Location via proxy:   [ UP ]  
[Report a bug]   [Manage cookies]                

Construction of A Constant Mesh Gear Box

Download as docx, pdf, or txt
Download as docx, pdf, or txt
You are on page 1of 21

1.

INTRODUCTION

In constant mesh gearbox, all the gears are in constant mesh with each other all the time. The
gears on the main shaft rotate freely without rotating the main shaft. Constant mesh gear box
consists two dog clutches. These clutches are provided on the main shaft, one between the
clutch gear and the second gear and the other between the first gear and reverse gear. When
the left side dog clutch is made to slide left by means of gearshift lever, it meshes with the
clutch gear and the vehicle runs on top speed. If this clutch slide right and mesh with second
gear, than the vehicle runs on second gear speed.Constant mesh gearbox is a type of
Transmission in which all or most of the gears are always in mesh with one another, as
opposed to a sliding-gear transmission, in which engagement is obtained by sliding some of
the gears along a shaft into mesh. In a constant-mesh manual gearbox, Gear ratios are
selected by small Clutches that connect the various gear sets to their shafts so that power is
transmitted through them. The following diagram shows the arrangement of a constant mesh
gear box

Construction of a constant mesh gear box


Constant gear mesh gearbox employed helical gears for power transmission. The gears are
rigidly fixed in the lay shaft. The gears in output shaft rotates freely without engaging with
shaft, thus not transmitting power. The gears in both shafts are always meshed together.
To engage the gears with output shaft dog clutch is used. the dog clutch is shifted by the
seletor fork moved by gear lever.To provide reverse gearing a idler gear is used.
When the gear lever is pushed, the gear selector fork pushes the dog clutch. The dog clutch
engages the gear and the output shaft, thus power from lay shaft now transmitted to output
shaft. 

A petrol or diesel reciprocating engine transfer its power in the form of torque and
angular speed to the propelling wheels of the vehicle to produce motion. The object of
the gearbox is to enable the engine turning effect and its rotational speed output to be
adjusted but choosing a range of under and overdrive gear ratios so that the vehicle
responds to the driver’s requirement within the limits of the various road conditions.
An insight of the forces opposing vehicle motion and engine performance
characteristics which provide the background to the need for a wide range of gearbox
designs used for different vehicle application will now be considered Error: Reference
source not found.
Resistance to vehicle motion: to keep a vehicle moving, the engine has to develop
sufficient power to overcome the opposing road resistance reserve of power in
addition to that absorbed but the road resistance must be available when required.
Road resistance is expressed as tractive resistance (KN). The propelling thrust at the
tire to road interface needed to overcome this resistance is known as tractive effect.
For matching engine power output capacity to the opposing road resistance, it is
sometimes more convenient to express the opposing resistance to motion in terms of
road resistance power. The road resistance opposing the motion of the vehicle is made
up of three components:
1. Rolling resistance
2. Air resistance
3. Gradient resistance

1.2 Background
Gears systems were undoubtedly used more than 1000 years ago to enhance the
effectiveness of human and animal effort. Like the bullock gear systems, that are still
in use In Egypt today, the two-mating parts interlock by means of wooden pins or
teeth. Early transmissions included the right-angle drives and other gearing in
windmills, horse-powered devices, and steam engines, in support of pumping, milling,
and hoisting. Main elements and design principles for transmissions had been
developed by 1925. Developments since that date have been aimed at improving
service life and performance, and/or reducing weight and noise, and improving ease
of use [12].
Example of important development steps in vehicle gearbox
1784 Watt stipulates that steam engines require additional ratios for road going
vehicles. Watt patents variable speed gearbox with dog clutch engagement and
constant mesh of gearwheels.
1889 Maybach-Daimler 4-speed transmission with sliding gears.
1900 Lang 3-speed geared transmission with constant mesh wheel and draw key
shifting.
1925 ZF commercial vehicle standard gearbox with spur toothed sliding gears.
1926 Octal 3-speed planetary gear with automatic shifting via 3 electromagnetic
clutches.
1928 Maybach overdrive auxiliary gearbox for reducing engine speed; shifting by
means of override face clutches, and ground helical cut gearwheels to reduce noise.
1934 ZF All-synchromesh gearbox, helical cut, all speed synchronized.
1971 Sundstrand “Responder” Mass produced hydrostatic commercial vehicle
gearbox with power split through planetary gear.
1978 5-speed passenger car gearbox with increased overall gear ratio to reduce fuel
consumption become established.
1983 Eaton/Fuller Twin Splitter 12-speed commercial vehicle transmission with 4-
speed main gearbox and 2 rears- mounted splitter units.
1991 Renewed interest in alternative power-train concept: electrical and hybrid
drives.

