Ministry of Higher Education

Modern Academy
For Engineering and Technology

Project: Design and Manufacturing of a Single Stage Spur Reducer

By
Ahmed Mohamed Ahmed Abd El-Mohsen
Ebram Antoun Bshara

Ehab Mohamed Hasan

Adel Seif El-Eslam Gaber
George nessim Aziz

To Department of Manufacturing Engineering And Production technology

Discussion Committee
Prof.Dr
Prof.Dr
Prof.Dr
Prof.Dr

..
..
..
..

Department Chair

Date

Dean

Signature
..
..
..
..
Date

Thanks Word
Thanks and appreciation to DR\ Ahmed F. EL Sanabary for his effort in guiding &
supporting us to gain the experience needed to produce and finish this project. During
that he taught us how to be a committed person, dealing with the problems, and look for
alternatives.
In addition we want to thank all the members of modern academy mechanical
department for learning and sharing us their knowledge and experience.

Table of Contents
Thanks Word ........................................................................................................................ I
List of Symbols:- ................................................................................................................. IV
Introduction ........................................................................................................................ 1
Types and characteristics of Speed Reducers ...................................................................... 2
1. Spur speed reducer ......................................................................................................... 2
2. Helical speed reducer ...................................................................................................... 2
3. Bevel speed reducer ........................................................................................................ 3
4. Worm speed reducer ....................................................................................................... 3
Features: ......................................................................................................................... 4
Chapter 1: Single stage spur reducer design ........................................................................ 4
1.1 Power and Torque Requirements .............................................................................. 4
1.2 Gear Design ............................................................................................................... 5
Fatigue Bending Stress on Pinion ..................................................................................... 6
Surface Fatigue Stress...................................................................................................... 7
1.3 Design of Flange coupling .......................................................................................... 8
Design for Hub ................................................................................................................. 9
Design for key .................................................................................................................. 9
Design for Flange ........................................................................................................... 10
3.4 Design of bolts ......................................................................................................... 10
Design for spigot and recess .......................................................................................... 11
4. Preliminary calculations of shafts .................................................................................. 11
4.1 Input shaft ............................................................................................................... 11
Static checking of the critical sections (A, B) .......................................................... 11
a.

Verifying calculations of safety at critical sections: ............................................... 13

4.2Preliminary calculations of output shaft ................................................................... 19

5. BEARING SELECTION ...................................................................................................... 21
5.1 BEARING SELECTION FOR INPUT SHAFT: .................................................................. 21
II

5.2 BEARING SELECTION FOR OUTPUT SHAFT: .............................................................. 21

6. FEATHER CALCULATION: ................................................................................................ 22
Chapter 2.Material specification ....................................................................................... 23
Chapter 3. Assembly & Disassembly .................................................................................. 26
3.1 Disassembly Procedures:- ........................................................................................ 26
3.2 Assembly Procedures:- ............................................................................................ 28
Chapter 4. LUBRICANT AND MAINTAINANCE .................................................................... 29
4.1Lubricant function in gear reducers .......................................................................... 29
Viscosity ................................................................................................................... 29
Viscosity index (VI) ................................................................................................... 30
Pour point ................................................................................................................ 30
4.2 Gear reducer maintenance ...................................................................................... 31
4.3 Considering oil life ................................................................................................... 31
4.4 Gear Drive Maintenance Schedule ........................................................................... 33
First Week.................................................................................................................. 33
First Month ................................................................................................................ 33
Semi-Annually............................................................................................................ 34
Annually..................................................................................................................... 34
4.5 CONCLUSION ........................................................................................................... 34
Troubleshooting ................................................................................................................ 35
References......................................................................................................................... 37

III

List of Symbols: ... Transmission ratio.

. Input speed.
. Transmitted power.
.. Motor torque.
. Output torque.
.. Mechanical efficiency
.. Output speed
.... Pressure angle
m ... Module
... Pinion Pitch circle
... Gear Pitch circle

.. Tangential force
.. Radial force
... The resultant force
... Reaction at the bearing A
... Reaction at the bearing B
. Maximum bending moment
. The bending moment at the bearing shoulder
... Fatigue bending stress
.... Velocity factor
... Pitch line velocity
... Face width
IV

 .... AGMA factor

.... Ultimate strength
BHN ....Brinell hardness number

Se .... Endurance limit

.... Endurance limit specimen
k a .... Surface factor
k b .... Size factor
k c .... Load modification factor
k d .... Temperature factor
k e .... Reliability factor
k f .... Miscellaneous effect factor

.... Gear safety factor

.... Safety factor
.... Surface fatigue stress
.... Elastic coefficient
.... Velocity factor
.... Gear tooth face width
.... Pinion pitch diameter
.... Geometry factor
.... Corrected fatigue strength (Hertzian strength)
.... Life factor
.... Temperature factor
.... Reliability factor
V

