ("teeth" or "cogs") that mesh with other gear teeth, allowing force to be fully transferred without slippage. Depending on their construction and arrangement, geared devices can transmit forces at different speeds, torques, or in a different direction, from the power source. The most common situation is for a gear to mesh with another gear Gears most important feature is that gears of unequal sizes (diameters) can be combined to produce a mechanical advantage, so that the rotational speed and torque of the second gear are different from that of the first.

To overcome the problem of slippage as in belt drives, gears are used which produce positive drive with uniform angular velocity.

GEAR CLASSIFICATION Gears or toothed wheels may be classified as follows: 1. According to the position of axes of the shafts. The axes of the two shafts between which the motion is to be transmitted, may be a. Parallel b. Intersecting c. Non-intersecting and Non-parallel

Gears for connecting parallel shafts 1. Spur Gear Teeth is parallel to axis of rotation can transmit power from one shaft to another parallel shaft. Spur gears are the simplest and most common type of gear. Their general form is a cylinder or disk. The teeth project radially, and with these "straight-cut gears".

Spur gears are gears in the same plane that move opposite of each other because they are meshed together. Gear A is called the driver because this is turned by a motor. As gear A turns it meshes with gear B and it begins to turn as well. Gear B is called the driven gear.

EXTERNAL AND INTERNAL SPUR GEAR

External gear makes external contact, and the internal gear (right side pair) makes internal contact.

APPLICATIONS OF SPUR GEAR Electric screwdriver, dancing monster, oscillating sprinkler, windup alarm clock, washing machine and clothes dryer

2. Parallel Helical Gear

The teeth on helical gears are cut at an angle to the face of the gear. When two teeth on a helical gear system engage, the contact starts at one end of the tooth and gradually spreads as the gears rotate, until the two teeth are in full engagement.

This gradual engagement makes helical gears operate much more smoothly and quietly than spur gears. For this reason, helical gears are used in almost all car transmissions. Because of the angle of the teeth on helical gears, they create a thrust load on the gear when they mesh. Devices that use helical gears have bearings that can support this thrust load. One interesting thing about helical gears is that if the angles of the gear teeth are correct, they can be mounted on perpendicular shafts, adjusting the rotation angle by 90 degrees.

CROSSED HELICAL GEAR

Herringbone gears:
To avoid axial thrust, two helical gears of opposite hand can be mounted side by side, to cancel resulting thrust forces. These are called double helical or herringbone gears

Herringbone gears (or double-helical gears)

Applications of Herringbone Gears The most common application is in power transmission. They utilize curved teeth for efficient, high capacity power transmission. This offers reduced pulsation due to which they are highly used for extrusion and polymerization. Herringbone gears are mostly used on heavy machinery. 3. Rack and pinion Rack and pinion gears are used to convert rotation (From the pinion) into linear motion (of the rack). A perfect example of this is the steering system on many cars. 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 you turn the wheel. Rack and pinion gears are also used in some scales to turn the dial that displays your weight.

RACK AND PINION GEARS FOR CONNECTING INTERSECTING SHAFTS 1. Straight Bevel Gear Bevel gears are useful when the direction of a shaft's rotation needs to be changed. They are usually mounted on shafts that are 90 degrees apart, but can be designed to work at other angles as well. The teeth on bevel gears can be straight, spiral or hypoid. Straight bevel gear teeth actually have the same problem as straight spur gear teeth as each tooth engages, it impacts the corresponding tooth all at once.

BEVEL GEAR

Just like with spur gears, the solution to this problem is to curve the gear teeth. These spiral teeth engage just like helical teeth: the contact starts at one end of the gear and progressively spreads across the whole tooth. On straight and spiral bevel gears, the shafts must be perpendicular to each other, but they must also be in the same plane. If you were to extend the two shafts past the gears, they would intersect

The bevel gear has many diverse applications such as locomotives, marine applications, automobiles, printing presses, cooling towers, power plants, steel plants, railway track inspection machines, etc.

2. SPIRAL BEVEL GEAR A spiral bevel gear is a bevel gear with helical teeth. The main application of this is in a vehicle differential, where the direction of the drive carried by the drive shaft has to be turned through 90 degrees in order to power the wheels, propeller, etc. The helical design produces less vibration and noise than conventional straight-cut or spur-cut gear with straight teeth.

A spiral bevel gear set should always be replaced in pairs i.e. both the left hand and right hand gears should be replaced together since the gears are manufactured and lapped in pairs.

SPIRAL BEVEL GEAR

Handedness
A right hand spiral bevel gear is one in which the outer half of a tooth is inclined in the clockwise direction from the axial plane through the midpoint of the tooth as viewed by an observer looking at the face of the gear.

A left hand spiral bevel gear is one in which the outer half of a tooth is inclined in the counterclockwise direction from the axial plane through the midpoint of the tooth as viewed by an observer looking at the face of the gear. Note that a spiral bevel gear and pinion are always of opposite hand, including the case when the gear is internal. Also note that the designations right hand and left hand are applied similarly to other types of bevel gear, hypoid gears, and oblique tooth face gears.

Handedness
A right hand spiral bevel gear is one in which the outer half of a tooth is inclined in the clockwise direction from the axial plane through the midpoint of the tooth as viewed by an observer looking at the face of the gear. A left hand spiral bevel gear is one in which the outer half of a tooth is inclined in the counterclockwise direction from the axial plane through the midpoint of the tooth as viewed by an observer looking at the face of the gear. Note that a spiral bevel gear and pinion are always of opposite hand, including the case when the gear is internal. Also note that the designations right hand and left hand are applied similarly to other types of bevel gear, hypoid gears, and oblique tooth face gears.