1.1 Problem Statement


Gear teeth fail occurs commonly due to fatigue. Failure is exhibited either as a facture of one
or more teeth at the root or failure due to excessive wear of contact surfaces due to pitting,
scoring and wear. which still serves as the basis for bending according to, mating gear teeth
acting against each other to produce rotary motion. As two gears mesh, there is tendency for
unwanted noise to be generated. There is backlash (clearance) between ring gear and pinion
gear is too great, a clunking sound can be produced, too little back lash will cause the gears to
jam and too much backlash will cause gear noise (whirring, roaring, or clunking). From those
failures at the ends of this project we will reduce Interference, Spalling, Lubrication failures,
Corrosion, Tooth breakage, Scoring, Normal wear and abrasive wear.
1.2 Objectives
1.21General objective
 The main objective of this project is to design the five stage manually operated
constant mesh gearbox.

1.22Specific objective

 To design all desired gears.


 To design input, counter and output shaft
 To design of Spline shaft with hub.
 To check the strength of each component whether it’s safe or not by using safety
factor and its related calculation.
 To Design and determine the type of bearing, calculate its life time and selecting
Bearing lubrication
 To determine types of key used and size of key used
 To determine and select the lubrication system used
 To use appropriate lubricants for minimizing the friction
 To draw the complete assembly of gear box by using Solid work software including
the part drawing and full assembly.
 To design of Bolt and Nut
 To minimize the noise of differential gearbox by balancing the load
 To understand the stress effect on helical gear
 To Design Housing
 To reduce backlash, space between the meshing gears.
 To calculate favorable force for the working condition
1.3 SCOPE AND LIMITATION
Scope: the scope of designing a constant gear box is designing under the area of a
given specification in order to increase its efficiency and uses a single clutch mesh for
spinning movement of shaft.
Limitation: the drawback of constant mesh gear box are having less efficient product
and using only double clutch for spinning movement of shaft.
1.4 SIGNIFICIANCE OF PROJECT
The significance of designing this project is to solve the problem for the working of
constant mesh gear box which is not solved still now. This project is applicable not
only in automobile. But ; it also applied in industries and other machionery.

1.5 METHODOLOGY
The torque that can be transmitted by a clutch is a function of its geometry & the magnitude
of the actuating force applied as well the condition of contact prevailing between the
members. The applied force can keep the members moving together with various speeds is
based on the gear reduction ratio. However, as the time progresses wear, bearing, shear,
contact, compression, tensile, and another stresses are considered between the contacting
members.
Hence, this design is based on the following main analyses at each part of the transmission.
 Kinematic analysis
 Dynamic analysis
 Stress analysis and,
 Geometrical analysis
CHAPTER TWO
2.0 MATERIALS,METHODS AND CONDITIONS

2.1 Material selection


The selection of a proper material, for gear, is one of the most sections on this design. The

best material is one which serves the desired objective at the minimum cost. The following

factors should be considered while selecting the material:

1. Availability of the materials,

2. Suitability of the materials for the working conditions in service, and

3. The cost of the materials.

The important properties, which determine the utility of the material, are physical, chemical
and mechanical properties.