 .... Hardness ratio factor

.... Surface fatigue strength
.... Shear yield strength
.... Shear stress
.... Distance between center and outer layer
.... Diameter of hub
.... Length of hub
.... Shear length
.... Axial force
.... Friction cofficent

.... root diameter of bolt

.... Alternative stress
.... Mean stress

VI

Introduction
Speed reducers can prove to be vital in situations in which it is necessary to transition the
rotational speed in an input shaft to a lower output speed. The motor is responsible for
transmitting the power directly to the reducer's input shaft during the operation of
equipment. The speed reducer gearbox is then able to convert such power into a lower
output speed. In turn, the reducer is able to transmit the connected load using the output
shaft.
In the process of choosing a speed reducer, you may come across a variety of different
terms that are often used for the purposes of differentiating between the various qualities
of those speed reducers. In some instances, certain terms may be used in order refer to
specific devices. Gear reducers are utilized in order to reduce total machine size as well as
power size. They may also prove to be useful in terms of handling heavy shock loads.
Speed reducers are dependent upon reduction gears in order to properly decrease the
number of rotations that occur per minute.
Produced from durable metals, including steel, speed reducer gearboxes are available in a
variety of sizes as well as reduction ratios. There are also specialized speed reducers that
include inline gear reducers, cyclo reducers, right angle gearboxes, planetary gearboxes,
shaft mounted speed reducers, worm gear reducers, and variable speed reducers. Speed
reducers may be known by a variety of different names. Additionally, they are available
featuring a number of modifications in order to suit various applications. Each speed
reducer gearbox is designed to fit specific torque and load capacities. Contained inside
speed reducers are both input and output shafts as well as a set of gears.
Speed reducers may also be used in a variety of different industries. Among the most
common industries in which speed reducer gearboxes may be used include automotive,
materials handling, recreational, aerospace, food and beverage processing, construction,
textile, and the oil and gas industry. Speed reducer gearboxes may also be used in various
applications, such as in compressors, conveyors, automation equipment, pumps, and
generators. Benefits offered by speed reducers include the ability to increase equipment
longevity, offer performance improvement, and speed optimization.

Types and characteristics of Speed Reducers

1.
2.
3.
4.

Spur Speed Reducer

Helical Speed Reducer
Bevel Speed Reducer
Worm Speed Reducer

1. Spur speed reducer

Teeth are straight and parallel to shaft axis, transmits
power between rotating parallel shafts.
Features:
1.
2.
3.
4.

Easy to manufacture
No axial forces
Relatively easy to produce high quality gears
The commonest type

2. Helical speed reducer

Helical gears are more efficient and capable of handling higher loads, in line reducers are
less expensive than the more traditional parallel shaft but has more flexibility with more
options.
The reduction ratio of helical gear set is simply the number of teeth in the larger gear
divided by the number of teeth in the smaller gear.
Features:
1. Has higher strength compared with spur gear.
2. Effective in reducing noise and vibration
compared with spur gear.
3. Gears in mesh produce thrust forces in the axial
directions.

3. Bevel speed reducer

One of a pair gears used to connect two shafts whose
axes intersect, and the pitch surface are cones.
A bevel speed reducer is yet another right hand gear
solution but its efficiency is much higher than the
worm gear.
If you need a right hand solution with a low ratio the
bevel gear is choice.
The meaning of hand drive is the location of the output shaft of reducer relative to its
input shaft.
Features:
1. Allows a higher reduction ratio but has technical difficulties in manufacturing.
2. Has better efficiency of transmission with reduced gear noise.
3. Has higher contact ratio, high strength and durability.

4. Worm speed reducer

Worm is a shank having at least one complete tooth
(thread) around the pitch surface, the driver of a worm
wheel.
Worm wheel is a gear with teeth cut on an angle to be
driven by a worm.
A worm gear reducer is a right angle gear solution that
allows the maximum speed reduction in the smallest
package.
Worm gear reducers are used in low to moderate horse power applications, they offer low
initial cost, high ratios and high output torque in a small package.
The ratio of a worm gear set is the ratio of the number of teeth in the gear to the number
of the each start or leads on the worm.

Features:
1.
2.
3.
4.

They have a much higher tolerance for a shock loading than helical gear reducers.
Provides large reduction ratios for a given center distance.
Quiet and smooth action.
A worm wheel is not feasible to a Drive a worm except for special occasions.

