DESIGN, AND FABRICATION OF

CONSTANT MESH GEAR BOX FOR

MAHINDRA YUVU 415 DI
A DESIGN REPORT
Submitted by
M. SAI KUMAR (18104096)
G. GOPAL KRISHNA REDDY (18104078)
M. JAYANTH REDDY (18104095)

in partial fulfilment for the award of the degree of

BACHELOR OF TECHNOLOGY
IN
AUTOMOBILE ENGINEERING

DEPARTMENT OF AUTOMOBILE ENGINEERING

SCHOOL OF MECHANICAL SCIENCES
HINDUSTAN INSTITUTE OF TECHNOLOGY& SCIENCE
PADUR, CHENNAI – 603103
 BONAFIDE CERTIFICATE
Certified that this thesis titled “DESIGN AND FABRICATION OF
CONSTANT MESH GEAR BOX FOR MAHINDRA YUVO 415 DI” is the
bonafide work of M.SAIKUMAR (18104096) ,G.GOPALA KRISHNA

REDDY (18104078), M.JAYANTH REDDY (18104095) who carried out the

work under my supervision. Certified further that to the best of my knowledge
the work reported herein does not form part of any other thesis or dissertation
on the basis of which a degree or award was conferred on an earlier occasion on
this or any other candidate.

HEAD OF THE DEPARTMENT SUPERVISOR

Dr. M. Jaikumar Mr.Selva kumar raja

Associate Professor and Head Assistant Professor (SG)

Dept. of Automobile Engineering Dept. of Automobile Engineering

Hindustan Institute of Technology & Hindustan Institute of Technology

Science Science

Padur, Chennai – 603103 Padur, Chennai - 603103

The Project Viva-Voce Examination is held on_______________

INTERNAL EXAMINER EXTERNAL EXAMINER

 AKNOWLEDGEMENT
I express my heartfelt gratitude to our Chancellor Dr. Mrs. Elizabeth Verghese,
Pro-Chancellor Dr. Anand Jacob Verghese and Director Mr. Ashok Verghese,
the Management of Hindustan Institute of Technology and Science for providing
all the facilities to carry out this project. I also express my sincere thanks to our
Vice Chancellor Dr. K.P. Isaac for approving and allowing me to undertake this
project.

We wish to express our heartfelt gratitude to Dr. M. Jaikumar, Associate

Professor & Head of Department of Automobile Engineering for much of his
valuable support encouragement in carrying out this work.

We would like to thank our internal guide Mr. V. Ramanathan, Assistant

Professor (SG), Department of Automobile Engineering for guiding and actively
participating in our project, giving valuable suggestions to complete the project
work.

We would like to thank all the teaching and non-teaching staff of the Automobile
Engineering department, who extended directly or indirectly all support. Last
but not the least, we wish to avail ourselves of this opportunity, express a sense
of gratitude and love to our friends and family for their support and blessings.

M.SAI KUMAR

G.GOPALA KRISHNA REDDY

M.JAYANTH REDDY
 ABSTRACT

Transmission System is used to transmit power from engine to axles. Constant

Mesh Transmission System is one of the famous types of Transmission System
where all gears are constantly mesh with each other at all the times.

Transmission is a mechanism in a power transmission system, which provides

controlled application of the power. Often the term transmission refers simply
to the gearbox that uses gears and gear trains to provide speed and torque
conversions from a rotating power source to another device.

For modelling of the component a CAD software known as CREO 3.0 is used. In
CREO 3.0. some of the basic operations like revolve, extrude, helical sweep etc
are used.

