BELT DRIVES

An investigation into the relationship between tensions in a

slipping pulley system

JONATHAN USBORNE
13-MAR-2012
SUMMARY
Power transmission and gearing are essential components of many mechanical
systems. Belt drives provide both at low cost and generally high efficiency. Their
versatility has lead to extensive application and a general understanding of the
engineering principles associated with such systems is paramount. This report
outlines an investigation to compare the mechanical theory of belt-driven
transmission to practical observations by measuring tension in a slipping belt.
Measuring the tension before and after contact with a driving pulley at several
different angles of contact allows for the comparison of torque, power and
efficiency under varying loads and angles. A peak in efficiency of 61.48% was
observed and the relationships between belt tension ratios examined.

ME10010: Belt Drive

Jonathan Usborne

TABLE OF CONTENTS
1. Introduction.................................................................................................... 2
2. Theory ........................................................................................................... 3
3. Method .......................................................................................................... 4
4. Results .......................................................................................................... 5
5. Discussion ..................................................................................................... 7
6. Conclusion..................................................................................................... 8
7. Bibliography................................................................................................... 8
Appendix A: Raw Data .................................................................................... 9
Appendix B: Derived Data ............................................................................. 10

1. INTRODUCTION
Belt drives are one of the oldest and still most common methods of power
transmission. Such low cost, low maintenance systems provide numerous
design advantages over alternative approaches with efficiency levels averaging
95%[1]. The introduction of Vee belts allowed for higher levels of transmission
over larger areas, and further provided the opportunity for more dynamic
gearing via variable diameter pulleys. Slippage of belts over pulleys acts as
both an advantage in terms of machinery protection / redundancy, but also a
shortcoming when it comes to efficiency.
Unintended slip can occur due to incorrect pulley profiles, insufficient friction or
excessive torque. This report outlines an investigation into the relationship
between the tensions in a slipping pulley (and consequently the torque)
comparing real power efficiency to theoretical estimations.

ME10010: Belt Drive

Jonathan Usborne

2. THEORY
Pulley systems rely on friction to allow the grip of the belt on the pulley to
transmit power. To enable this however the belt must be in tension, even whilst
stationary. At rest the tension in the belt will, by definition, be equal around the
entire system. In order to transmit power however, the driving pulley will be
required to exert a torque to move the belt, resulting in imbalanced forces
either side. The increased tension on the side of the belt leading onto the
pulley will be offset by the deceased tension on the other side.
Knowing Coulomb's law of friction and given a coefficient of friction of , an
angle of contact between belt and pulley of , and a Vee belt angle of 2
(illustrated in fig 1), the ratio of lower to higher tension (T1 and T2 respectively)
can be derived by integrating the tension difference (required to produce a
torque) with respect to between limits = 0, [2], giving
!"
!
=
!

!"# !

(1)

The string used in this experiment simulates a flat belt as opposed to a Vee. In
other words 2 = 180. Given sin 180 2 = 1, eqn [1] can be simplified to
!
= !"
!

(2)

The torque () exerted is defined as [2]. Given the two opposing

forces either side of the pulley, the net torque is calculated through eqn [3]
where the pulley radius is .
(3)

= ! !
The mechanical power of a wheel under torque is the product of the torque and
angular velocity[3], and thus given a rotational speed !"# ,
= !"# =

2 !"#

60

(4)

The power of the electric engine driving the pulley is known to be = ; as

such the efficiency of the system can be given by
2 !"#
!"# ! !
60
=
=
!"

(5)

ME10010: Belt Drive

Jonathan Usborne

3. METHOD
The apparatus consists of a variable DC motor directly driving a fixed radius
pulley of 50mm. A flat belt pinned to a load cell supports a variable mass at
one end. Several idler pulleys around the rig allow for the angle of contact
between the belt and driven pulley () to be set at 2, , 3 2 and 2 rad as
illustrated in figure 2.
The DC motor was delivered a constant 10V supply during the experiment and
connected to ensure a count-clockwise rotational velocity on the pulley such
that the tension was decreased on the load cell and conversely increased on
the mass. (! ! > 1)
T2 was altered by applying weight in 1N stages to the suspended end of the
belt. At each stage T1 (as measured by the load cell) was recorded. This
process was repeated for all four measures of .
For = 2 the current over the motor and rotational speed of the driven
pulley !"# , as measured by the DC power supply and a tachometer
respectively, were also recorded for use in efficiency calculations.
Figure 1: Vee belt angle

Figure 2: Pulley configuration

load
cell
2

T1

50
m

= 3!2

T2
= 2
weight
= !2

ME10010: Belt Drive

Jonathan Usborne

4. RESULTS
Tension in the belt after [T1] and before [T2] the pulley (as measured in N by
the load cell and weight respectively) was tabulated and is reproduced in
Appendix A. T1 was plotted as a function of T2 for all four values of .
Figure 3: Lower to higher belt tension at varied angles of contact

The ratio ! ! is defined as the belt tension ratio. Using a linear line of best fit
to estimate the gradient of the four plots the ratios were established.
Table 1: Belt Tension Ratios
Angle of Contact () (rad)

1.5510
2.2508
3.1446
4.2673

Knowing the BTR and for each dataset, the coefficient of friction () can be
derived from the gradient of the relationship rearranged from eqn 2 giving the
linear function:

!
=
!