Chapter 1: Single stage spur reducer design

1.1 Power and Torque Requirements
Power considerations should be addressed first, as this will determine the overall sizing
needs for the entire system. Any necessary speed or torque ratio from input to output
must be determined before addressing gear sizing.
The transmission ratio is = 3
Motor speed = 1425
Transmitted power = 12 = 372.85
The motor torque
= 9.55

372.85
= 9.55
= 2.5 .

1425

Output torque
= = 3 2.5 = 7.5 .
There is mechanical loses in the meshing between the pinion and gear it is 95% of the
input power and there is also a mechanical loses in the bearing and it is 98% of the input
power so the total mechanical efficiency:
= 0.95 (0.98)4 = 0.876
The output torque becomes:
= 7.5 0.876 = 6.57 .
Output speed
=

1425
=
= 475

3
4

1.2 Gear Design

Necessary gear ratios and torque
transmission issues can now be addressed
with selection of appropriate gears. Note
that a full force analysis of the shafts is
not yet needed, as only the transmitted
loads are required to specify the gears.
To Achieve the transmission ratio the
pinion teeth =20 and the gear teeth=60
Pressure angle = 20 Module= 2
The dimensions of the pinion and gear
are shown in the next table:
Equation

Pinion

Gear

Addendum (mm)

1m

2 (mm)

Dedendum (mm)

1.25 m

2.5 (mm)

Clearance (mm)

0.25 m

0.5 (mm)

Working depth (mm)

2m

4 (mm)

Whole depth (mm)

2.25 m

4.5 (mm)

Tooth depth (mm)

1.571 m

3.142 (mm)

Face width (mm)

(10:15) m

20 (mm)

Addendum circle (mm)

D+2m

44

124

Dedendum circle (mm)

D 2.5 m

35

115

Pitch circle (mm)

mZ

40

120

Number of teeth

20

60

Center distance (mm)

+
2

8025

Once the gear diameters are known, and the axial locations of the gears and bearings are
known, the free-body, shear force, and bending moment diagrams for the shafts can be
produced. Forces at the bearings can be determined.
Tangential force
=

2
2 2.5
=
= 125

40 103

Radial force
= tan = 125 tan(20) = 45.5
23 = 32 = 125
23 = 32 = 45
The resultant force = 2 + 2 = 133
Reactions at the bearings:
= =

133
=
= 66.5
2
2

= 20 10-3 = 125 20 10-3 = 2.5 Nm

The bending moment at the bearing shoulder:
= R 4.5 10-3 = 0.3 Nm

Fatigue Bending Stress on Pinion

=

For using Hobbing =

50
50+200

Pitch line velocity = 40 103 1425 = 179 = 2.98

=

50
50+2002.98

= 0.6719

= 0.3603 According to 20 teeth Pinon meshing with 60 teeth Gear

6

125
= 13
0.6719 20 2 0.3603

Using Material st52-3 with BHN=130

= 550

Se = S k a k b k c k d k e k f

Fatigue bending strength

S = 0.5 = 0.5 550 = 275 For < 1400

k a = 0.75 = 0.55

k b = 1 2

k c = 0.897 90%
ke = 1

k d = 1 < 350

k f = 1.3 According to = 0.55

Se = 275 0.75 0.897 1.3 = 240.5

240.5
13

= 18.5

19.58
11.6

= 11.5

Surface Fatigue Stress

=

= 191 1
= 0.6719

According to steel to steel contact

According to pitch line velocity = 2.98

= 20

= 40
125
= 191
= 267.66
0.6719 20 40 0.1205

Surface strength

= 1 > 106

= 1

= 1 < 120

= 0.8 90%
7

 = 2.76 70 = (2.76 130) 70 = 288.8

= 191

0.671920400.1205

= 361

= 231.23
231.23
= =
= 1.84

125

1.84
=
1 1.6

= 1.15

1.3 Design of Flange coupling

To find the diameter of input shaft

The Diameter of motor shaft = 12
The torque of motor = 2.5 .
The material of shaft is (St 37) with = 370 = 215
= 107 )
By assuming safety factor = 3
. 16
=
=

the shear yield strength =

3
=
16

107
3

3 30
2.5 10 =
16
3

= 7.5
Hence the shaft diameter of the motor shaft =12 mm
So the diameter of input shaft =12mm

= 35.7

Design for Hub

The outer diameter of the hub = 2
= 2 12 = 24
The length of the hub = 1.5
= 1.5 12 = 18
Checking shear stress for the hub

.
16
=

( 4 4 )
16 2500 24
=
(244 124 )

The = 0.98 so it's safe

Design for key

From standard for diameter = 12 found that the
dimensions of key
Are 4 4
=

2 2 2500
=

12

= 416.3
By assuming the safety factor = 3 and the material of the key same as the material of
shaft with = 107
To get the shear length
The shear stress on the key =
=