A gearbox is a mechanical device that is used to provide Speed and Torque

conversions from a rotating power source to output shaft. As the speed of the
shaft increases, the torque transmitted decreases and vice versa. Multi-speed
gearboxes are used in applications which require frequent changes to the
speed/torque at the output shaft. Gearboxes work on the principle of meshing
of teeth, which result in the transmission of motion and power from the input
source to the output. A gearbox is formed by mounting different gears in
appropriate speed ratios to obtain the desired variations in speed. Gearboxes
usually have multiple sets of gears that are placed appropriately to obtain
different speed reductions. The types of gearboxes are Sliding mesh gearbox,
Constant mesh gearbox, synchromesh gearbox. In a sliding mesh gearbox, the
two types of gears are sliding gears and stationary gears.
 CONTENT

CHAPTER TITLE PAGE

NO
ACKNOWLEDGEMENT
ABSTRACT
1 INTRODUCTION
1.1 Introduction to gear box
1.2 Transmission of gear box
1.3 Uses of gear box
1.4 Types of gear box
1.4.1 Types Of Gearing
1.4.2 Terms Associated With Gear Box
1.5 Overveiw And Principles Of
Components Used
1.5.1 Some Terms Associated With Spur
Gear
1.5.2 Bearings
1.5.3 Shafts
1.5.4 Keyway
1.5.5 Properties Of Shaft Materials
1.6 Constant mesh gear box
1.7 Main parts of constant mesh gear box
1.7.1 Dog clutch
1.7.2 Gears
1.8 Working principle of constant mesh
gear box
1.9 Advantages of constant mesh gear box
1.10 Applications of constant mesh gear
box
2 LITERATURE REVIEW
 CHAPTER 1
INTRODUCTION

1.1 INTRODUCTION TO GEARBOX

The most basic definition of a gearbox is that it is a contained gear train, or
a mechanical unit or component consisting of a series of integrated gears within
a housing. In fact. In the most basic sense, a gearbox functions like any system
of gears; it alters torque and speed between a driving device like a motor and a
load.

The gears inside of a gearbox can be any one of a number of types from bevel
gears and spiral bevel gears to worm gears and others such as planetary gears.
The gears are mounted on shafts, which are supported by and rotate via rolling
element bearings. The gearbox is a mechanical method of transferring energy
from one device to another and is used to increase torque while reducing speed.

Gearboxes are used in many applications including machine tools, industrial

equipment, conveyors, and really any rotary motion power transmission
application that requires changes to torque and speed requirements.

1.2 TRANSMISSION OF A GEAR BOX

A transmission or gearbox provides speed and torque conversions from a
rotating power source to another device using gear ratios. The transmission
reduces the higher engine speed to the slower wheel speed, increasing torque
in the process. A transmission will have a multiple gear ratios, with the ability to
switch between them as speed varies. This switching may be done manually, or
automatically. Directional (forward and reverse) control may also be provided.

Most modern gear boxes are used to increase torque while reducing the speed
of a prime mover output shaft, and this reduction in speed will produce a
mechanical advantage, causing an increase in torque.
1.3 USES OF A GEARBOX
Gearboxes are used for some or all of the following purposes, changing the
Direction through which the power is transmitted. Changing the amount of force
or torque that is transmitted. Changing the Revolutionary speed of the input
relative to the output.

1.4 TYPES OF GEARBOX

1. Sliding mesh gearbox
2. Constant mesh gearbox
3. Synchromesh gearbox
LIST OF COMPONENTS USED IN A GEARBOX
Some of the primary components used in a Gearbox are listed below:
➢ Gears
➢ Bearings, and
➢ Shafts.

1.4.1 TYPES OF GEARING

The following are the primary types of gearing in a Gearbox. These
may be used individually or in unison with other types.
➢ Spur Gearing
➢ Helical Gearing
➢ Herringbone Gearing Epicyclic or Planetary Gearing.

1.4.2 TERMS ASSOCIATED WITH A GEARBOX

The following are some of the terms associated with gearboxes and
their working.
1. Gear Ratio
2. Power Transmitted
 3. Type of Drive
4. Step Ratio
5. Number of Speeds

1.Gear Ratio
The Gear ratio is the ratio with which the speed varies from one gear
pair to another. In a multi stage gearbox the product of the gear ratios of each
stage gives the final gear ratio.

2. Power Transmitted
Power transmitted is the total power transmitted by the gearbox
through its gears from the input shaft to the output shaft taking into account
the losses due to efficiency and other factors. Generally,the power transmitted
at the output shaft is lower than the power received at the input shaft. In British
English, the term transmission refers to the whole drive train. But in American
English the term refers more specifically to the gear box alone. A gearbox uses
gears and gears trains to provide speed and torque conversions from a rotating
power source to another device.