Spiral angle

Spiral Angle, ANSI/AGMA 1012-G05 The spiral angle in a spiral bevel gear is the angle between the tooth trace and an element of the pitch cone, and corresponds to the helix angle in helical teeth. Unless otherwise specified, the term spiral angle is understood to be the mean spiral angle.

Mean spiral angle is the specific designation for the spiral angle at the mean cone distance in a bevel gear.

Outer spiral angle is the spiral angle of a bevel gear at the outer cone distance. Inner spiral angle is the spiral angle of a bevel gear at the inner cone distance.

NON-INTERSECTING AND NON-PARALLEL

1. WORM AND WORM GEAR Worm gears are used when large gear reductions are needed. It is common for worm gears to have reductions of 20:1, and even up to 300:1 or greater.

Many worm gears have an interesting property that no other gear set has: the worm can easily turn the gear, but the gear cannot turn the worm. This is because the angle on the worm is so shallow that when the gear tries to spin it, the friction between the gear and the worm holds the worm in place.

WORM AND WORM GEAR This feature is useful for machines such as conveyor systems, in which the locking feature can act as a brake for the conveyor when the motor is not turning. One other very interesting usage of worm gears is in the Torsen differential, which is used on some high-performance cars and trucks. They are used in right-angle or skew shaft drives. The presence of sliding action in the system even though results in quieter

operation, it gives rise to considerable frictional heat, hence they need good lubrication for heat dissipation and for improving the efficiency. High reductions are possible which results in compact drive.

APPLICATION OF WORM GEARS Worm gears are used widely in material handling and transportation machinery, machine tools, automobiles etc.

NOMENCLATURE OF SPUR GEARS

NOMENCLATURE OF SPUR GEAR In the following section, we define many of the terms used in the analysis of spur gears.

Pitch surface: The surface of the imaginary rolling cylinder (cone, etc.) that the toothed gear may be considered to replace.

Pitch circle: A right section of the pitch surface. 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.

Face of a tooth: That part of the tooth surface lying outside the pitch surface. 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: pitch diameter 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 (Pc) : The width of a tooth and a space, measured on the pitch circle.

Pc

D
N

Diametral pitch (Pd): The number of teeth of a gear unit 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,
Pd N D

Where Pc = circular pitch Pd = diametral pitch N = number of teeth D = pitch diameter

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.

m = D/N

Fillet: The small radius that connects the profile of a tooth to the root circle. 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.

Common tangent: The line tangent to the pitch circle at the pitch point. Line of action: A line normal to a pair of mating tooth profiles at their point of contact.

Path of contact: The path traced by the contact point of a pair of tooth profiles.

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.

Base circle: An imaginary circle used in involute gearing to generate the involutes that form the tooth profiles.

VELOCITY RATIO OF GEAR DRIVE Velocity ratio is defined as the ratio of the speed of the driven shaft to the speed of the driver shaft.

One gear is a driver, which has d1, N1, 1 as diameter, speed and angular speed respectively. Another gear is driven connected to the driven shaft has d2, N2 ,
2 as

diameter, speed angular speed respectively.

Angular speeds of the two gears will be

1 2 N1

2 2 N 2

The peripheral velocity of the driver and driven shafts for the meshing pair of gear is equal and is given by VP 1

d1 d = d1 N1 = 2 2 = d 2 N 2 2 2

2 N 2 d1 1 N 1 d 2 T1 and T 2 are the number of teeth on driver gear and driven gear, since the pair of
Hence velocity ratio (n) = gear as the same module (m),then

d1 m T1 ; d 2 m T2
and n
N 2 d 1 T1 N 1 d 2 T2

GEAR TRAINS A gear train is two or more gear working together by meshing their teeth and turning each other in a system to generate power and speed. It reduces speed and increases torque. To create large gear ratio, gears are connected together to form gear trains. They often consist of multiple gears in the train. The smaller gears are one-fifth of the size of the larger gear. Electric motors are used with the gear systems to reduce the speed and increase the torque. Electric motor is connected to the driving end of each train and is mounted on the test platform. The output end of the gear train is connected to a large magnetic particle brake that is used to measure the output torque. Types of gear trains 1. Simple gear train 2. Compound gear train 3. Planetary gear train Simple Gear Train 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. only one gear for each axis. 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. 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.

Simple and compound gear trains Compound Gear Train 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. Two or more gears may rotate about a single axis Planetary Gear Train (Epicyclic Gear Train) Planetary gears solve the following problem. Let's say you want a gear ratio of 6:1 with the input turning in the same direction as the output. One way to create that ratio is with the following three-gear train:

Planetary Gear Train

In this train, the blue gear has six times the diameter of the yellow gear (giving a 6:1 ratio). The size of the red gear is not important because it is just there to reverse the direction of rotation so that the blue and yellow gears turn the same way. However, imagine that you want the axis of the output gear to be the same as that of the input gear. A common place where this same-axis capability is needed is in an electric screwdriver. In that case, you can use a planetary gear system, as shown here:

Planetary Gear Train In this gear system, the yellow gear (the sun) engages all three red gears (the planets) simultaneously. All three are attached to a plate (the planet carrier), and they engage the inside of the blue gear (the ring) instead of the outside. Because there are three red gears instead of one, this gear train is extremely rugged. The output shaft is attached to the blue ring gear, and the planet carrier is held stationary -- this gives the same 6:1 gear ratio. Another interesting thing about planetary gear sets is that they can produce different gear ratios depending on which gear you use as the input, which gear you use as the output, and which one you hold still. For instance, if the input is the sun gear, and we hold the ring gear stationary and attach the output shaft to the planet carrier, we get a different gear ratio. In this case, the planet carrier and planets orbit the sun gear, so instead of the sun gear having to spin six times for the planet

carrier to make it around once, it has to spin seven times. This is because the planet carrier circled the sun gear once in the same direction as it was spinning, subtracting one revolution from the sun gear. So in this case, we get a 7:1 reduction. You could rearrange things again, and this time hold the sun gear stationary, take the output from the planet carrier and hook the input up to the ring gear. This would give you a 1.17:1 gear reduction. An automatic transmission uses planetary gear sets to create the different gear ratios, using clutches and brake bands to hold different parts of the gear set stationary and change the inputs and outputs. Planetary gear trains have several advantages. They have higher gear ratios. They are popular for automatic transmissions in automobiles. They are also used in bicycles for controlling power of pedaling automatically or manually. They are also used for power train between internal combustion engine and an electric motor. Applications 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-theweek shaft of the calendar. Velocity ratio of Gear trains We know that the velocity ratio of a pair of gears is the inverse proportion of the diameters of their pitch circle, and the diameter of the pitch circle equals to the number of teeth divided by the diametral pitch. Also, we know that it is necessary for the mating gears to have the same diametral pitch so that to satisfy the condition of correct meshing. Thus, we infer that the velocity ratio of a pair of gears is the inverse ratio of their number of teeth. For the ordinary gear trains we have (Fig a)

These equations can be combined to give the velocity ratio of the first gear in the train to the last gear:

( N 2 N 3 N 4)

(T1T2T3 ) N 4 T1 n ( N1 N 2 N 3 ) (T2T3T4 ) N1 T4
Note:

The tooth numbers in the numerator are those of the driven gears, and the tooth numbers in the denominator belong to the driver gears.

Gear 2 and 3 both drive and are, in turn, driven. Thus, they are called idler gears. Since their tooth numbers cancel, idler gears do not affect the magnitude of the input-output ratio, but they do change the directions of rotation. Note the directional arrows in the figure. Idler gears can also constitute a saving of space and money (If gear 1 and 4 meshes directly across a long center distance, their pitch circle will be much larger.)

MATERIAL USED
Today there is a great variety of materials that are available to a gear designer. The designer can choose from a plethora of choices. Further, there are many ways to modify or process the materials. This improves the properties and side by side helps to minimize the cost of production. Actually the production process also plays a decisive role in the type of Gear Material. For example take the case of Machined gears they are most precise. Now to manufacture them only that materials could be used that show good strength characteristics.

The following table gives a good summary of the different materials used in the making of gears:

Material Ferrous:

Outstanding features

Applications

Precision Rating

Cast Iron

Low cost, good machining, high internal damping

Big size, moderate power rating, Commercial gears

Commercial quality

Cast Steel Plain Carbon Steel Alloy Steels Stainless Steel Non Ferrous:

Low cost, high Power Gears, medium strength rating Good machining, Heat treated Heat treated, high strength and durability Power Gears, medium rating Strict power requirements

Commercial quality Commercial to medium precision

High precision

High corrosion resistance, Low power rating nonmagnetic

Good Precision

Light weight, Aluminium noncorrosive, alloys good machinability

Very light duty instrument gears

High precision

Brass alloys Die cast alloys Non Metallic:

Low cost, noncorrosive, good machinability Low cost, low strength

Low cost commercial equipment High production, low quality, commercial

Medium precision

Low grade commercial

Nylon

No friction or lubricant, high Long life, low nose, low water loads absorption Wear resistant, Low loads long life

Commercial quality

Delrin

Commercial quality

Types of Gear Material These can be divided into two types: Metallic Gears

Non Metallic Gears

Cast Iron Gears Steel Gears Aluminium Gears Bronze Gears Brass Gears Ductile Iron Gears

Plastic Gears

Selection of Gear Materials:

There are some very critical matters that needs to be given a consideration before selecting a gear material. They are the following:

Allowable bending and hertz stress Wear resistance Impact strength Water and corrosion resistance

Manufacturing cost Size Weight Reliability Lubrication requirements No Moisture Absorption Dimensionally Stable Stress-Free structure Environmental and surface temperatureIt has been found that if there is friction the surface temperature of the gear shows a tendency to rise.

Die Cast Alloy The process is capable of producing high-volume low-cost gears. Mostly they are produced in aluminum and zinc alloys, while others in bronze and brass.

Material Quality As it is well known that material quality has a strong influence on factors like pitting resistance and bending strength. So for getting a high quality material, the following metallurgical variables should be properly controlled.

Chemical composition Hardenability Material Toughness Hardness of Surface and core Micro structure of surface and core Cleanliness and inclusions Surface defects like flanks and root fillets Structure and size of grain Residual stress pattern Internal defects Decarburization

MANUFACTURING PROCESS
Manufacturing Gear Parameters Uses

Spiral Bevel Gears are the type of industrial gears that are quite similar to helical gears in nature. Compared to straight Bevel gears they have a higher potential for load transmission. This is made possible by cutting the teeth in the shape of a curve. As the image shows Spiral bevel Gears have curved and oblique teeth that comes in contact with each other in a gradual and smooth manner from one end to the other.

Well-designed spiral bevels have been seen to have two or more teeth that is in touch always. The property of overlapping tooth action is able to transmit motion more quietly, efficiently and smoothly as compared to straight bevel gears. Spiral Bevel Gears are applied where there is necessity of greater torque strength and for transmitting power between shafts where the orientation to each other is at 90degree.