107
3

= 35.7

416.3
=
=
35.7
4
= 3
9

 To get the bearing length

The permissible bearing stress =
=

215
3

= 71.7

416.3
=
=
71.7

2
2
= 3 mm

So, according to standard take = 10

Then the key dimensions = 4 4 10

Design for Flange

The thickness of flange = 0.5 = 0.5 12
= 6
Checking shear stress on the thickness of flange
=

2 2 2500
=
= 208

24

208
=
=
= 0.46
24 6

The outer diameter of Flange = 4 = 4 12

= 48

The shear stress on the Flange less than the permissible shear yield strength, so it's safe

3.4 Design of bolts

Type of bolts which will be used (through bolt)
= 3 = 3 12 = 36

=
2

0.15 3

36
= 2 2500
2

= 617

10

1.3
2
( 4 )

2 1.3 4 3
=

240

= 3.57
3 bolts M5 will used (class 4.6)
Design for spigot and recess
= 1.5
= 1.5 12 = 18

4. Preliminary calculations of shafts

4.1 Input shaft
Static checking of the critical
sections (A, B)
The selected material for the
shaft is ST37
= 370
= 215

11

At SECTION (A)
The shaft is subjected to torsional and bending stress:
= 15

= 2.5 .

M=RA x 5=66.5 x 5 x 10-3= 0.3 Nm

USING THE DISTURTION ENERGY THEORY

=
=

16

32
3

162.5103
153

320.3103

153

= 3.8 Mpa

= 1.004

= ( 2 + 3 2 )2 = (1.0042 + (3 3.82 )0.5 = 6.6

215
=
= 32.5

6.6

At section (B)
The shaft is subjected to tensional and bending stresses:
= 17

= = 2.66 .

= 2.5 .

= ( 2 + 3 2 )2
=

32
3

322.66103

16
3

173

= 5.5

162.5103
173

= 2.6

= ( 2 + 3 2 )2 = (5.52 + (3 2.62 )0.5 = 7

12

215
=
= 30

a. Verifying calculations of safety at critical sections:

In verifying calculations we take the effects of the variation in loads and the fatigue stress
concentration the shaft is subjected to complete reversed bending stress with constant
torque

At Section (A)
= 15 = 2.5 . = 0.3 .
Using the distortion energy theory and Good man criteria
The marine equation:
=
The specimen endurance limit:
= 0.5 For < 1400

= 0.5 370 = 185

Surface factor :
SURFACE FINISH
GROUND
MACHINED OR COLD
DRAWEN
HOT ROLLED
AS FORGED

FACTOR (a),Mpa
1.58
4.51

EXPONENT( b)
-0.085
-0.265

57.7
272

-0.718
-0.995

= ( )
For machined surface finish = 4.51 = 0.265
= 4.51 (320).265 = 0.9779

13

Size factor :
Size factor is depend on the diameter of the section being checking for safety so the size
factor will be calculated for each section.
= 1.24 0.107 For 2.79 51
= 1.24 (15)0.107 = 0.9281
Load modification factor:
= 1

For combined bending and torsional stress

Temperature factor:
= 1

For 350

Reliability factor:
RELIABILITY %
50
90
95
99
99.9
99.99
99.999
99.9999

RELIABIITY
FACTOR
1
0.897
0.868
0.814
0.753
0.702
0.659
0.62

= 0.897 For 90% Reliability

14

Miscellaneous effect's modification factor :

Notch sensitivity for bending: = 0.54 with ( = 0.5 , = 0.55 ) from chart 1
Notch sensitivity for torsion: = . 56 with ( = 0.5 , = 0.55 ) from chart 2
Theoretical stress concentration factor for bending = 2.1 with ( = 1.3 , =
0.03 ) from chart 3
Theoretical stress concentration factor for torsion = 2.1 with ( = 1.3 , =
0.03 ) from chart 4
=

Chart 1 .the sensitivity for bending and axial load

15

Chart 2 .notch sensitivity for tensional load

Chart 3.theoretical stress concentration for bending in shaft shoulder

16

Chart 3.theoretical stress concentration for torsion in shaft shoulder

Fatigue bending stress concentration = 1 + ( 1) = 1 + 0.54(2.1 1) = 1.59

Fatigue Tensional stress concentration = 1 + ( 1) = 1 + 0.56(1.5 1) =
1.28
= (185)(0.9779)(0.9281)(0.897)(0.6274) = 94.5
32 32 1.59 0.3 103
= =
=
= 1.59
3
(15)3
1
2 2

= [3( ) ] = [3 (

1
3 2 2

1
2 2

16
16 1.28 2.5 10
=
)
]
[3
(
) ] = 8.36
3
(153 )

1
1.59 8.36
=
+
=
+
94.5 370

17

= 25

At section (B)
= 17

= = 2.66 .

