2 Mark Questions 14 &7 Mark Questions

Total Page:16

File Type:pdf, Size:1020Kb

2 Mark Questions 14 &7 Mark Questions 16AE213 – MECHANICS OF MACHINES IAE 2 Question Bank 2 Mark Questions 1. State D’ Almbert’ s principle 2. Define principal of superposition. 3. Classify gears based on the position of its shaft axis. 4. Explain Cycloidal tooth profile. 5. Write short note on undercutting with neat sketch. 6 Differentiate Piston effort and Crank effort 7 Differentiate static force and inertia force 8 List some methods to avoid interference. 9 Explain Law of Gearing. 10 Write short note on Length of path of contact. 14 &7 Mark Questions 11 Explain gear nomenclature with neat sketch. 12 The crank and connecting rod of a steam engine are 0.3m and 1.5m in length The crank rotates at constant speed of 190 rpm. Determine the crank angle which the maximum velocity occurs, Maximum velocity of the piston, The position of the crank for zero acceleration of the piston and the displacement of the piston. 13 The sun and planet gear of an epicyclic gear are shown in Fig . The annular gear D has 100 internal teeth, the sun gear A has 50 external teeth and planet gear B has 25 external teeth. The gear B meshes with gear D and gear A. The gear B is carried on the arm E, which rotates about the centre of annular gear D. If the gear D is fixed and arm rotates at 20 rpm, then find the speeds of gears A and B. 1 14.Two involute gears in mesh have 20° pressure angle. The gear ratio is 3 and the number of teeth on the pinion in 24. The teeth have a module of 6 mm. The pitch line velocity is 1.5 m/s and the addendum equal to one module. Determine the angle of action of the pinion (the angle turned by the pinion when one pair of teeth is in the mesh) and the maximum velocity of sliding 15 A pair of spur gear with 30 and 60 teeth are of involute profile and pressure angle is 200. Find the maximum addenda on the pinion and gear wheel to avoid interference if module is 6 mm. 16 Explain Length of path of contact with near sketch. 17 In a slider crank mechanism, the length of the crank and connecting rod are 150 mm and 600 mm respectively. The crank position is 60° from inner dead centre. The crank shaft speed is 450rpm (clockwise). Using analytical method, determine: 1.Velocity and acceleration of the slider 2.Angular velocity and angular acceleration of the connecting rod. 18 In a vertical double-acting steam engine, the connecting rod is 4.5 times the crank. The weight of the reciprocating parts is 120 kg and the stroke of the piston is 440 mm. The engine runs at 250 rpm. If the net load on the piston due to steam pressure is 25 kN when the crank has turned through an angle of 120° from the top dead centre, determine the, i) Thrust in the connecting rod ii) Pressure on slide bars iii) Tangential force on the crank pin iv) Thrust on the bearings Turning moment on the crankshaft 19 In a compound Epi-cyclic gear train as shown in the figure-I, has gears A and an annular gears D & E free to rotate on the axis P. B and C is a compound gear rotate about axis Q. Gear A rotates at 90 rpm CCW and gear D rotates at 450 rpm CW. Find the speed and direction of rotation of arm F and gear E. Gears A,B and C are having 18, 45 and 21 teeth respectively. All gears having same module and pitch. 20 Two gear wheels mesh externally and give a velocity ratio of 3. The teeth are of involute from of module 6. The standard addendum of one module being used. If the pressure angle is 20 and pinion rotates at 90 rpm. Find: (i) Number of teeth on each wheel so that 2 interference is just avoided. (ii) The length of path of contact. (iii) Contact ratio. (iv) Maximum velocity of sliding between the meshing teeth. 21 Determine the minimum number of teeth required on a pinion, in order to avoid interference which is to gear with (1) a wheel to give a gear ratio of 4 to 1 and (2) an equal wheel. The pressure angle is 200 and a standard addendum of 1 module for the wheel may be assumed. 22 Differentiate Cycloidal and Involute gear profile. 3 .