Milling

A milling machine is a machine tool used to machine solid materials. Milling machines exist in two basic forms: horizontal and vertical, which refers to the orientation of the cutting tool spindle. Both types range in size from small, bench mounted devices to room-sized machines. Unlike a drill press, which holds the workpiece stationary as the drill moves vertically to penetrate the material, milling machines also move the workpiece against the rotating cutter, which cuts on its flanks as well as its tip. Workpiece and cutter movement are precisely controlled to less than 0.001 in (0.025 mm), usually by means of precision ground slides and leadscrews or analogous technology. Milling machines may be manually operated, mechanically automated, or digitally automated via computer numerical control (CNC).

Milling machines can perform a vast number of operations, some very complex, such as slot and keyway cutting, planing, drilling, diesinking, rebating, routing, etc. Cutting fluid is often pumped to the cutting site to cool and lubricate the cut and to wash away the resulting swarf.

Manufacturing Spiral Bevel Gears

The Spiral bevel Gears are generally made from case hardened material and further carburised for attaining the case depth. It is necessary to equip Spiral Bevel in pairs, this ensures proper mounting distance. They are also lapped in pairs to ensure a proper wearing in and for accommodating a truly just contact pattern.

There are many methods for manufacturing of Spiral Bevel Gears. Two types are given here:

Face-milled Spiral Bevel Gears For the production of face-milled spiral bevel gears, it is the grinding done to the contacting surfaces that forms the final step in manufacturing. Generally two different specialty machines are applied for generating teeth for a facemilled spiral bevel gear.

The manufacturing of face-milled spiral and hypoid gear sets can be accomplished by using the Five-Cut process or by the Completing Process. Early production of face-milled gears utilized the Five-Cut Process, which consists of five independent operationstwo operations to finish the gear, and three operations to finish the pinion. The gear is roughed out using an alternate blade roughing cutter, then finished in a second operation with an alternate blade finishing cutter. An alternate blade cutter has an inside blade in one slot in the cutter head and an outside blade in the adjacent slot, so both sides of the tooth slot are cut in one operation. The first operation on the pinion is a roughing operation with an alternate blade roughing cutter. The second and third operations on the pinion involved cutting each flank separately in different operations. The pinion convex flank is finished with a cutter having inside blades only, and the pinion concave flank is finished with a

cutter having only outside blades. Many companies are still utilizing the Five-Cut Process in production; however, most companies have switched to the completing process. In the completing process, both sides of the tooth slot are finished with a single cutter in one operation from a solid blank. The cutters used for completing have alternate blades (inside and outside). Some cutter systems also use what is called a bottom blade in addition to the inside and outside blade. The completing process is applicable to either face milling or face hobbing. In 1996, a significant improvement was introduced in the production of spiral bevel and hypoid gears. At the IMTS Show in Chicago, Powercutting was introduced. By definition, Powercutting is the process of producing gears at high speeds with or without the use of coolants. This is achieved using stick blades made out of carbide material with a special tool coating. Since its introduction, almost all bevel cutting machines manufactured today are arranged for high-speed cutting with carbide blades without the use of any coolant. The advantages of high-speed cutting with carbide are significant. The cycle times are reduced, the tool life is improved, the gear quality is better, and the elimination of the coolant in the cutting process is environmentally friendly.

Face-hobbed Spiral Bevel gears For the production of Face-hobbed Spiral Bevel gears, hard cutting is the final manufacturing process. Here a same machine is applied for rough cutting as well as to finish cut the gears.

Basic Parameters of Spiral Bevel Gears Given below are listed some of the typical parameters concerning the size, appearance in the manufacturing of standard Spiral Bevel Gears. Though it is to be noted here

these are very generalized parameters, and it is quite likely that Spiral Bevel Gears with different specification is also available.

Pitch Diameter - 3-100 inches Gear Ratio - 1:1 to 9:1 Carburizing capability to 48" of pitch diameter Die quenching capacity to 44" of pitch diameter

Recommended use of Spiral Bevel Gears A perfect working of the Spiral-bevel gear is obtained where peripheral speeds are more than 1000 ft/min or 1000 revolutions/minute (r/min). Compared to straight-bevel gears, transmission of motion is more smooth and quiet. Not only for high speeds, spiral-bevel gears are also a good option for some type of lower-speed applications.

DEBURRING

Everyone who works with Metal parts knows the problem of sharp edges and dangerous burrs created by metal-cutting processes. While sharp edges are absolutely unacceptable, deburring a part satisfactorily and consistently, requires a large experience of various deburring methods and tools. The amount of burr created by every metal cutting process is different in nature, and varies with the material, hardness, and sharpness of the cutting tools/dies. Fortunately, we have the experience and expertise to deal with every such case to achieve what your discerning customer needs. Grind Master offers a very wide range of machines for Gear Tooth chamfering, deburring & wire brushing. Automatic machines for deburring gears from 20mm to 2000mm diameter & weight up to 2 tons.

Gear deburring Machines are offered for following applications

Automotive gears & sprockets Speed reducer gears. Transmission gears. Geared drives / gearbox gears. Earthmoving equipment gears. Crown wheels & pinions. Layshaft / Mainshaft. Locomotive engine gears. Sintered components of pumps & automotive.