= 1.24 (17)0.107 = 0.9157

= 0.9779

= 1

= 1

= 2.5 .

= 0.897
The Key bottom fillet radius = 0.4 , = 0.32
= 0.49

, = 0.53

= 2.1

= 3

= 1 + ( 1) = 1 + 0.49(2.1 1) = 1.068
= 1 + ( 1) = 1 + 0.56(1.5 1) = 1.28
=

1
1
=
= 0.9358
1.068

= 0.9779 0.9157 0.897 0.9358 185 = 139

= = 1.0686 5.515 = 5.893
1
2 2

= [3( ) ] = [3(2.06 2.592)2 ]2 = 9.25

1
5.893 9.25
=
+
=
+

139
370
= 15

18

4.2Preliminary calculations of output shaft

The output shaft has the same input shaft dimensions and material, it subjected to the
same reactions but the output torque is = 6.57 .

19

At section (A)
the section (A) is subjected to the same loads subjected to section (B) in the input shaft
the same bending moment so the alternating stress is the same but the mean stress is
depend on the output shaft so we must calculate it .
= 17

= = 2.66 .

= 139

16
3

= 2.06

166.57103
(17)3

= 5.893

= 6.8

1
2 2

= [3( ) ] = [3(2.06 6.8)2 ]2 = 24.3

1
5.893 24.3
=
+
=
+

139
370
= 9
At section (c)
Section (c) is subjected to the same loads as section (A) in the input shaft
= 15 = 6.57 .

= 0.3 .

= 1.599 , = 1.28
=

16
3

166.57103
153

= 11.3
1
2 2

= [3( ) ] = [3(1.28 11.3)2 ]2 = 25

1
1.599 25
=
+
=
+
81.72 370
= 11

20

5. BEARING SELECTION
5.1 BEARING SELECTION FOR INPUT SHAFT:
The expected bearing life l=20kh for 8 hours service
time per day
60 1/

C10= (

60

Rating life L10=LR NR 60 = 106 cycle

The applied force
FD = R =66.5N
C10 = 66.5 (

20 103 1425 60
106

1/3

= 795.2

C10= 0.795 KN
From FAG catalogue Bearing 6002 is selected according to the construction:
Bore diameter d=15 mm Housing diameter D= 32 mm Width B =9 mm
Loading capacity C= 5.6 KN

5.2 BEARING SELECTION FOR OUTPUT SHAFT:

The output shaft is subjected to the same reactions but the rotational speed will be 475
rpm

60 1/

C10= (

60

C10 = 66.5 (

20 103 475 60
106

1/3

= 551.4

C10 = 0.5514 KN
WE WILL SELECT THE SAME BEARING FOR THE OUTPUT SHAFT ACORDING TO THE
CONSTRUCTUON

21

6. FEATHER CALCULATION:
Checking the safety factor for the input shaft feathers
T=2.5Nm
PINION FEATHER (bxhxL) = (5x5x15) mm
Coupling feather (bxhxL) = (4x4x10) mm
Assuming the material of the feather is the same as the shaft material steel (st37-2)

= 320 = 180
CHECKING THE SAFETY OF THE PINION FAETHER: d=17 mm
=

n=

0.5

2
=

0.5

0.5 215 17 5 15

n=

2 2.5 103

= 27.4

SAFETY AGINEST CRUSHING

n=

0.5

0.5 215 17 5 15

n=

4 2.5 103

= 13.7

CHECKING THE SAFETY OF THE COUPLING FEATHER: d=12 mm

n=

0.5
2

n=

0.5 215 12 4 10

= 10.3

2 2.5 103

SAFETY AGINEST CRUSHING

n=

0.5
4

n=

0.5 215 12 4 10
4 2.5 103

= 5.2

Checking the safety factor for the output shaft feathers:

Gear feather (5x5x15) mm

n=

0.5
2

n=

0.5 215 17 5 15
2 6.57 103

= 10.4

SAFETY AGINEST CRUSHING

n=

0.5
4

n=

0.5 215 17 5 15
4 6.57 103

22

= 5.22

Chapter 2.Material specification

The selection of the materials is a very important step in designing a new device or a
product involves a lot of considerations. In the contrary to ease for ourselves the
manufacturing process and tends to the common materials in the market we decided to
do the opposite. We choose the materials then we checked it if it's suitable for the
working conditions and loads.

St37-2

Chemical composition
Chemical
elements

C
16mm
max

C>16mm Si
max
max

Mn
max

P
max.

%,by mass

0.17

0.17

1.40

0.045 0.045

--

S
max.