Recommended publications
  • Mechanical Design and Analysis of a Discrete Variable Transmission System for Transmission-Based Actuators
    University of Tennessee, Knoxville TRACE: Tennessee Research and Creative Exchange Masters Theses Graduate School 5-2004 Mechanical Design and Analysis of a Discrete Variable Transmission System for Transmission-Based Actuators Sriram Sridharan University of Tennessee - Knoxville Follow this and additional works at: https://trace.tennessee.edu/utk_gradthes Part of the Mechanical Engineering Commons Recommended Citation Sridharan, Sriram, "Mechanical Design and Analysis of a Discrete Variable Transmission System for Transmission-Based Actuators. " Master's Thesis, University of Tennessee, 2004. https://trace.tennessee.edu/utk_gradthes/2205 This Thesis is brought to you for free and open access by the Graduate School at TRACE: Tennessee Research and Creative Exchange. It has been accepted for inclusion in Masters Theses by an authorized administrator of TRACE: Tennessee Research and Creative Exchange. For more information, please contact [email protected]. To the Graduate Council: I am submitting herewith a thesis written by Sriram Sridharan entitled "Mechanical Design and Analysis of a Discrete Variable Transmission System for Transmission-Based Actuators." I have examined the final electronic copy of this thesis for form and content and recommend that it be accepted in partial fulfillment of the equirr ements for the degree of Master of Science, with a major in Mechanical Engineering. Arnold Lumsdaine, Major Professor We have read this thesis and recommend its acceptance: William R. Hamel, Frank H. Speckhart Accepted for the Council: Carolyn
    [Show full text]
  • Eaton® Repair Information
    ® Eaton October, 1991 Hydrostatic Transaxle Repair Information A 751, 851, 771, and 781 Transaxle 1 The following repair information applies to mance. Work in a clean area. After disassem- the Eaton 751, 851,771, and 781 series hydro- bly, wash all parts with clean solvent and blow static transaxles. the parts dry with air. Inspect all mating sur- faces. Replace any damaged parts that could cause internal leakage. Do not use grit paper, files or grinders on finished parts. Note: Whenever a transaxle is disassembled, our recommendation is to replace all seals. Lubricate the new seals with petroleum jelly before installation. Use only clean, recom- mended hydraulic fluid on the finished sur- faces at reassembly. Part Number, Date of Assembly, and Input Rotation Stamped on this Surface 6 The following tools are required for disas- Assembly Date of Part Number Input Rotation Build Code sembly and reassembly of the transaxle. (CW or CCW) • 3/8 in. Socket or End Wrench Customer • 1 in. Socket or End Wrench Part Number XXX-XXX XXX XXXXXX Factory ( if Required ) XXXXXX XX/XX/XX 11 Rebuild • Ratchet Wrench Code • Torque Wrench 300 lb-in [34 Nm] Original Build Factory Rebuild ( example - 010191 ) ( example - 01/01/91 11 ) • 5/32 Hex Wrench 01 01 91 01 01 91 11 • Small screwdriver (4 in [102 mm] to 6 in. Year Number of [150 mm] long) Day Year Times Rebuilt (2) • No. 5 or 7 Internal Retaining Ring Pliers Month Day Month • No. 4 or 5 External Retaining Ring Pliers • 6 in. [150 mm] or 8 In.
    [Show full text]
  • Download Full-Text
    Journal of Mechanical Engineering and Automation 2020, 9(1): 1-8 DOI: 10.5923/j.jmea.20200901.01 Verification of the Dynamic Characteristics of an Epicyclic Gear Train Using Epicyclic Gear Train and Torque Apparatus Mauton Gbededo1,2,*, Chukwuemeke Onyenefa2, Matthew Arowolo1 1Department of Mechatronics Engineering, Federal University, Oye-Ekiti, Nigeria 2Department of Mechanical & Biomedical Engineering, Bells University of Technology, Ota, Nigeria Abstract An epicyclic gear train consists of two gears, mounted so that the center of one gear revolved around the center of the other. A carrier connects the centers of the two gears and it rotates to carry one gear, called the planet gear or planet pinion, around the other, called the sun gear or sun wheel. The planet and sun gears were meshed so that their pitch circles rolled without slipping. A point on the pitch circle of the planet gear traced an epicycloid curve. This paper deals with analysis and verification of dynamic characteristics of an epicyclic gear train using the gear train and torque apparatus. The apparatus was installed in the Engineering lab while taking adequate safety precautions to ensure accurate collection of data. A record of the input, holding and output at various speed of the gear system were taken. At the end of the experiment, gear ratio, speed ratio and torque relationship of the epicyclic gear train were obtained. The experimental results were compared to the analytical data from various calculations using respective governing equations. It was observed that the experimental results were similar to the analytical data obtained for the speed ratio and torque relationship with a maximum 1.11% deviation between the two methods for torque relationship and 1.6% for the speed ratios, which were due to some frictional and mechanical losses in the belt and gear system.