A range of gearboxes are constructed from a variety of materials depending on the industry or
the product in which they are being used for. Finest quality materials are used to manufacture
gearboxes for ensuring reliability, ease of maintenance and long life. The specialty gearboxes
materials undergo vibration and endurance test to ensure that the end product is of premium
quality. The most common materials in gear box:

 Aluminum Gearbox
 Cast Iron Gearbox
 Bronze Iron Gearbox
 Stainless steel Gearbox

Gray cast iron

It consists a high carbon atom and consequence a harden property. it includes the following
property.

 It is readily cast into desired shape in sand mold


 It possesses lowest melting point of ferrous alloys
 It possesses machinability
 It has high wear resistance
 Possesses high vibration damping
 High compressive strength
 Low cost
 Excellent casting quality for producing simple and complex shape

Table 1 gear material property

Material property Data amount


Name Gray cast iron
1 Elastic Modulus 66,178.1Mpa
2 Poisson's Ratio 0.27
3 Shear Modulus 50000 Mpa
4 Mass Density 7200 kg/m^3
5 Tensile Strength 151.658 Mpa
6 Compressive Strength 572.165 Mpa
7 Factor of safety 1.5
8 Tensile stress 151.658/1.5=101.1 Mpa
9 Compressive stress 572.165/1.5=381.4 Mpa
1 Thermal Expansion 1.2*10-005/K
0 Coefficient
1 Thermal Conductivity 45W/(m·K)
1
1 Specific Heat 510J/(kg·K)
2

Shaft material

The material used for shaft should have the following property;
1. It should have high strength
2. It should have good machionability
3. It should have low notch sensitivity factor
4. It should have good heat treatment property
5. It should have high wear resistance

The material used for ordinary shafts is carbon steel of grades 40 C 8, 45 C 8, 50 C 4 and 50
C 12. The mechanical properties of these grades of carbon steel are given in the following
table.

Table 2 Mechanical properties of steels used for shafts

Indian standard designation Ultimate tensile strength, Yield strength, Mpa


Mpa
4c8 560 – 670 320
45c8 610 – 700 350
50c4 640 – 760 370
50c12 700 min 390

When a shaft of high strength is required, then alloy steel such as nickel, nickel-chromium or
chrome-vanadium steel is used.

By considering the above property we select 45C8 for our design which has;

- Ultimate tensile strength = 650Mpa

- yield strength = 350Mpa

The standard size of transmission shaft is;

25mm to 60mm with 5mm setups, 60mm to 110mm with 10mm setups, 110mm to 140mm
with 15mm setups and 140mm to 500mm with 20mm setups.

the shaft may be design in the basis of strength

a. Shaft is subjected to bending moment only


b. Shafts subjected to twisting moment
c. Shaft is subjected to combined twisted and bending moment
d. Shaft subjected to axial load in addition to combined and bending load [8].
Selection of Material to Gearbox components is essentially depends on purpose for
which GB is being designed. Further, type of loads, duty cycle. environment in which it is
likely to be used. Size and weight and application plays a significant me in selection. For
general industrial use it is customery use Grey Cast Iron far Housing, Medium Alloy
steels in toughened condition for shafting. and Case hardenable steels for Gears. Bearings
will be selected from various types of antifriction bearings based on loads, speeds and
lubrication system that can be provided in the Gearbox. However, this is most general
statement.
2.2 COMPONENT OF CONSTANT MESH GEAR BOX
1. Shafts:

The shaft is generally used to transmit power from one end to another end. There are three
types of shafts in the case of Sliding Mesh Gearbox.

Clutch Shaft:

The clutch shaft is used to transmit the power from the engine when the clutch is in an
engaged position. When the clutch shaft is rotating, the clutch gear which is attached at the
end of it also rotates along with the clutch shaft.

Main Shaft:

This shaft acts as an output shaft for the transmission of power from the engine shaft via a
layshaft. The gears with internally splined grooves are arranged on the main shaft so that they
can mesh easily with the gears of layshaft.