3. Type of drive
This is used to denote the type of gearing and the types of contact
between the gears in a gearbox. Some types are Epicyclical Drive, Synchromesh
Drive, etc.

1.5 OVERVIEW AND PRINCIPLES OF COMPONENTS

USED
1.5.1 SOME TERMS ASSOCIATED WITH SPUR GEARS
Module is the ratio of pitch circle diameter in mm to the number of
teeth in the same gear.
Pitch is a measure of the tooth spacing and is expressed in several
ways.

Circular Pitch pc: It is a direct measure of the distance from one tooth
centre to the adjacent tooth centre. It is one of the most widely used terms in
gearing.

Diameter Pitch pd: The ratio of number of teeth to the pitch circle
diameter in inches is called the diameter pitch.
The angle between the line of force between meshing teeth and the tangent to
the pitch circle at the point of mesh is the pressure angle.
Gears must have the same module and pressure angle to mesh without
interference.
 Figure 1 SPUR GEAR

1.5.2BEARINGS
Bearings as the name suggests are components that are used to carry
load and at the same time permit constrained relative motion of the loading
member. There are a number of types of bearings. Some of them are listed
below
1. Roller Bearings
2. Ball Bearings

Ball bearings are used to provide smooth, low friction motion in

rotary applications. Ball bearings include Radial ball bearings (Deep Groove and
Angular Contact) and thrust ball bearings. Radial ball bearings are designed to
carry both radial and axial loads, while thrust bearings are for axial loads only.
Radial or Deep Groove Ball Bearings consist of an inner ring, an outer ring, balls
and sometimes a cage to contain and separate the balls. These bearings are
designed to permit rotational motion of one ring relative to other but do not
allow axial movement.

These bearings in order to function properly are assembled with a thrust load
(Pre-loaded). Similar applications are used for roller bearings, where in place of
a ball, rollers are used.

1.5.3 SHAFTS
Shafts are the members of the gearbox that transmit the rotary
motion of the gears to subsequent stages and also transmit power from one
stage to the other. They are also the members on which the gears are mounted
.The shafts are coupled to the bearings to enable the shafts to rotate without
much friction. In a gearbox, two types of shafts are primarily used, keyed shafts
and Splined shafts.

Splined Shaft are the shafts in which splines are cut to enable the gears which
have an opposite mating spline cut into them to transmit rotational motion from
the gear through the shaft without causing slip. The splines are cut to enable the
axial movement of sliding of the gears on the shaft while executing rotational
motion without slip.

1.5.4 KEYWAY
They are the shafts in which a keyway is machined so as to enable
a gear to be mounted to the said shaft rigidly with the help of a key. In the case
of such shafts the gears are rigidly coupled with the shaft and cannot move
relative to the shaft
1.5.5 PROPERTIES OF SHAFT MATERIAL
➢ Should have high strength.
➢ Should have good machinability.
➢ Should have great heat treatment properties.
➢ Should have high wear resistant properties.

The material used for ordinary shaft is carbon steel of grades 40C8, 45C8, 50C4
and 50C12. In this design we have selected the shafts of mild steel and we have
kept the key way and spline for the required dimension.

1.6 CONSTANT MESH GEAR BOX

A simplified diagram of constant mesh box has been shown in Figure
14.4. In this gear box, all gears on the main transmission shaft are
constantly connected to corresponding gears on countershaft or lay
shaft. In addition, two dog clutches are provided on the main shaft. One
dog clutch is between the second gear and cutch gear and another is
between the first gear and reverse gear. Splines are out on main shaft so
that all the gears are feed on it.

Dog clutches can also slide on main shaft and rotate with it. However, all
the gears on countershaft are giddily fixed to it.

In this gearbox all the gears in the main shaft and the counter shaft are
always engaged with each other . Different transmission ratio or speed
ratio are obtained by using the Dog clutch.
Dog clutches engage with gears on the main shaft to obtain desired speed or
torque.

1.7 MAIN PARTS OF CONSTANT MESH GEARBOX

1.7.1 The main ports of the constant mesh gear box are:
1. Main shaft
 It is also known as output shaft. It is the splined shaft over which the dog
clutches along with gears are mounted. Gears on this shaft are free to
rotate.

