New Friction Mechanical Transmission

International Journal of Engineering Inventions
e-ISSN: 2278-7461, p-ISSN: 2319-6491
Volume 3, Issue 7 (February 2014) PP: 01-05

New Friction Mechanical Transmission
Radostin Dolchinkov, Ph.D
Associate Professor, Faculty of Computer Science and Engineering Burgas Free University Burgas, Bulgaria

Abstract: Creation of transmission gear and overcoming of drawbacks such as high cost of materials; design
of instruments, tools and machines; precision control etc., can be achieved by using existing machine elements.
Good results can be reached with some minor alterations in the construction, with suitable combination of the
comprising elements and with the creation of efficient schemes. The aim of the present paper is to define the
structure and to carry out computer analysis of friction gear with two successive comprising elements.
Keywords: friction mechanical transmission, computer analysis, creation of efficient schemes.

I. Introduction
Efforts of experts in gear mechanisms have been focused mainly on minimization of overall
dimensions, higher transmission ratio and gear load capacity. This is a complicated process associated with
structural design, manufacturing control and operational tests. Achieving this would mean higher costs for
materials, engineering design of new tools, accessories and machinery, precision test facilities, etc.
These disadvantages can be overcome through the use of prefabricated machine components. Reasonable results
can be achieved through minor structural modifications and suitable combination of constituent components.
One of the standard components is a roller bearing –Fig. 1.

Figure 1.

Roller bearing structure

In case of bearing balls or rolls being connected to a detail where the axis of rotation coincides with the
axis of the bearing, when the bearing is in rotation, such detail entrained by the balls /rolls, would rotate i1 times
slower compared to the internal ring, and i3 times slower compared to the external ring, supposing one of these
rings is fixed. Under these conditions, the bearing is transformed into a mechanical reducer transmission with a
gear ration of either i1 or i3. [1]
An advantage of bearing-based reducers is compact design and simple structure, low production costs and
possibility for an extensive and flexible selection of transmission ratio value.

II. Kinematics Of Roller Bearing
Considering the kinematics of roller bearings (Fig. 2.), it can be found that both internal and external
rings can rotate at different angular speed. More frequently in practice, there are cases where one of the rings
(usually the external one) rotates. Roller bodies have angular speed around their respective axis of  g , while the
separator rotates along with these around the bearing axis at angular speed of

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0

[2].

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External

Internal
Figure 2.

Roller bearing kinematics

The linear speed of the internal ring groove points а (point А) and the external ring в (point В) can be
determined, as follows:

Va 

 .d a .na
60

;

Vb 

 .d b .nb

(1)

60

The linear speed of the separator (or of the centres of roller bodies around bearing axis) can be determined, as
follows:

V0 

Va  Vb  .d m .n0

2
60

(2)

Using the geometric relations for roller bearing for radial clearance equal to zero:

d a  d m  d g .cos  ; d b  d m  d g . cos 

(3)

Following substitution in (1) and (2), the resulting separator speed is:

0  0.5.a (1 

d g . cos 
dm

)  0.5.b (1 

d g . cos 
dm

)
(4)

Separator speed relative to internal ring is:

0( a )  0  a  0,5(b  a )(1 

d g . cos 
dm

)

(5)

)

(6)

Separator speed relative to external ring is:

0(b)  b  0  0,5(b  a )(1 

d g . cos 
dm

The angular speed of the shot (roller) around its axis is:

 g  0,5.( a  b ).(

2
2
d m  d g . cos 2


d m .d g

)

(7)

III. Roller Bearing – A New Friction Mechanical Transmission
In the case of friction mechanical transmission design with one roller bearing, the kinematic diagram
closely resembles the diagram of a planetary gear mechanism with two or more degrees of freedom, where
external and internal rings, separator and rolling bodies are respectively the central gears a and b, driver h and
satellite g (Fig. 3.). The analogy of motion performed by the individual units determines also the analogy of the
names used for these units:
- internal and external ring ↔ central units (central gears);
- balls or rolls ↔ satellites (satellite gears);
- separator ↔ driver. [3]
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Figure 3.