Lay Shaft:

The layshaft is an intermediate shaft between the clutch shaft and the Main shaft which
provides meshing of fixed gears to the movable gears to provide the output appropriately.

The fixed gears are attached to the layshaft and they are in mesh with the gears of the main
shaft and the gear of clutch shaft.

2. Gear Lever:

This lever is used by the driver to change the gear employing a selective mechanism.

3. Dog Clutch:

The dog clutch is used to engage and disengage the gears on the main shaft for transmission
of power.

4. Gears:

Fixed Gears:

These gears are attached to layshaft for a proper mesh with the gears of the main shaft. As
they are fixed, if one gear rotates then all the gears rotate along with layshaft also.
Movable Gears:

These gears are attached to the Main shaft and are independent. It means, if one gear rotates,
then other gears do not rotate w.r.t. the shaft. As the vehicle has to move in any of one gear
(might be 1st,2nd, and 3rd), so there is no need for the rotation of another gear.

Idler Gear:

This gear is used when the vehicle needs to move in the reverse direction. This gear places its
position in the center of layshaft gear and main shaft gear and thus the reverse action is taking
place in the vehicle.

Clutch Gear:

This gear is attached at the end of the clutch shaft for transmitting power from the engine to
the layshaft and main shaft respectively.

Line Diagram of Constant Mesh Gearbox:

The line diagram of Constant Mesh Gearbox is shown below.


Working Principle of Constant Mesh Gearbox:

The Sliding Mesh Gearbox uses Spur Gears for the transmission of power from the engine
shaft to the main shaft whereas the Constant Mesh Gearbox uses helical gears.

This system generally consists of 3 shafts i.e. Clutch shaft, the layshaft, and Main Shaft.
Apart from this, 2 dog clutches are mounted on the main shaft for engaging with the gears of
desired by the driver.

The power comes from the engine to the clutch shaft and thence to the clutch gear which is
always attached at the end of the clutch shaft. All the gears on the layshaft are fixed and are
in mesh with the clutch gear and main shaft gears.

First Gear (A):

As you know that the vehicle moves slowly in the first gear compared to all the other driving
gears this is because the gear of the driving shaft (layshaft) is small compared to the gear of
the driven shaft (Main Shaft).

Due to this, it acquires maximum torque at low speed and this can be obtained, when the
driver pulls the gear lever for the 1st gear, the dog clutch(D1) slides towards its left on the
main shaft and meshes with the 1st gear. Thereby the power is transmitted via the first gear
(A).

Representation of Power Transmission in 1st Gear:

For the Representation, look at the figure.


Note:Th
e power will be transmitted after the engagement of Dogclutch which was mentioned in the
figure

The power is transmitting from Clutch shaft to Gear A mounted on the layshaft. You can see
that the dog clutch (D1) is engaging with the lower gear on the main shaft and the power
transmission takes place drom the dog clutch to the splines and the main shaft which was
represented below.

Second Gear (B):

The Torque acquired is smaller and the speed acquired is larger than the first gear and this
can be obtained when the driver pulls the lever for the 2nd gear.

The dog clutch (D2) slides towards its right and engages with the 2nd gear on the main shaft.
Thereby the power is transmitted via the second gear to the other parts of the transmission
system.

Representation of Power Transmission in 2nd Gear:

For the Representation, look at the figure.


The power is transmitting from Clutch shaft to Gear B mounted on the layshaft. You can see
that the dog clutch (D2) is engaging with the second gear on the main shaft and the power
transmission takes place drom the dog clutch to the splines and the main shaft.

This is one of the transmission systems in automobiles which is advanced of Sliding Mesh
Gearbox. Constant Mesh Gearbox will come under Manual Transmission and overcome the
limitations of Sliding Mesh Gearbox, the Constant Mesh Gearbox has come into the picture.

There are 3 types of Gearbox present in the subject of Automobile Engineering. They are

 Sliding Mesh Gearbox


 Constant Mesh Gearbox
 Synchromesh Gearbox

The detailed explanation of Constant Mesh Gearbox is as follows.