2. Lay shaft or counter shaft

It is an intermediate shaft between the Main Shaft and Clutch Shaft. The
gears of counter shaft are in constant mesh with gears of main shaft. Also
the gears of counter are shaft are not free to rotate as they are directly
connected to the Counter Shaft.

3.clutch shaft
The clutch shaft carries the engine output to the gear box but act as
input for the gearbox. It is also known as input shaft.

1.7.2 DOGCLUTCH
The dog clutch couples the lay shaft and main shaft by interference
and not by friction.Dog clutches are used to transmit appropriate gear
ratio to the main shaft or output shaft by coming in interference with
pair of gears with suitable gear ratio.
There are usually two dog clutches in a Constant Mesh Gear Box.

1.7.3 GEARS
Gears of constant mesh gearbox come in pairs. All gears of lay shaft or
counter shaft are always paired with gears of main shaft or output shaft.
This paired gears of counter shaft and main shaft provide different gear ratio
which can be transmitted to main shaft by engaging dog clutch with appropriate
gear ratio required.

Two type of gears are used in constant mesh gear box :

i) Helical Gears:
 These gears have angular cut teeth over cylindrical cross-section metal
body.
ii) Bevel Gears:
These gears have angular cut teeth over conical cross-section metal body.

1.8 WORKING PRINCIPLE OF CONSTANT MESH GEAR

BOX
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.

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.

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.
 Figure 2constant mesh gear box 2d

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).

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.

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

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:
Dog Clutch is a type of clutch that uses interference to couple two rotating
shafts or other rotating components like gears
.
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.

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).

Note: The power will be transmitted after the engagement of Dog clutch
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.

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. he 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 which was
represented below.

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.

Clutch Shaft--> Clutch Gear-->D2--> splines-->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.

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.
Clutch Shaft-->Gear G-->D1-->Splines-->Main shaft.

1.9 ADVANTAGES OF CONSTANT MESH GEARBOX

The Advantages of Constant Mesh Gearbox are as follows.
• There is no need for straight spur gears because the gears were always in
mesh in the case of constant mesh gearbox. Instead, helical gears will be
used which are quiet running.
• Helical gears are used in this system to avoid vibrations during the
engagement.
• During engagement and disengagement, the wear of dog teeth is reduced
because all the teeth of dog clutches are involved in the meshing when
compared to the sliding gears where only 2 or 3 teeth were under the
mesh.
• The noise level was very low and Mechanical Efficiency was very high
compared to Sliding Mesh Gearbox.
1.9 DISADVANTAGES OF CONSTANT MESH GEARBOX
The Disadvantages of Constant Mesh Gearbox are as follows.
• To avoid little vibrations taking place during the engagement of dog clutch
with the gears on the main shaft, it is advised to use synchronizers which
can reduce the effect of the vibrations.
• Double declutching was the biggest disadvantage of Constant Mesh
Gearbox which was already explained above.

1.10 APPLICATIONS OF CONSTANT MESH GEARBOX

The applications of Constant Mesh Gearbox are as follows.
• The constant-mesh gearbox was mainly used in heavy machinery, farm
trucks, motorbikes, etc.
• Ford Model T uses Constant Mesh Gearbox.
• Before the introduction of the synchromesh gearbox in 1928 by General
Motors, Constant Mesh Box was used in motorbikes also.
 CHAPTER 2
LITERATURE REVIEW

Author year journal title findings

M. Santhana 2014 International Design and All the automobile
krishnan1 journal of fabricationvehicles available are
N. Mani engineering of six speed
always set to changing
selvam2 research constant speed and torque
mesh gear between engine and
box driving wheels. Torque
is not directly changed
but it can be done in
the form of power
using a suitable device.
Dasari ajay 2018 International Modeling Generally,feasibility
journal of and analysis analysis is used to
mechanical of constant identitiy the nature
engineering mesh and charateristics
& transmission
technology system
 CHAPTER 3
OBJECTIVES
➢ To design the bevel gears of the gear box
➢ To design the helical gears of the gear box
➢ To modify the gear ratios
 CHAPTER 4
METHODOLOGY
PHASE-1
Parts of the constant mesh gear box