St37-2 steel plate Mechanical properties

Nominal
to 16
thickness (mm)

16 - 40 40 - 63 63 - 80

80 100

Minimum yield
235
strength (MPa)

235

195

Nominal thickness
(mm)

to 3

215

205

100 150

150 200

3 - 100

Tensile strength (MPa) 360-510

340-470

Equivalent grades of grade ST37-2 (1.0037)

Europe

France

Italy

China

Japan

En10025(93) NFA35-501 BS4360

UNI7070

GB

JIS3101

S235JR

Fe 360B

E24-2

U.K.

40A

23

SS400

ST37-2 steel is Non-alloy steel. Mainly used for riveting, bolting, welding purposes.
Structural Steels like ST37-2 is used in many applications, combining good welding
properties with guaranteed strengths. There are many grades and the uses varied
including civil and industrial engineering. High strength low alloys have replaced many
structural steels where weight reduction is important (e.g. automotive) but with
guaranteed strengths.

St52-3
Categorized as Alloy steel and is a kind of material for boilers, pressure vessels and pipes
transporting hot liquids. Good weldability, and with its low carbon equivalent, it possesses
good cold-forming properties and is known for its durability, corrosion resistance & long
service life.
Chemical composition
Grade C. % Mn.%

S.

Cu Nb

Ti. Si.

P.

AL Cr. Mo. Ni

Vi

A ST 0.10- 0.100.015 0.012 0.3 0.02 0.03 0.6 0.025 0.02 0.3 0.08 0.3 0.02
52 0.22 1.70

A ST 52 steel Mechanical properties

Grade

Type

A ST
Normalized
52

Yield
Thickness
Tensile
Elongation
strength
mm
Strength MPa % (min)
Mpa(min)

16
16 >
to40

Impact Energy (KVJ)

(min)
-20

+20

355

510-650

20

27

34

40

345

510-650

20

27

34

40

335

460-580

20

27

34

40

24

40 >
to60

60 >
to100

315

490-630

20

27

34

40

295

480-630

20

27

34

40

280

470-630

20

27

34

40

UNE
36.080

EN 10025

100 >
to150

150 >
to250

Equivalent grades of St 52-3 N steel

Material UNI 7070 BS 4360
DIN 17100
St 52-3 N

1.057

Fe 510 D

50 D

25

AE 355 D S355J2G3

Chapter 3. Assembly & Disassembly

3.1 Disassembly Procedures:-

Before starting in any operation the operator that

will perform the job needs to make sure that the
power is off and every moving parts at a complete
stop.
1. First of all the set the device output shaft(6)
free from the flange coupling by using the
proper equipment depend on the fastening
method

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2. Put the oil holder under the oil drain plug and
open with an open end wrench or angled
socket wrench with hex diameter 13mm and
remove the screw and the 2 brass washers
and wait until all the oil exit.

3. Check if there is any oil spoilage and if there is clean it immediately.

4. By using an angled socket wrench with hex diameter 8mm start to remove the cover
12 screws with leaving the four corner screws to the last.

5. Remove the output shaft (6) closed cover (8) by using a wrench with hex diameter
10mm to untighten the 4 screws.
6. The output shaft(6) will be free by a slight hammering on its full face to avoid the
damage of the shaft and especially to avoid the hard impact between the gear and
the housing wall and potentially damage of gear teeth.
7. Now the shaft (6), gear (7) are free and the closed side bearing(C).
8. The distance ring had felt in the housing pick it up by hand.
9. Untightened the output open cover (3) by an open end wrench with hex diameter
10mm and dismantle the retainer ring.
10.Push the bearing (D) from the inside by hand and if it didnt work out try to slight
hammer from the outside with a wider surface than the bearing inner hole.
11.Open the closed cover (2) of the input shaft (5).
12.Disconnect the motor (1) and shaft flange coupling (01) by using Allen key size
6mm.
13.Separate the coupling by hand, which will push the bearing (B) out and set the shaft
and pinion (1) free.
14.The distance ring had felt in the housing pick it up by hand.
15.Slight hammer on the bearing (A) to knock it out.
16.The only thing left is to remove the fixing bolts of the housing to be able to move it
if needed.

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3.2 Assembly Procedures:1. Before any assembly work is performed, all internal
elements of the gear drive should be inspected.
Cleaned and dried. All gear teeth, bearing cups, and
bearing rollers should be visually checked for signs of
excessive wear.
2. Place the feather that will connect the input shaft (5)
and pinion (1) then put the pinion in the housing (02)
and through the shaft by the guidance of the feather and feather way.
3. Insert the bearing (B) from the closed side cover (2).

4. From the opposite side insert the distance ring first

to settle next to the pinion (1) then insert the other
bearing.