LAPPING
Lapping is a machining operation, in which two surfaces are rubbed together with an abrasive between them, by hand movement or by way of a machine. This can take two forms. The first type of lapping (traditionally called grinding), typically involves rubbing a brittle material such as glass against a surface such as iron or glass itself (also known as the "lap" or grinding tool) with an abrasive such as aluminum oxide, jeweller's rouge, optician's rouge, emery, silicon carbide, diamond, etc., in between them. This produces microscopic conchoidal fractures as the abrasive rolls about between the two surfaces and removes material from both. The other form of lapping involves a softer material such as pitch or a ceramic for the lap, which is "charged" with the abrasive. The lap is then used to cut a harder materialthe workpiece. The abrasive embeds within the softer material which holds it and permits it to score across and cut the harder material. Taken to the finer limit, this will produce a polished surface such as with a polishing cloth on an automobile, or a polishing cloth or polishing pitch upon glass or steel. Taken to the ultimate limit, with the aid of accurate interferometry and specialized polishing machines or skilled hand polishing, lensmakers can produce surfaces that are flat to better than 30 nanometers. This is one twentieth of the wavelength of light from the commonly used 632.8 nm helium neon laser light source. Surfaces this flat can be molecularly bonded (optically contacted) by bringing them together under the right conditions. (This is not the same as the wringing effect of Johansson blocks, although it is similar).

Operation

Small lapping plate made of cast iron

By way of example, a piece of lead may be used as the lap, charged with emery, and used to cut a piece of hardened steel. The small plate shown in the first picture is that of a hand lapping plate. That particular plate is made of cast iron. In use, a slurry of emery powder would be spread on the plate and the workpiece simply rubbed against the plate, usually in a "figure-eight" pattern.

Small lapping machine The second picture is that of a commercially available lapping machine which is needed for this process. The lap or lapping plate in this machine is 30 cm (12") in diameter. For a commercial machine that is about the smallest size available. At the other end of the size spectrum, machines with eight to ten foot diameter plates are not uncommon and systems with tables 30 feet in diameter have been constructed. Referring to the second picture again, the lap is the large circular disk on the top of the machine. On top of the lap are two rings. The workpiece would be placed inside one of these rings. A weight would then be placed on top of the workpiece. The weights can also be seen in the picture along with two fiber spacer disks that are just used to even the load. In operation, the rings stay in one location as the lapping plate rotates beneath them. In this machine, a small slurry pump can be seen at the side, this pump feeds abrasive slurry onto the rotating lapping plate.

Lapping machine and retention

When there is a requirement to lap very small specimens (from 3" down to a few millimetres), a lapping jig can be used to hold the material while it is lapped (see Image 3, lapping machine and jig). A jig allows precise control of the orientation of the specimen to the lapping plate and fine adjustment of the load applied to the specimen during the material removal process. Due to the dimensions of such small samples, traditional loads and weights are too heavy as they would destroy delicate materials. The jig sits in a cradle on top of the lapping plate and the dial on the front of the jig indicates the amount of material removed from the specimen.

HEAT TREATMENT

Heat treatment is a method used to alter the physical, and sometimes chemical properties of a material. The most common application is metallurgical. Heat treatments are also used in the manufacture of many other materials, such as glass. Heat treatment involves the use of heating or chilling, normally to extreme temperatures, to achieve a desired result such as hardening or softening of a material. Heat treatment techniques include annealing, case hardening, precipitation strengthening, tempering and quenching. It is noteworthy that while the term heat treatment applies only to processes where the heating and cooling are done for the specific purpose of altering properties intentionally, heating and cooling often occur incidentally during other manufacturing processes such as hot forming or welding.

Processes
Metallic materials consist of a microstructure of small crystals called "grains" or crystallites. The nature of the grains (i.e. grain size and composition) is one of the most effective factors that can determine the overall mechanical behavior of the metal. Heat treatment provides an efficient way to manipulate the properties of the metal by controlling rate of diffusion, and the rate of cooling within the microstructure. Complex heat treating schedules are often devised by metallurgists to optimize an alloy's mechanical properties. In the aerospace industry, a superalloy may undergo five or more different heat treating operations to develop the desired properties. This can lead to quality problems depending on the accuracy of the furnace's temperature controls and timer.
Annealing

Annealing is a technique used to recover cold work and relax stresses within a metal. Annealing typically results in a soft, ductile metal. When an annealed part is allowed to cool in the furnace, it is called a full anneal heat treatment. When an annealed part is removed from the furnace and allowed to cool in air, it is called a normalizing heat treatment. A stress relief annealing is when only the first stage of annealing is performed. The second stage of annealing is recrystallization, where new stress-free grains grow. The third stage is grain growth, which causes the existing grains to grow
Hardening and tempering (quenching and tempering)

To harden by quenching, a metal (usually steel or cast iron) must be heated into the austenitic crystal phase and then quickly cooled. Depending on the alloy and other considerations (such as concern for maximum hardness vs. cracking and distortion), cooling may be done with forced air or other gas (such as nitrogen), oil, polymer dissolved in water, or brine. Upon being rapidly cooled, a portion of austenite (dependent on alloy composition) will transform to martensite, a hard, brittle crystalline structure. The quenched hardness of a metal depends on its chemical composition and quenching method. Cooling speeds, from fastest to slowest, go from polymer (i.e.silicon), brine, fresh water, oil, and forced air. However, quenching a

certain steel too fast can result in cracking, which is why high-tensile steels such as AISI 4140 should be quenched in oil, tool steels such as 2767 or H13 hot work tool steel should be quenched in forced air, and low alloy or medium-tensile steels such as XK1320 or AISI 1040 should be quenched in brine or water. However, metals such as austenitic stainless steel (304, 316), and copper, produce an opposite effect when these are quenched: they anneal. Austenitic stainless steels must be quench-annealed to become fully corrosion resistant, as they work-harden significantly. Untempered martensite, while very hard, is too brittle to be useful for most applications. A method for alleviating this problem is called tempering. Most applications require that quenched parts be tempered (heat treated at a low temperature, often 300 F or 150 C) to impart some toughness. Higher tempering temperatures (may be up to 1300 F or 700 C, depending on alloy and application) are sometimes used to impart further ductility, although some yield strength is lost.
Precipitation hardening