Introduction of Constant Mesh Gearbox:


As the name indicates that all the gears on the layshaft and main shaft are in constant
mesh with each other and the dog clutch decides the transmission of the required gear to be
engaged.

For the smooth engagement of dog clutches, it is required that the speed of main shaft gears
and the dog clutch must be equal.

Therefore to obtain lower gear, the speed of the layshaft, clutch shaft, and the main shaft
must be increased.

The shifting of gears was not at all an easy task and only a skilled driver can drive such a
vehicle and the special technique required was Double-declutching.

Double-Declutching:
Case 1: (To engage from 3rd to 2nd gear i.e. higher to lower)

Firstly Clutch is pressed, then the gear lever is set to be in Neutral Position. Now the speed of
3rd gear is less compared to dog clutch and the speed of the 3rd gear has to be increased by
pressing the accelerator pedal.

When the speed of 3rd gear is equal to the speed of the dog clutch, then the clutch pedal is
pressed again for the change of a Gear.

Representation of Case 1:

Clutch is pressed-->Gear is set to Neutral Position-->Speed of Dog clutch > Speed of 2nd


gear-->Speed of 2nd gear is to be increased by Accelerator -->Now, when both the speeds are
equal, then press the clutch and engage with a Gear.

Case 2: (To engage from 1st to 2nd gear i.e. lower to higher)

Clutch is pressed-->Gear lever is set to Neutral Position --> Speed of Dog clutch < Speed of
2nd gear -->Speed of 2nd gear is to be decreased by releasing the clutch pedal. Now, when
both the speeds are equal, then press the clutch and engage with a Gear.

So, in this way, double-declutching is taking place in the case of Constant Mesh Gearbox.

The detailed information on Constant Mesh Gearbox is as follows.

Components of Constant Mesh Gearbox:

The components of Constant Mesh Gearbox are as follows.

1.Shafts

 Clutch shaft
 Lay Shaft
 Main Shaft

2. Gear Lever

3.Dog clutch

4.Gears

 Fixed Gears
 Movable Gears
 Idler Gear
 Clutch Gear

An explanation for the components of Constant Mesh Gearbox:

The explanation is as follows...

#1 Shafts:

The shaft is generally used to transmit power from one end to another end. There are three
types of shafts in the case of Sliding Mesh Gearbox.

Clutch Shaft:

The clutch shaft is used to transmit the power from the engine when the clutch is in an
engaged position. When the clutch shaft is rotating, the clutch gear which is attached at the
end of it also rotates along with the clutch shaft.

Main Shaft:

This shaft acts as an output shaft for the transmission of power from the engine shaft via a
layshaft. The gears with internally splined grooves are arranged on the main shaft so that they
can mesh easily with the gears of layshaft.

Lay Shaft:

The layshaft is an intermediate shaft between the clutch shaft and the Main shaft which
provides meshing of fixed gears to the movable gears to provide the output appropriately.

The fixed gears are attached to the layshaft and they are in mesh with the gears of the main
shaft and the gear of clutch shaft.

#2 Gear Lever:

This lever is used by the driver to change the gear employing a selective mechanism.
#3 Dog Clutch:

The dog clutch is used to engage and disengage the gears on the main shaft for transmission
of power.

#4 Gears:
Fixed Gears:

These gears are attached to layshaft for a proper mesh with the gears of the main shaft. As
they are fixed, if one gear rotates then all the gears rotate along with layshaft also.

Movable Gears:

These gears are attached to the Main shaft and are independent. It means, if one gear rotates,
then other gears do not rotate w.r.t. the shaft. As the vehicle has to move in any of one gear
(might be 1st,2nd, and 3rd), so there is no need for the rotation of another gear.

Idler Gear:

This gear is used when the vehicle needs to move in the reverse direction. This gear places its
position in the center of layshaft gear and main shaft gear and thus the reverse action is taking
place in the vehicle.