PHASE-2
Calculation of parts of the gear box

PHASE-3
Desiging the parts of the gear box

PHASE-4
Assemble the parts of the gear box
 CHAPTER 5
DESIGN
There are many ways of approaching the design of a multi speed gearbox. One
of the methods is to consider each pair individually and design them accordingly
and check if they meet the required design and operating criteria. This method
of design is called the Lewis Buckingham method and the gears subjected to the
highest loads/stresses/forces are designed since all the remaining gears,
designed proportionally will satisfy the required safe operation criterion
➢ Initial specifications for the gearbox
Power transmitted:2KW
Max.Speed: 1400 rpm
Min. Speed: 460 rpm

A. Calculation of progression ratio

Rn = 1400/460 = 3.043 (where Rn is speed ratio)
Z= 6 (where Z is the number of spindle speeds)
Ф = (Rn) 1/(z-1) (where φ is the common ratio in GP series)
Ф = 3.0431/.5 = 1.2489
Therefore, The nearest standard value of ф = 1.25
 From G.P. series we can say that,
1400 = a (ф)z-1
Or, 1400 = a (1.25)5
Or, a = 458 = 460 rpm (approx.) (where a= minimum speed)
By using the same process we can find the rest of the speeds
2nd Speed = 460*φ =460*1.25 = 575 rpm
3rd Speed = 460*(1.25)2 = 718.75 = 720 rpm (approx.)
4th Speed = 460*(1.25)3= 898.43 = 900 rpm (approx.)
5th Speed = 460*(1.25)4 =1123.04 = 1120 rpm (approx.)
6th Speed = 460*(1.25)5 =1403.8 = 1400 rpm (approx.) Therefore, the
following set of speeds are: 460, 575, 720, 900, 1120 and 1400.

Considering the input and intermediate shaft, as the centre distance of the
gears is constant
Ta + Tb= Tc + Td………… (1)
(Where Ta,Tb, Tc, Td, are the no of teeth in gears a,b,c,d respectively)
Na/Nb= Tb/Ta = 1400/1400 = 1
So, Ta=Tb
Again,
Nd/Nc=Tc/Td= 720/1400 = 0.514…….. (2)
Or, Td = Tc/ 0.514
Since we are considering 20o full depth involutes system, therefore minimum
number of teeth = 17
Assuming minimum number of teeth used= 20.
Tc=20;
Therefore,
Ta+ Tb = 20+ Td
Or, 2Ta = 20+ (20/0.514)
Or, 2Ta = 20+ 38.9 = 58.9
Or, Ta = 58.9/2 =29.4
Td=38.9 = 40 (approx.)
Or, Ta=30 (approx.), which is equal to Tb
Therefore,
Ta=30; Tb=30; Tc=20; Td=40.
Similarly, considering the intermediate and output shaft
Te + Tf = Tg + Th = Ti + Tj (where Te, Tf, Tg, Th, Ti , Tj , are the no of teeth in
gears e,f,g,h,i,j respectively)
Te/Tf = Nf/Ne = 720/720 = 1
Te= Tf
Tg/Th = Nh/Ng = 575/720 = 0.798 = 0.8(approx)
Ti/Tj = Nj/NI= 450/720 = 0.63
Assuming the smallest gear teeth Ti = 20
Therefore,
Tj = 31.74 = 32 (approx.)
Te=Tf=26 1.8Th=52 or, Th=28.8=30
Tg=0.8Th=24
Therefore, the number of teeth of all the gears are respectively as follows:
Ta=Th=Tb=30, Tc=Ti=20, Td=40, Te=Tf=26, Tg=24, Tj=32