Some metals are classified as precipitation hardening metals. When a precipitation hardening alloy is quenched, its alloying elements will be trapped in solution, resulting in a soft metal. Aging a "solutionized" metal will allow the alloying elements to diffuse through the microstructure and form intermetallic particles. These intermetallic particles will nucleate and fall out of solution and act as a reinforcing phase, thereby increasing the strength of the alloy. Alloys may age "naturally" meaning that the precipitates form at room temperature, or they may age "artificially" when precipitates only form at elevated temperatures. In some applications, naturally aging alloys may be stored in a freezer to prevent hardening until after further operations - assembly of rivets, for example, may be easier with a softer part. Examples of precipitation hardening alloys include 2000 series, 6000 series, and 7000 series aluminium alloy, as well as some superalloys and some stainless steels.

Case hardening
Case hardening or surface hardening is the process of hardening the surface of a metal, often a low carbon steel, by infusing elements into the material's surface, forming a thin layer of a harder alloy. Case hardening is usually done after the part in question has been formed into its final shape, but can also be done to increase the hardening element content of bars to be used in a pattern welding or similar process.

History
Early iron melting made use of bloomeries, which produced two layers of metal, one with a very low carbon content that is worked into wrought iron, and the rest a high carbon cast iron. Since the high carbon iron is hot short, meaning it fractures and crumbles when forged, it was not useful without more smelting. The wrought iron, with nearly no carbon in it, was very malleable and ductile, but not very hard. Case hardening involves packing the low-carbon iron within a substance high in carbon, then heating this pack to encourage carbon migration into the surface of the iron. This forms a thin surface layer of higher carbon steel, with the carbon content gradually decreasing deeper from the surface. The resulting product combines much of the toughness of a low-carbon steel core, with the hardness and wear resistance of the outer high-carbon steel. The traditional method of applying the carbon to the surface of the iron involved packing the iron in a mixture of ground bone and charcoal, or a combination of leather, hooves, salt and urine, all inside a well-sealed box. This carburizing package is then heated to a high temperature, but still under the melting point of the iron, and left at that temperature for a length of time. The longer the package is held at the high temperature, the deeper the carbon will diffuse into the surface. Different depths of hardening is desirable for different purposes: sharp tools need deep hardening to allow grinding and resharpening without exposing the soft core, while machine parts like gears might need only shallow hardening for increased wear resistance. The resulting case hardened part may show distinct surface discoloration. The steel darkens significantly, and shows a mottled pattern of black, blue and purple, caused

by the various compounds formed from impurities in the bone and charcoal. This oxide surface works similar to bluing, providing a degree of corrosion resistance, as well as an attractive finish. Case coloring refers to this pattern and is commonly encountered as a decorative finish on replica historic firearms. With modern steelworking techniques, it is possible to make homogeneous steels of low to high carbon content, removing much of the original motivation for case hardening. However, the heterogeneous nature of case hardened steel may still be desirable, as it can combine both extreme hardness and extreme toughness, something which is not readily matched by homogeneous alloys. Chemistry Carbon itself is solid at case-hardening temperatures and so is immobile. Transport to the surface of the steel was as gaseous carbon monoxide, generated by the breakdown of the carburising compound and the oxygen packed into the sealed box. This takes place with pure carbon, but unworkably slowly. Although oxygen is required for this process it's re-circulated through the CO cycle and so can be carried out inside a sealed box. The sealing is necessary to stop the CO either leaking out, or being oxidised to CO2 by excess outside air. Adding an easily decomposed carbonate "energiser" such as barium carbonate breaks down to BaO + CO2 and this encourages the reaction C (from the donor) + CO2 <> 2 CO increasing the overall abundance of CO and the activity of the carburising compound. It's 'common knowledge' that case-hardening was done with bone, but this is misleading. Although bone was used, the main carbon donor was hoof and horn. Bone contains some carbonates, but is mainly calcium phosphate (as hydroxylapatite). This doesn't have the beneficial effect on encouraging CO production and it can also supply phosphorus as an impurity into the steel alloy.

Modern use
Both carbon and alloy steels are suitable for case-hardening; typically mild steels are used, with low carbon content, usually less than 0.3% (see plain-carbon steel for more information). These mild steels are not normally hardenable due to the low quantity of carbon, so the surface of the steel is chemically altered to increase the hardenability. Case hardened steel is formed by diffusing carbon (carburization), nitrogen (nitriding) and/or boron (boriding) into the outer layer of the steel at high temperature, and then heat treating the surface layer to the desired hardness. The term case hardening is derived from the practicalities of the carburization process itself, which is essentially the same as the ancient process. The steel work piece is placed inside a case packed tight with a carbon-based case hardening compound. This is collectively known as a carburizing pack. The pack is put inside a hot furnace for a variable length of time. Time and temperature determines how deep into the surface the hardening extends. However, the depth of hardening is ultimately limited by the inability of carbon to diffuse deeply into solid steel, and a typical depth of surface hardening with this method is up to 1.5 mm. Other techniques are also used in modern carburizing, such as heating in a carbon-rich atmosphere. Small items may be case hardened by repeated heating with a torch and quenching in a carbon rich medium, such as the commercial products Kasenit / Casenite or "Cherry Red". Older formulations of these compounds contain potentially toxic cyanide compounds, such as ferrocyanide compounds, while the more recent types such as Cherry Red do not.