    [Show full text]
  • INDUSTRIAL REVOLUTION: SERIES ONE: the Boulton and Watt Archive, Parts 2 and 3
    INDUSTRIAL REVOLUTION: SERIES ONE: The Boulton and Watt Archive, Parts 2 and 3 Publisher's Note - Part - 3 Over 3500 drawings covering some 272 separate engines are brought together in this section devoted to original manuscript plans and diagrams. Watt’s original engine was a single-acting device for producing a reciprocating stroke. It had an efficiency four times that of the atmospheric engine and was used extensively for pumping water at reservoirs, by brine works, breweries, distilleries, and in the metal mines of Cornwall. To begin with it played a relatively small part in the coal industry. In the iron industry these early engines were used to raise water to turn the great wheels which operated the bellows, forge hammers, and rolling mills. Even at this first stage of development it had important effects on output. However, Watt was extremely keen to make improvements on his initial invention. His mind had long been busy with the idea of converting the to and fro action into a rotary movement, capable of turning machinery and this was made possible by a number of devices, including the 'sun-and-planet', a patent for which was taken out in 1781. In the following year came the double-acting, rotative engine, in 1784 the parallel motion engine, and in 1788, a device known as the 'governor', which gave the greater regularity and smoothness of working essential in a prime mover for the more delicate and intricate of industrial processes. The introduction of the rotative engine was a momentous event. By 1800 Boulton and Watt had built and put into operation over 500 engines, a large majority being of the 'sun and planet type'.
    [Show full text]
  • Obtaining a Royal Privilege in France for the Watt Engine, 1776-1786 Paul Naegel, Pierre Teissier
    Obtaining a Royal Privilege in France for the Watt Engine, 1776-1786 Paul Naegel, Pierre Teissier To cite this version: Paul Naegel, Pierre Teissier. Obtaining a Royal Privilege in France for the Watt Engine, 1776- 1786. The International Journal for the History of Engineering & Technology, 2013, 83, pp.96 - 118. 10.1179/1758120612Z.00000000021. hal-01591127 HAL Id: hal-01591127 https://hal.archives-ouvertes.fr/hal-01591127 Submitted on 20 Sep 2017 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. int. j. for the history of eng. & tech., Vol. 83 No. 1, January 2013, 96–118 Obtaining a Royal Privilege in France for the Watt Engine (1776–1786) Paul Naegel and Pierre Teissier Centre François Viète, Université de Nantes, France Based on unpublished correspondence and legal acts, the article tells an unknown episode of Boulton and Watt’s entrepreneurial saga in eighteenth- century Europe. While the Watt engine had been patented in 1769 in Britain, the two associates sought to protect their invention across the Channel in the 1770s. They coordinated a pragmatic strategy to enrol native allies who helped them to obtain in 1778 an exclusive privilege from the King’s Council to exploit their engine but this had the express condition of its superiority being proven before experts of the Royal Academy of Science.
    [Show full text]
  • Steam Engine Collection
    STEAM ENGINE COLLECTION The New England Museum of Wireless And Steam Frenchtown Road ~ East Greenwich, R.I. International Mechanical Engineering Heritage Collection Designated September 12, 1992 The American Society of Mechanical Engineers INTRODUCTION It has been said that an operating steam engine is ‘visual music’. The New England Museum of Wireless and Steam provides the steam engine enthusiast, the mechanical engineer and the public at large with an opportunity to experience the ‘music’ when the engines are in steam. At the same time they can appreciate the engineering skills of those who designed the engines. The New England Museum of Wireless and Steam is unusual among museums in its focus on one aspect of mechanical engineering history, namely, the history of the steam engine. It is especially rich in engines manufactured in Rhode Island, a state which has had an influence on the history of the steam engine in the United States out of all proportion to its size and population. Many of the great names in the design and manufacture of steam engines received their training in Rhode Island, most particularly in the shops of the Corliss Steam Engine Co. in Providence. George H. Corliss, an important contributor to steam engine technology, founded his company in Providence in 1846. Engines that used his patent valve gear were built in large numbers by the Corliss company, and by others, both in the United States and abroad, either under license or in various modified forms once the Corliss patent expired in 1870. The New England Museum of Wireless and Steam is particularly fortunate in preserving an example of a Corliss engine built by the Corliss Steam Engine Company.