Roller bearing kinematic diagram

For the most common practical case of a rotating internal ring and a fixed external ring, we can determine:
b
iha 

d g . cos 
 h  b
da
1


 0,5.(1 
)
h
 a  b 1  iab d a  d b
dm

Respectively
b
0  h  0,5.a (1 

d g . cos 
dm

)  0,5.a

(8)

(9)

For a fixed internal ring
a
ihb  0,5.(1 

d g . cos 
dm

Respectively
a
0  h  0,5.b (1 

)

(10)

d g . cos 
dm

)  0,5.b

From the formulae 9 and 11 it can be inferred that when

(11)

a

is equal to

b , the following inequality holds:

a
b
h  h ,

therefore in the case of a fixed internal ring a (point load) the load frequency of the ring is higher and the
number of cycles of variable pressures is higher.
It has been practically found that during bearing rotation, the least favourable load condition exist for the roller
body, since rolling actions causes friction either against the separator, or ring grooves. The second highest
frequency of load is found with the internal ring, and then comes the external ring.

IV. Design Schemes
Various transmission ratios can be achieved through several optional diagrams (Fig. 4). [4]

Fixed separator 2
Fixed ring 1
Fixed ring 3
Figure 4.
Diagrams of driving and transmission
Two more sub-units can be derived from each of the diagrams depending on the bearing driver unit or
the driven unit and the type of fixed unit (Fig. 5.).

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Diagram of a fixed separator
Diagram of a fixed external ring
Figure 5.
Diagrams of driving and transmission
In the case of one bearing integrated into another bearing, the result would be a friction transmission
comprised of three components one placed inside the other, and having more degrees if freedom (Fig. 6).
Interconnection or fixing of any of its units results in various mechanisms. [5]

Figure 6. Kinematic diagram of a friction mechanical transmission with three components, one of them inserted
in the other

V. Structural Design
The structural design of a friction mechanical transmission with two components, one of them inserted
in the other, is demonstrated on Fig. 7.

Figure 6.

Structural design of the kinematic diagram, shown in Fig. 6.

The software used for the design and the simulation of transmission gears is NX UNIGRAPHICS. This
CAD based software product is in a complete line of succession to the CAM systems by way of installing an
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additional module. It helps create 3D objects and enables the implementation of various simulations. These
demonstrate hidden defects of during the design stage of future articles, and enable structural modifications,
removal or addition of components, dimensional changes of an article, design changes, etc.

Figure 8. Computer model of the mechanical friction gear with two one in the other components

V. Conclusion
•
•
•
•

Analogy between planetary and differential gear mechanisms enables segmentation of the resultant
mechanisms and sample classification of a friction transmission.
This will enable exact analysis, prompt calculation and correct application of the design/diagram/ friction
gear used.
This will enable proper and financially viable design of friction gears.
Using computer modelling (Fig. 8 and Fig. 9), one can choose correct solutions, quickly and precisely,
for experiments needed to arrive at a structural design that is most advantageous from the technical and
engineering perspective.

Figure 9. Practical implementation of the model of Fig. 8

REFERENCES
[1]
[2]
[3]
[4]
[5]

Dolchinkov R., Bearing based reducer gear, Collection of scientific works, Angel Kanchev University -Rousse, volume 41, series 2,
Mechanical engineering sciences, Rousse, 2004
Dolchinkov R., Tonev G. Structural and kinematic analysis of a friction gear with two components integrated one into the other,
Journal of the Techical University at Plovdiv “Fundamental Sciences and Applications”, Vol. 13, 2006.
Dolchinkov R., Tonev G. Structural and kinematic analysis of a friction gear with two components integrated one into the
other,Yearbook of Burgas Free University, Vol.XV, 2007
Dolchinkov R., Classification of friction transmissions with two components, Part 1, Journal of the Techical University at Plovdiv
“Fundamental Sciences and Applications”, Vol. 14, 2009.
Dolchinkov R., Classification of friction transmissions with two components, Part 2, Journal of the Techical University at Plovdiv
“Fundamental Sciences and Applications”, Vol. 14, 2009.

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New Friction Mechanical Transmission

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