Processes
Flame and induction hardening

Flame or induction hardening are processes in which the surface of the steel is heated to high temperatures (by direct application of a flame, or by induction heating) then cooled rapidly, generally using water; this creates a "case" of martensite on the surface. A carbon content of 0.40.6 wt% C is needed for this type of hardening. Typical uses are for the shackle of a lock, where the outer layer is hardened to be file resistant, and mechanical gears, where hard gear mesh surfaces are needed to maintain

a long service life while toughness is required to maintain durability and resistance to catastrophic failure.
Carburizing

Carburizing is a process used to case harden steel with a carbon content between 0.1 and 0.3 wt% C. In this process steel is introduced to a carbon rich environment and elevated temperatures for a certain amount of time, and then quenched so that the carbon is locked in the structure; one of the simpler procedures is repeatedly to heat a part with an acetylene torch set with a fuel-rich flame and quench it in a carbon-rich fluid such as oil. Carburization is a diffusion-controlled process, so the longer the steel is held in the carbon-rich environment the greater the carbon penetration will be and the higher the carbon content. The carburized section will have a carbon content high enough that it can be hardened again through flame or induction hardening. It's possible to carburize only a portion of a part, either by protecting the rest by a process such as copper plating, or by applying a carburizing medium to only a section of the part. The carbon can come from a solid, liquid or gaseous source; if it comes from a solid source the process is called pack carburizing. Packing low carbon steel parts with a carbonaceous material and heating for some time diffuses carbon into the outer layers. A heating period of a few hours might form a high-carbon layer about one millimeter thick. Liquid carburizing involves placing parts in a bath of a molten carbon-containing material, often a metal cyanide; gas carburizing involves placing the parts in a furnace maintained with a methane-rich interior.
Nitriding

Nitriding heats the steel part to 482621 C (9001,150 F) in an atmosphere of ammonia gas and dissociated ammonia. The time the part spends in this environment dictates the depth of the case. The hardness is achieved by the formation of nitrides.

Nitride forming elements must be present for this method to work; these elements include chromium, molybdenum, and aluminium. The advantage of this process is it causes little distortion, so the part can be case hardened after being quenched, tempered and machined.
Cyaniding

Cyaniding is a case hardening process that is fast and efficient; it is mainly used on low carbon steels. The part is heated to 1600-1750 F in a bath of sodium cyanide and then is quenched and rinsed, in water or oil, to remove any residual cyanide. This process produces a thin, hard shell (between 0.010 and 0.030 inches) that is harder than the one produced by carburizing, and can be completed in 20 to 30 minutes compared to several hours so the parts have less opportunity to become distorted. It is typically used on small parts such as bolts, nuts, screws and small gears. The major drawback of cyaniding is that cyanide salts are poisonous.
Carbonitriding

Carbonitriding is similar to cyaniding except a gaseous atmosphere of ammonia and a hydrocarbon is used instead of sodium cyanide. If the part is to be quenched then the part is heated to 775885 C (1,4271,625 F); if not then the part is heated to 649 788 C (1,2001,450 F).
Ferritic nitrocarburizing

Ferritic nitro carburizing diffuses mostly nitrogen and some carbon into the case of a workpiece below the critical temperature, approximately 650 C (1,202 F). Under the critical temperature the workpiece's microstructure does not convert to an austenitic phase, but stays in the ferritic phase, which is why it is called ferritic nitrocarburization.

Applications
Parts that are subject to high pressures and sharp impacts are still commonly case hardened. Examples include firing pins and rifle bolt faces, or engine camshafts. In

these cases, the surfaces requiring the hardness may be hardened selectively, leaving the bulk of the part in its original tough state. Firearms were a common item case hardened in the past, as they required precision machining best done on low carbon alloys, yet needed the hardness and wear resistance of a higher carbon alloy. Many modern replicas of older firearms, particularly single action revolvers, are still made with case hardened frames, or with case coloring, which simulates the mottled pattern left by traditional charcoal and bone case hardening. Another common application of case hardening is on screws, particularly self-drilling screws. In order for the screws to be able to drill, cut and tap into other materials like steel, the drill point and the forming threads must be harder than the material(s) that it is drilling into. However, if the whole screw is uniformly hard, it will become very brittle and it will break easily. This is overcome by ensuring that only the case is hardened and the core remains relatively soft. For screws and fasteners, case hardening is less complicated as it is achieved by heating and quenching in the form of heat treatment For theft prevention, lock shackles and chains are often case hardened to resist cutting, whilst remaining less brittle inside to resist impacts. As case hardened components are difficult to machine, they are generally shaped before hardening.

FINAL GRINDING
Introduction
The grinding machine consists of a power driven grinding wheel spinning at the required speed (which is determined by the wheels diameter and manufacturers rating, usually by a formula) and a bed with a fixture to guide and hold the workpiece. The grinding head can be controlled to travel across a fixed work piece or the workpiece can be moved whilst the grind head stays in a fixed position. Very fine control of the grinding head or tables position is possible using a vernier calibrated hand wheel, or using the features of numerical controls. Grinding machines remove material from the workpiece by abrasion, which can generate substantial amounts of heat; they therefore incorporate a coolant to cool the workpiece so that it does not overheat and go outside its tolerance. The coolant also benefits the machinist as the heat generated may cause burns in some cases. In very high-precision grinding machines (most cylindrical and surface grinders) the final grinding stages are usually set up so that they remove about 200nm (less than 1/100000 in) per pass - this generates so little heat that even with no coolant, the temperature rise is negligible.