Clutch Gear:

This gear is attached at the end of the clutch shaft for transmitting power from the engine to
the layshaft and main shaft respectively.

Line Diagram of Constant Mesh Gearbox:

The line diagram of Constant Mesh Gearbox is shown below.


Working Principle of Constant Mesh Gearbox:

The Sliding Mesh Gearbox uses Spur Gears for the transmission of power from the engine
shaft to the main shaft whereas the Constant Mesh Gearbox uses helical gears.

This system generally consists of 3 shafts i.e. Clutch shaft, the layshaft, and Main Shaft.
Apart from this, 2 dog clutches are mounted on the main shaft for engaging with the gears of
desired by the driver.

The power comes from the engine to the clutch shaft and thence to the clutch gear which is
always attached at the end of the clutch shaft. All the gears on the layshaft are fixed and are
in mesh with the clutch gear and main shaft gears.

Let's understand how the gears mesh for the transmission of power.

Note: Here, the driving shaft is the Layshaft and the driven shaft is the Main shaft.

First Gear (A):


As you know that the vehicle moves slowly in the first gear compared to all the other driving
gears this is because the gear of the driving shaft (layshaft) is small compared to the gear of
the driven shaft (Main Shaft).

Due to this, it acquires maximum torque at low speed and this can be obtained, when the
driver pulls the gear lever for the 1st gear, the dog clutch(D1) slides towards its left on the
main shaft and meshes with the 1st gear. Thereby the power is transmitted via the first gear
(A).

Representation of Power Transmission in 1st Gear:

For the Representation, look at the figure.

Note:Th
e power will be transmitted after the engagement of Dogclutch which was mentioned in the
figure

The power is transmitting from Clutch shaft to Gear A mounted on the layshaft. You can see
that the dog clutch (D1) is engaging with the lower gear on the main shaft and the power
transmission takes place drom the dog clutch to the splines and the main shaft.

Clutch Shaft--> Gear A--> D1-->Splines-->Main Shaft.


Second Gear (B):

The Torque acquired is smaller and the speed acquired is larger than the first gear and this
can be obtained when the driver pulls the lever for the 2nd gear.

The dog clutch (D2) slides towards its right and engages with the 2nd gear on the main shaft.
Thereby the power is transmitted via the second gear to the other parts of the transmission
system.

Representation of Power Transmission in 2nd Gear:

For the Representation, look at the figure.

The power is transmitting from Clutch shaft to Gear B mounted on the layshaft. You can see
that the dog clutch (D2) is engaging with the second gear on the main shaft and the power
transmission takes place drom the dog clutch to the splines and the main shaft.

Clutch Shaft-->Gear B-->D2-->Splines-->Main shaft.

Third Gear (C):


Third Gear provides Maximum speed and Minimum Torque compared to the 2nd gear and is
obtained when the driver pulls the lever for the 3rd gear.

The dog clutch (D2) slides towards its left and engages with the 3rd gear on the main shaft
which is in direct contact with the clutch shaft.

Thereby the power is transmitted via the third gear to the other parts of the transmission
system.

Representation of Power Transmission in 3rd Gear:

For the Representation, look at the figure below.

The power is transmitting from Clutch shaft to clutch gear which is attached at the end of it.
You can see that the dog clutch (D2) is engaging with the clutch gear on the main shaft and
the power transmission takes place drom the dog clutch to the splines and the main shaft.

Reverse Gear:

Here the idler gear is to be placed in between the bigger diameter gear of the main shaft and
smaller diameter gear (G) of the layshaft. Therefore, the vehicle moves in a reverse direction.
Representation of Power Transmission in Reverse Gear:

For the Representation, look at the figure below.

power
transmission in reverse gear

The power is transmitting from Clutch shaft to Gear G mounted on the layshaft. You can see
that the dog clutch (D1) is engaging with the Reverse gear on the main shaft and the power
transmission takes place drom the dog clutch to the splines and the main shaft which was
represented below.

You might also like