CALCULATION OF MODULE
Now, to calculate the module we are equating Ft and Fdb, Tangential force
acting at the point where two gear teeth are meshing, Ft= (power*1000*Cv)/V
Here, Velocity factor, Cv= 1,
Pitch line velocity, V= πDN/60 (Tj=32, Nj =460rpm)
Or, V= (π*32m*460)/(60*1000) m/s
[Where, D and N are the diameter and the rpm of gear J]
= 0.771m m/s
or, Ft= (2*1000*1)/0.771m or, Ft= 2594.03/m N Now Cv= 3/(3+V) =
3/(3+0.771m) (for pitch line velocity, V<7.5m/s, ordinary spur gear)
Therefore, The beam strength of the gear tooth, Fdb= σb*Cv*m*b*Y
Lewis form factor foe 20o full depth involutes system, Y= 3.14*{ 0.154-
(0.912/T)}
= 3.14*{ 0.154- (0.912/20)}
= 0.340
Therefore, equating Fdb and Ft ,
we get:
2594.03/m = (350*3*m*10m*0.340)/(3+0.771m)
or, 2594.03/m = 3570m2 /(3+0.771m)
or, 7782.09+ 1999.99m = 3750m3
or, 3750m3 – 1999.99m – 7782.09 = 0
or, m = 1.44; -0.72; -0.72
We will consider the value of m to be 1.5mm = 1.5mm(approx.)
Therefore,
b = 10*m = 10*1.5 = 15mm

CALCULATION OF CENTER DISTANCE

a1 = (Tc + Td)*m/2
(a1 is the center distance between the shaft 1 and shaft2) (3)
= (20+40)*1.5/2
=45mm
a2 = (Tg + Th)*m/2 (a2 is the center distance between the shaft2 and
shaft3) = (24 + 30)*1.5/2 = 40.5mm
(Here a1 and a2 are the centre distance between the 3 shafts respectively)
Ft = 2594.03/m (m = 1.5mm)
Ft = 1729.35N
Now, assuming the length of the shaft (L) = 265mm
Force acting along the pressure line, Fn = Ft/cos20o = 1840.33N
(Since we are considering 20o involutes teeth)
Therefore, Bending Moment of the shaft due to Fn = Fn*L/4 Or, Bending
Moment (BM) = 1840.33*265/4
= 121922.249N-mm
Now, we are considering maximum permissible shear stress (τ) to be 55N/mm2
Te = (BM2 + T2)1/2
where T= Torque acting on the gears
= (121922.249 2 + 41.512)1/2
T=P*60/ (2πN) [TAKING N=460rpm]
=121.922*103 N-mm
Te= equivalent twisting moment
Τ= 16Te/ (3.14*d3)
Or, d3 = (16* 121.922 * 103)/3.14*55)
Or, d = 22.43 mm = 25mm (approx.)
(Where d is the bore diameter of the shaft)

SELECTION OF BEARING
Series 6305, Deep groove ball bearing, is used as it meets the requirements for
the loading capacity and service life. We can get the values from the table
given below:

DIMENSIONS AND STATIC LOAD CAPACITIES OF SINGLE ROW

DEEP GROOVE BALL BEARINGS

Figure 3DIMENSIONS AND STATIC LOAD CAPACITIES OF SINGLE ROW DEEP GROOVE BALL BEARINGS
Specification for the above mentioned bearing are as follows: 1. Bore
diameter= 25mm
2. Outside diameter= 62mm
3. Width=17mm
4. Basic static capacity= 11.4kN
5. Basic dynamic capacity= 22.56k

CHAPTER 6
MODELING

Figure 4 layshaft
Figure 5driven shaft

Figure 6 gears
 Figure5 constant mesh gear bo

CHAPTER 7
RESULT
In this project we designed and modeled the constant mesh gear box for the
tractor by using fusion 360.
 CHAPTER 8
CONCLUSION
Lastly, we conclude that we have designed a constant mesh gear box and as per
the design criteria, the design made by us is safe and satisfactory and can be
proceeded with production process. Here we also conclude that we have made
the design along with its stress, strain and force analysis and the design is
concluded safe.
 CHAPTER 9
FUTURE SCOPE
The future scope of the project is by replacing the material of the components
with a low weight and high strength materials. The dog clutch can be engaged
or disengage by hydraulic or pneumatic systems with help of sensors. We can
also reduce the number of gears and obtain the same number of speeds. The
type of engagement between the dog clutch and the gear can also be improved
by some other means.
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