FEATURES, RANGES & APPLICATIONS

Features Applications

Key Features of Spiral Bevel Gears The key features of Spiral Bevel Gears are the following:

A smooth Tooth engagement A quiet operation Good strength Provides a high level of efficiency from 97 to even 99% High permissible speeds Greater load sharing as a result of direct contact between more than one tooth

Application of Spiral Bevel Gears Spiral-bevel gears find vast use in rotorcraft applications. Where they transfer motion and power through non-parallel shafts. In helicopters, spiralbevel gears are applied mainly in main-rotor and tail-rotor gearboxes for driving the rotors. In case of tilt-rotor applications, they are used as interconnecting drive systems which provides the vital mechanical connection between two prop-rotors for situations where one engine starts malfunctioning.

ADVANTAGES & DISADVANTAGES Advantages

This gear makes it possible to change the operating angle. Differing of the number of teeth (effectively diameter) on each wheel allows mechanical advantage to be changed. By increasing or decreasing the ratio of teeth between the drive and driven wheels one may change the ratio of rotations between the two, meaning that the rotational drive and torque of the second wheel can be changed in relation to the first, with speed increasing and torque decreasing, or speed decreasing and torque increasing.

Disadvantages

One wheel of such gear is designed to work with its complementary wheel and no other.

Must be precisely mounted. The axes must be capable of supporting significant forces.

Basic Limitation of Spiral Bevel Gears Though the spiral-bevel gears are hugely popular in rotorcraft applications, but it cannot be ignored that they are also the primary source of vibration in gearboxes, consequently a source of noise in the interiors of cabin.

GEAR INSPECTION
A Basic process to an accurate gear inspection For a proper identification of the damaged areas during an inspection operation, a magnifying glass, a very strong and clear light source (sunlight is perfect), and a reflector made up of clean, white and non-glossy sheet of paper is to be used for best results. The white paper is able to reflect the light properly onto dark surfaces.

Gear inspection
Inspection Procedure Inspection Checklist Utility of Gear Inspection Process Gear Checking Machine

To optimize the gear performance, an accurate and precise inspection of gears is a crucial factor. The maximum life of any drive train is solely dependent on proper inspection and the subsequent repair procedures. If the gears are not properly inspected it is obvious that the gear will eventually fail and easily destroy other accessories also in the drive train system. The technician who is in charge of the gear inspection should be thoroughly aware with all types of gear wear and damages.

Gear Inspection Procedure Outlined here is a few steps that must be used in the Gear inspection process.

Before embarking on an inspection mission it is imperative that the gears are cleaned thoroughly.

Checking teeth surfaces, this can be done using marking color and tape.

A very careful inspection is to be done for the entire surface area of the gear. This is done to check pitting, spalling, cracking etc. Other than these gears are prone to other type of damages, which also need to be taken care of. Inspection is also essential for every gear tooth. As it is quite likely that only one tooth can be damaged.

The next step is a very attentive inspection of the gear bore. This is to be done with a bright light. To cite an example Planet gear bearing bores are very much sensitive to speeds and high loads. So is the need for a careful inspection.

The next step is to look at the bearing bore. The last step is a proper filling up of the gear inspection checklist. As given here.

Gear Inspection Checklist The following is the checklist that is a must when carrying out an inspection of the gears. Item Normal wear White Layer Flaking Abrasive Wear Spalling Rippling / Lipping Uneven Contact Pitting / Spalling Foreign Object Damage Nicks Destructive Cracks Chipping Scoring Corrosion/Corrosive Pitting Case Crushing Frosting Pitting Yes No

Utility of Gear Inspection

Process

A Gear inspection process commences with the routine tasks done on the shop floor and can even extend to manufacturing laboratory for carrying out a complex and analytical gear evaluation. All or some of these methods are necessary for maintaining a perfect process control and for production of parts of the required quality. Inspection in particular, can help in controlling the following:

Size of gear Quality of gear Fixture mounting on machine Machine set-up Quality of the part blank Precision of the cutting tool Mounting of cutting tool Proper sharpening of the cutting tool Heat treatment process Condition of the equipment needed for production Machine

Gear Checking

A vital aids in the gear inspection process is the gear checking machines. They play a crucial role in any gear inspection operation. A gear checking machine among others is supposed to check the following things:

Runout Pitch Variation Accumulated Pitch Variation Profile/Involute Lead Slope error Tooth thickness

OPTIMIZING GEAR PERFORMANCE

For optimizing gear performance, there needs to be a perfect synchronization of various factors that go in a long way to make the gears perform at a peak rate. A perfectly performing Gear results in a considerable benefit to the end users. A perfect gear train for optimum performance must have the following:

Higher load capacity Reduced cost Extended lifetime Reduced weight and size Higher efficiency Reduced vibration and noise Higher reliability A low backlash Excellent operational compatibility in an assembly with other parts Cost effectiveness

Factors in a Gear Performance There can be the following factors that decides how the gear will perform. Off course it is true that all the factors together will not come into play, but their role cannot be undermined while going for optimizing the gear performance.

Gear Design Gear Lubricants Gear Coating Gear Noise Reduction

Gear Wear and Tear Gear Failure Gear Inspection Gear Coupling

CONCLUSION
Manufacturing of Spiral Bevel Gears is done as per the requirement of the customer by making the Production Drawings and Process Sheets of different operations. Spiral Bevel Gears makes it possible to change the operating angle. Differing of the number of teeth (effectively diameter) on each wheel allows mechanical advantage to be changed. By increasing or decreasing the ratio of teeth between the drive and driven wheels one may change the ratio of rotations between the two, meaning that the rotational drive and torque of the second wheel can be changed in relation to the first, with speed increasing and torque decreasing, or speed decreasing and torque increasing.

BIBLIOGRAPHY

Production Technology by Metrology by Machine Design by

R K Jain R K Jain R S Khurmi & G K Gupta

Material Science by

Mahajan

Material Science by Machine Tools by

Ragahvan HMT publications