5. Insert the retainer ring in the open cover (9) and

assemble both of the cover.
6. Place the feather that will connect the input shaft (5)
and the flange coupling the assemble half of the
flange with the feather and connect the flange
together with the M6.
7. Repeat the pervious steps from 3-7 to assemble the output shaft.
8. Finally fix the housing with the base.

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Chapter 4. LUBRICANT AND MAINTAINANCE

Improper lubrication is among the leading causes of gearbox failure. Thus, it makes sense
that proper lubrication plays a key role in achieving satisfactory performance and
extending the life of gear (or speed) reducers. Lets review some important points.
A big step toward success is choosing the proper lubricant from one of two basic types:
mineral-based or synthetic (with the most common synthetic types being hydrocarbon
polyalphaolefins [PAOs] and polyalkylene glycols [PAGs]). That choice should be
predicated on a products characteristicsi.e., viscosity, viscosity index, pour point and
additive package.
Conversely, choosing and/or using the wrong product, wrong viscosity, wrong additives,
etc., are steps toward improper lubrication. Likewise, not maintaining the correct oil-fill
level, operating the gearbox with dirty or contaminated oil and other poor lube practices
also can be the kiss of death for your equipment.

4.1Lubricant function in gear reducers

In all speed reducers or gear drives, friction is created between internal moving
components. The primary function of the lubricant is to minimize the friction caused by
the sliding and rolling action of the gears and bearings and to dissipate heat by providing a
thin layer of oil between moving components. With a typical thickness of just 0.00005 of
an inch, this layer of oil, known as elastohydrodynamic (EHD) film, separates the mating
surfaces of components, preventing metal-to-metal contact and minimizing wear. If the
EHD film is insufficient for the transmitted load, metal-to-metal contact of the mating
surfaces occurs and causes pitting of gear teeth. No EHD filmor an insufficient amount
of itcan also cause scuffing of the gear teeth and leads to bearing and gear failure.
The most important properties to consider when choosing the correct lubricant for a gear
reducer are viscosity, viscosity index and pour point.

Viscosity, a lubricants ability to resist free flowing when subjected to a force,

helps determine the thickness of the oil film throughout the expected operating
temperature. This resistance to free flowing is what produces the elastohydrodynamic film between the moving components. The International Standards
Organization (ISO) viscosity classification system and the Society of Automotive
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Engineers (SAE) grading system specify the viscosities of industrial lubricants. The
ISO and SAE viscosity of a given lubricant is measured at both 40 C (100 F) and 100
C (210 F). The viscosity range of a lubricant, by ISO grading standards, is usually
narrower than that used by SAE.

Viscosity index (VI) indicates the ability of the lubricant to resist viscosity
change as the temperature of the lubricant changes. The higher the VI, the wider
the operating temperature range of the oil while still being able to maintain its
rated viscosity. Synthetic lubricants have a much higher VI than mineral-based
products and can be used in very cold or very hot ambient conditions.

Pour point is the lowest temperature at which a lubricant will pour. Temperatures
lower than the pour point will cause the lubricant to solidify. For proper lubrication,
the pour point of a lubricant should be 10-15 degrees F lower than the coldest
expected ambient temperature.

The lubricant chosen for a specific application should have an ISO viscosity suitable for the
ambient temperature in which the reducer is expected to operate. The lubricant must be
able to maintain the EHD film
when subjected to the forces
created by the application.
Insufficient viscosity will cause
metal-to-metal contact and
premature wearand even
possible catastrophic failure. As the
operating loads on a gear reducer
increases, the reducer operating
temperature and required viscosity
increases.

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4.2 Gear reducer maintenance

The correct amount of oil must be maintained in a gear reducer to ensure long and
satisfactory performance. If the reducer operates with an insufficient amount of oil,
premature gear or bearing failure can occur due to oil starvation. Over-filling the reducer,
however, will create excessive churning that leads to excessive air entrapment. If this
occurs, overheating will most likely result due to the reduced ability of the air and oil
mixture to dissipate heat. To get the most accurate reading, the oil level should be
checked with the reducer not operating and after the reducer has had sufficient time to
cool.
On new applications, the reducer should be operated under normal loads for
approximately two weeks. During this break-in period, fine particles of metal will be
removed from the mating surfaces of the internal components and gears. After the twoweek break-in period, the oil should be drained and the reducer flushed to remove all
metal particles. The drain plug must also be cleaned prior to re-installation. To reduce cost
and waste, the break-in oil can be filtered and re-used in the reducer. The reducer oil level
should always be maintained to the proper level as indicated by the manufacturer.