    [Show full text]
  • Kinematics of Machinery (R18a0307)
    KINEMATICS OF MACHINERY (R18A0307) 2ND YEAR B. TECH I - SEM, MECHANICAL ENGINEERING DEPARTMENT OF MECHANICAL ENGINEERING UNIT – I (SYLLABUS) Mechanisms • Kinematic Links and Kinematic Pairs • Classification of Link and Pairs • Constrained Motion and Classification Machines • Mechanism and Machines • Inversion of Mechanism • Inversions of Quadric Cycle • Inversion of Single Slider Crank Chains • Inversion of Double Slider Crank Chains DEPARTMENT OF MECHANICAL ENGINEERING UNIT – II (SYLLABUS) Straight Line Motion Mechanisms • Exact Straight Line Mechanism • Approximate Straight Line Mechanism • Pantograph Steering Mechanisms • Davi’s Steering Gear Mechanism • Ackerman’s Steering Gear Mechanism • Correct Steering Conditions Hooke’s Joint • Single Hooke Joint • Double Hooke Joint • Ratio of Shaft Velocities DEPARTMENT OF MECHANICAL ENGINEERING UNIT – III (SYLLABUS) Kinematics • Motion of link in machine • Velocity and acceleration diagrams • Graphical method • Relative velocity method four bar chain Plane motion of body • Instantaneous centre of rotation • Three centers in line theorem • Graphical determination of instantaneous center DEPARTMENT OF MECHANICAL ENGINEERING UNIT – IV (SYLLABUS) Cams • Cams Terminology • Uniform velocity Simple harmonic motion • Uniform acceleration • Maximum velocity during outward and return strokes • Maximum acceleration during outward and return strokes Analysis of motion of followers • Roller follower circular cam with straight • concave and convex flanks DEPARTMENT OF MECHANICAL ENGINEERING UNIT – V (SYLLABUS)
    [Show full text]
  • Open Innovation of James Watt and Steve Jobs: Insights for Sustainability of Economic Growth
    sustainability Editorial Open Innovation of James Watt and Steve Jobs: Insights for Sustainability of Economic Growth JinHyo Joseph Yun 1,*, Kwangho Jung 2 and Tan Yigitcanlar 3 ID 1 Daegu Gyeongbuk Institute of Science and Technology (DGIST), 333, Techno Jungang-daero, Hyeonpung-myeon, Dalseon-gun, Daegu 42988, Korea 2 Korea Institute of Public Affairs, Graduate School of Public Administration, Seoul National University, 1 Gwanak-ro, Gwanak-gu, Seoul 086626, Korea; [email protected] 3 School of Civil Engineering and Built Environment, Queensland University of Technology (QUT), 2 George Street, Brisbane, QLD 4001, Australia; [email protected] * Correspondence: [email protected] Received: 11 May 2018; Accepted: 12 May 2018; Published: 14 May 2018 Abstract: This paper analyzes open innovation approach similarities and differences of James Watt and Steve Jobs—symbolic entrepreneurs of the First and Fourth Industrial Revolutions, respectively. The methodologic approach includes a review of the literature. Firstly, the key characteristics of the First and Fourth Industrial Revolutions are determined by comprehensively reviewing the literature—particularly books on both legendary innovation entrepreneurs. Secondly, the related preceding research that describes open innovation characteristics that James Watt and Steve Jobs possessed are critically analyzed. Thirdly, open innovation strategies promoted by the two innovation entrepreneurs are scrutinized by analyzing the related literature. The findings reveal the common and differing points of the two entrepreneurs’ open innovation strategies and approaches. This paper serves as an editorial piece and introduces the special issue entitled ‘Sustainability of Economic Growth: Combining Technology, Market, and Society’, where the special issue contains 19 papers directly related to the open innovation strategy of Steve Jobs and James Watt.
    [Show full text]
  • Reduction in Controlled DOF for a Cable Driven Variable Stiffness Actuator
    Reduction in Controlled Degrees of Freedom for a Cable Driven Variable Stiffness Actuator S. (Sanlap) Nandi MSC ASSIGNMENT Committee: dr. ir. J.F. Broenink dr.ir. W. Roozing dr. ir. S.S. Groothuis dr. ir. R.G.K.M. Aarts April, 2020 014RaM2020 Robotics and Mechatronics EEMCS University of Twente P.O. Box 217 7500 AE Enschede The Netherlands ii Reduction in Controlled DOF for a Cable Driven Variable Stiffness Actuator Summary Variable Stiffness Actuators (VSAs) are a class of actuators that are implemented in dynamic environments which very often involve human interaction. VSAs can change their stiffness without changing the equilibrium position which makes them suitable for the purposes of im- itating physical activity of humans. Traditional stiff actuators cannot achieve such response due to their inability to interact with an unknown environment. Hence, VSAs are highly useful in these aforementioned areas where the functions of traditional actuators are inadequate. A cable driven Variable Stiffness Actuator (VSA) proposed by Groothuis et al.(2020) contains multiple (four) degrees of freedom (DOFs). The presence of multiple actuated DOFs deems the system to be unusable as it is for its final purpose, which is to utilise it on an arm support. This system is therefore studied to evaluate the motion of the DOFs and couple them to reduce the actuated DOFs. The internal forces are investigated and are seen to be negated with coupling. The flow of energy in the system has been evaluated to do so. The total input power in the system is also assessed to check the energy-efficiency of the system.