(6)

ME10010: Belt Drive

Jonathan Usborne

Figure 4: Best fit line through eqn [6]

The gradient of the plot in fig 4, and hence the coefficient of friction (), was
calculated as 0.2146. Using this figure, and respective values of , a
theoretical plot of BTR was produced and compared to the experimental
observations at those four points.
Figure 5: Theoretical and experimental belt tension ratios

ME10010: Belt Drive

Jonathan Usborne

At position = 2 data regarding the current across the motor and the
rotational velocity of the pulley were recorded for each change in load. Input
and output power was then derived and an overall efficiency established using
eqn [5]. The torque at each data point (given by eqn [3]) was plotted as a
function of efficiency. The raw values are reproduced in Appendix B.
Figure 6: Torque (Nm) efficiency curve at = 2

5. DISCUSSION
Figure 5 illustrates a general conformity between experimental and
hypothetical values regarding belt tension ratios, thus positively affirming the
overall validity of the theory outlined in section 2. The slight divergence of
practical data points as increases can be attributed to marginal systematic
error.
The system efficiency behaves as expected, parabolically with respect to the
torque, and a maximum efficiency (found by differentiating the quadratic line of
best fit) was 61.48% at a torque of 0.222Nm. Whilst this is significantly lower
than predicted, it can be largely credited to estimations and assumptions made
during calculations. Most importantly this system is of a constantly slipping belt
as opposed to a traditional transmission system. Another large factor is the
assumed efficiency of the electric motor driving the main pulley. In reality there
would be power losses, due predominantly to internal friction, however for this
report power loss through the engine was not considered.

ME10010: Belt Drive

Jonathan Usborne

6. CONCLUSION
The maximum observed efficiency of the system was 61.48% and the
coefficient of friction estimated at 0.2146. Whilst discrepancies existed
between these figures and theoretical estimations, they were explained by the
constantly slipping nature of the apparatus. Most significantly the general
theory was confirmed, suggesting the efficiency and belt tension ratio are
related to the angle of contact between the belt and pulley such that an
increased angle (suggesting larger contact area and higher nominal friction)
will increase the ratio.
The efficiency profile highlighted the need to properly gear and load the
system, optimising efficiency by maintaining the optimal level of torque through
control of the tension differential and pulley geometry. It further identified the
potential advantages of slip in situations where torque is excessive.
Characteristics and trends were observed which revealed the main advantage
in belt-drive transmission systems. On top of factors related to cost and
efficiency, the level of control available through several variables, not to
mention belt type, means the continued widespread application of pulley
systems is unsurprising.

7. BIBLIOGRAPHY
[1] Carlisle Power Transmission Products LTD. Energy Loss and Efficiency of
Power Transmission Belts. Belt Technical Center. Springfield, Missouri
Available online at http://bit.ly/zfOfLX (accessed 12-MAR-12)
[2] Dunn, D. J. Solid Mechanics Dynamics Pulley Drive Systems.
Freestudy. Available online at http://bit.ly/zXJTT8 (accessed 12-MAR-12)
[3] Darling, J. Belt Drive Laboratory Exercise (ME10010 lab sheet).
University of Bath. 10-FEB-12

ME10010: Belt Drive

Jonathan Usborne

APPENDIX A: RAW DATA

T1 (N)

0.98

0.75

1.96

(A)

T2 (N)

0.35

0.1

0.1

1.5

1382

1.15

0.7

0.4

0.3

2.1

1333

2.94

1.8

1.15

0.75

0.5

2.8

1282

3.92

2.35

1.65

0.95

0.8

3.4

1234

4.9

3.05

2.15

1.3

0.9

1183

5.88

3.7

2.55

1.45

1.2

4.6

1133

6.86

4.3

2.9

1.95

1.4

5.3

1082

7.84

4.95

3.4

2.3

1.6

1027

8.82

5.7

3.8

2.55

1.9

6.5

978.7

9.8

6.3

4.2

2.9

2.2

7.2

913.2

ME10010: Belt Drive

Jonathan Usborne

APPENDIX B: DERIVED DATA

T1 (N)

0.98

0.75

0.35

1.96

1.15

0.7

2.94

1.8

1.15

3.92

2.35

1.65

4.9

3.05

2.15

5.88

3.7

2.55

6.86

4.3

2.9

7.84

4.95

3.4

8.82

5.7

3.8

9.8

6.3

4.2

10