4.3 Considering oil life

As a gear reducer operates, the lubricant begins to break down and oxidize. This process,
along with the starting and stopping of the reducer, causes sludge and varnish deposits to
form along with acids. The acids can attack yellow metals such as bronze gears or bearing
cages. Sludge formation prevents effective lubrication and interferes with the
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elastohydrodynamic oil film and can cause metal-to-metal contact between moving
components.
Thats why gear reducerslike any other types of mechanical equipmentshould have a
preventive maintenance (PM) schedule for changing the lubricant. The schedule is
dependent on the local conditions in which the speed reducer operates and the type of oil
selected. The lubricant should be changed every 2500 hours under normal operating
conditions. In extremely harsh environments, the lubricant must be changed more
frequently.
In helical or spur-gear speed reducers, the operating hours between oil changes can be
extended with the use of synthetic lubricants. Typically, when extremely cold or hot
ambient conditions exist, a synthetic should be selected. An added benefit of synthetic oil
is that it tends to reduce the overall operating temperature of the reducer. For worm-type
speed reducers, PAGs are very effective in reducing sliding friction and extending the
operating hours before a lubricant change is required.
Extreme pressure (EP) additivessuch as graphite or sulfur-phosphorusare highly
effective in reducing friction. These types of lubricants, however, generally should not be
used with internal backstops or brakes that rely on friction to operate correctly. The
manufacturer of the speed reducer should be contacted if theres any doubt about the
suitability of EP lubricants.
In addition to decreased lubricant life, excessive operating temperatures can lead to
increased lubricant contamination. The surface temperature of a heavily loaded speed
reducer can exceed 200 F degrees.
Once the reducer is shut off, it starts to cool, and condensation begins to form on the
inside of the gear case. Over time, depending on ambient conditions, the amount of water
forming on the inside of the gear reducer housing can be substantial. This type of
contamination can lead to bearing and gearing failure. The condensation displaces the
lubricant and results in an insufficient oil film between mating components. Depending on
the severity of the water contamination, the frequency of servicing the lubricant may
need to be as short as 250 hours. Proper selection of desiccant filters and breathers will
help minimize condensation damage.
Gear reducers operating under heavily loaded conditions at slow speeds will generate high
operating temperatures. This high operating temperature decreases the useful life of the
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lubricant and results in more frequent lube changes. This is true for both mineral-based
and synthetic lubricants. In fact, the useful life of a typical mineral-based product at 200 F
can be as short as 2000 hours.

4.4 Gear Drive Maintenance Schedule

First Week

1. Check all bolting and retighten if necessary.

2. Check oil level while unit is not running.
3. Remove inspection cover and examine gear teeth for undue wear.
4. With unit running, observe shaft extensions for axial or radial run out.
5. Inspect unit for oil leaks.
6. Check operating temperature.

First Month

1. Drain unit and discard oil.

2. Fill with a good grade of flushing oil, SAE 10.
3. Operate unloaded for approximately fifteen minutes.
4. Drain out flushing oil.
5. Replace filter element, if so equipped.
6. Refill with proper quantity and quality of oil.
7. Operate unit for a few minutes.
8. Check oil level.

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Semi-Annually

1. Drain and discard oil.

2. Flush with a good grade of flushing oil, SAE 10.
3. Replace filter element, if so equipped.
4. Remove inspection cover and examine gear teeth for undue wear.
5. Check breather element, clean or replace as necessary
6. Refill with the proper quantity and quality of oil.
7. Operate for a few minutes, check oil level.
8. Check all bolting and retighten if necessary.

Annually

1. Repeat semi-annual maintenance inspection. If conditions warrant,

complete disassembly and inspection may be required.
2. Drain and disconnect couplings.
3. Follow disassembly procedures
4.5 CONCLUSION
Selecting the proper lubricant and maintaining and implementing a good oil sampling and
analysis program will help to determine the proper servicing intervals of gear reducers.
Changing out a lubricant more frequently than necessary will result in wasted resources
and drive up maintenance cost. Not changing the oil when needed, however, will lead to
premature reducer damage and possible catastrophic failure. Keep in mind that the
proper selection of a lubricant and establishment of a routine PM program will result in
less equipment downtime and higher productivity.

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Troubleshooting

35

36

References
Shigley, J.E. and Mischke, C.R. (2015) Mechanical Engineering Design, McGraw-Hill,
New York.
Bojko, L.S. et al. (1984) Reducers and Motor-Reducers in General Mechanical Engineering
(in Russian), Machinostroenie, Moscow.
Bolotovski, I.A. et al. (1980) Involute Spur Gear Drives (in Russian), Mashinostroenie,
Moscow.
Boyer, H.E. (ed.) (1975) Metals Handbook, Failure Analyses and Prevention, 8th edn, vol.
10,American Society for Metals, Metals Park, Ohio.

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