    [Show full text]
  • Parts 3121251
    3121251 600SC/660SJC 3 4 600SC/660SJC 3121251 3121251 600SC/660SJC 5 TABLE OF CONTENTS SECTION 1 - FRAME ........................................................................................................................................................................... 9 FIGURE 1-1. GRADALL FRAME ASSEMBLY ............................................................................................................................... 10 FIGURE 1-2. GRADALL FRAME DRIVE ASSEMBLY .................................................................................................................... 12 FIGURE 1-3. GRADALL DRIVE TRACK ROLLER ASSEMBLY (BOTTOM) .................................................................................. 16 FIGURE 1-4. GRADALL FRAME TRACK ROLLER ASSEMBLY (CARRIER) ................................................................................ 18 FIGURE 1-5. GRADALL FRAME TRACK CHAIN ASSEMBLY ...................................................................................................... 20 FIGURE 1-6. GRADALL FRAME IDLER ASSEMBLY .................................................................................................................... 22 FIGURE 1-7. GRADALL FRAME SPRING AND SHOCK ASSEMBLIES ....................................................................................... 24 FIGURE 1-8. GRADALL FRAME ROTARY COUPLING ASSEMBLY ............................................................................................ 26 FIGURE 1-9. CATERPILLAR FRAME ASSEMBLY .......................................................................................................................
    [Show full text]
  • OS ENG V23 I03 008.Pdf (273.4Kb)
    The Knowledge Bank at The Ohio State University Ohio State Engineer Title: Steam's Third Man --- Creators: Boyce, Robert Issue Date: 1940-02 Publisher: Ohio State University, College of Engineering Citation: Ohio State Engineer, vol. 23, no. 3 (February, 1940), 8-9. Abstract: Something about William Murdock, whose efforts not only helped James Watt, but are still making life easier for us today URI: http://hdl.handle.net/1811/35673 STEAM'S THIRD MAN Something about William Murdock, whose efforts not only helped James Watt, but are still making life easier for us today By BOB BOYCE The steam engine owes its useful existence in our Watt's engine soon began to be used for manufactur- modern world, not to one man, James Watt, as we ing, and since this required rotary motion, he designed are accustomed to think, but to three co-workers whose an engine using the crank. However, someone else took resourceful combination took the invention of Thomas out a patent on the crank and Watt was forced to Newcomen, improved it, applied it, and sold the idea abandon it. Murdock saved the day, however, when he to the public. James Watt stands first in developing devised his sun-and-planet gear, which the conserva- the idea, Matthew Boulton second as promoter and tive Watt used even after the patent on the crank had supporter, and William Murdock third in improving expired. and applying it. Murdock had heard of Watt's original speculations The year 1939 marks the one-hundredth anniver- on a steam locomotive, and while in Redruth he de- sary of the death of William Murdock, this third man signed a successful model of his own, so that Watt told of the steam engine and inventor of gas illumination.
    [Show full text]
  • 1. Basics and Kinematics of Mechanism 2. Cam and Follower 3
    Machines and mechanisms Contents: 1. Basics and Kinematics of Mechanism 2. Cam and Follower 3. Governor 4. Gear and Gear Train 5. Inertia Force Analysis Basics and Kinematics Mechanism: 1. A rigid body possesses _____ degrees of freedom. a. One b. Two c. Four d. Six 2. Which of the following is an open pair? a. Journal bearing b. Ball and Socket joint c. Leave screw and nut d. None of the above 3. Which of the following is a higher pair? a. Turning pair b. Screw pair c. Belt and pulley d. None of the above 4. A higher pair has__________. a. Point contact b. Surface contact c. No contact d. None of the above 5. In a ball bearing, ball and bearing forms a a. Turning pair b. Rolling pair c. Screw pair d. Spherical pair 6 . Which of the following is an inversion of Single slider crank chain? a. Beam engine b. Rotary engine c. Oldham’s coupling d. Elliptical trammel 7. ________ is an inversion of Double slider crank chain. a. Coupling rod of a locomotive b. Scotch yoke mechanism c. Hand pump d. Reciprocating engine 8. A ball and a socket forms a a. Turning pair b. Rolling pair c. Screw pair d. Spherical pair 9. The Kutzbach criterion for determining the number of degrees of freedom (n) is (where l = number of links, j = number of joints and h = number of higher pairs) a. n = 3(L-1)-2j-h b. n = 2(l-1)-2j-h c. n = 3(l-1)-3j-h d.
    [Show full text]