UNIVERSITY OF GONDAR

INSTITUTE OF TECHNOLOGY

DEPARTMENT OF MECHANICAL ENGINEERING

DESIGN STREAM

5TH YEAR 1ST SEMISTER MACHINERY DESIGN PROJECT

PROJECT TITLE: DESIGN OF GEARBOX

STEP-1(INTRODUCTION PART)

PREPARED BY:
SI. STUDENT’S NAME ID. NO
NO
1 MUKET AGMAS GUR/04857/12

2 YARED WORKU GUR/01211/09

Submitted to: Mr. Misganaw Abebaw(MSc.)

Date: 12/08/2013 E.C

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 AKNOLOGMENT
First of all we would like to thank the Almighty God for giving the strength to prepare this
design project. Secondly we would like to express our sincere appreciation and special gratitude
to MR. MISGANAW (MSc.) for his lecture and guidance throughout the project period which
is very essential for our future designing tasks. And also we would like to express our great
thank to Gondar university as well as text book reference owners. The last but not the least we
would like to express our sincere appreciation for all individual who invested their time, energy
and resources to help us.

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 Abstract
The gearbox is the second element of the power train in automobile. It is used to change the
speed and torque of vehicle according to variety of road and condition. Transmission box
change the engine speed into torque when climbing hails and other uses depending on the
condition. Sliding mesh gear box is one of most commonly used types of gear box which is used
most of the time in automobile mainly in oldest version for less speed and high torque
application like tractor. There are several problems associated with this device which is mainly
arise due to material selection and faulty design specially on the gears(tooth) and shaft because
it is subjected to excessive load , wear and heat. This later will create problems such as noise,
incable of proper gear shifting and improper meshing which finally leads the machine not to
operate properly. The main aim of the paper is to design a sliding mesh gear box with 360Nm at
3000-3500 RPM with the appropriate material. For the design we collect necessary information
or data about gear box and survey some literatures, select appropriate materials, perform
detail design calculations, model and analysis based on given specification. The design is safe
from different point of view and the problem related with the machines are solved. For
modelling of 2D and 3D we use SOLIDWORK 2018 for analysis.

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Nomenclature

IV
V
 TABLE OF CONTENT
CHAPTER ONE..............................................................................................................1
INTRODUCTION TO DESIGN OF GEAR BOX...................................................... 1
1.1 General overview of the project........................................................................... 1
1.2 background........................................................................................................... 2
1.3 Definition of gear box[1]......................................................................................2
1.4 Purpose of a gearbox:[1]...................................................................................... 3
1.5 Types of gearbox[1]............................................................................................. 4
1.5.1.1 Sliding mesh gearbox..................................................................................... 4
1.6 Main component gearbox................................................................................... 10
1.7 Problem statement..................................................................................................... 16
1.8 Objective of the project............................................................................................. 17
1.8.1 General objectives........................................................................................... 17
1.8.2 Specific objectives...........................................................................................17
a. Gear.......................................................................................................................17
b. Shaft......................................................................................................................17
c. Bearing..................................................................................................................17
d. Key way................................................................................................................17
e. Housing.................................................................................................................17
1..9 Methodology of gear box design.......................................................................17
1.6. Scope and limitation of the project....................................................................18
Chapter 2........................................................................................................................20
Literature review........................................................................................................... 20

Chapter 3........................................................................................................................22
Detail Design analysis....................................................................................................22

Chapter three................................................................................................................. 47
Shaft design.................................................................................................................... 47

Chapter four.................................................................................................................. 76
DESIG OF KEY............................................................................................................ 76

Chapter Five.................................................................................................................. 81
BEARING SELECTION.............................................................................................. 81

CHAPTER SIX..............................................................................................................92
CONCLUSION AND RECOMMENDATION...........................................................92

REFERENCE................................................................................................................ 95

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List of figure
Figure 1 Gearbox with housing[3]..................................................................................................1
Figure 2 Gear position of SMG[2]................................................................................................ 6
Figure 3 Constant mesh gear box with dog clutch[4]................................................................... 7
Figure 4 Lline diagram of synchromesh gearbox. ........................................................................8
Figure 5 The working of synchromesh gearbox[2]........................................................................ 8
Figure 6 Epi-cyclic gearbox[2].......................................................................................................9
Figure 7 Crossed helical gears[2] ................................................................................................ 14
Figure 8 Worm and worm wheel[2] .......................................................................................... 14
Figure 9 Interference of meshing gears....................................................................................... 26
Figure 10 Contact Ratio between two gears................................................................................29
Figure 11 Different parameters of gear tooth.............................................................................. 30
Figure 12 Different loads on helical gear.................................................................................... 32
Figure 13 layout of shaft for two stage gearbox [13].................................................................49
Figure 14 Parts of bearing [16]....................................................................................................81
Figure 15 Front view for housing.............................................................................................. 90

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list of table
Table 1 Minimum numbers of teeth for pinion in order to avoid interference........................... 25
Table 2 parameters of gear teeth with respect to module............................................................30
Table 3 values of constant A, B, and C for load distribution factor.......................................... 41
Table 4 Reliability Factors ..........................................................................................................43
Table 5 summary for stress factors .............................................................................................44
Table 6 Value of strength of gear material..................................................................................48
Table 7 Standard table for minimum tensile strength Sut...........................................................50
Table 8 Standard table for temperature factor............................................................................51
Table 9 Standard table for reliability factor Ks..........................................................................52
Table 10 Summary for value of endurance limit factor.............................................................. 52
Table 11 values of kbandkc......................................................................................................... 58
Table 12 Summary for bending moment at critical location.......................................................63
Table 13 Summary for bending moment at critical location......................................................72
Table 14 Proportions of standard parallel rectangular keys [15]................................................ 76
Table 15 material for casting...................................................................................................... 87
Table 16 dimension for housing.................................................................................................. 88

VIII
 CHAPTER ONE

INTRODUCTION TO DESIGN OF GEAR BOX

1.1 General overview of the project

Cars need a transmission (gearbox) because the engines binary itself isn’t capable of create
different relations of velocity and binary. The engine has a rotation limit (redline) that cannot be
passed for the good of the engine. So, we need to create a way of using the available rotation of the
engine, creating different relationships between engine and the wheels. A transmission is a machine
in a power transmission system, which provides controlled application of power. Often the term 5-
speed 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. Many machines that are used
today are made up of a power source and a gearbox. Gearboxes are essential in vehicles because
without a gearbox cars would have very limited top speed. A gearbox can be used in many different
applications such as, industrial, power generation and construction. [1]
A gear box is a device for converting the speed of a shaft from one speed to another. In process
the torque is also changed. A gearbox can be simple or complex and is a machine that is used to
transfer rotational energy from a motor to another device. They are generally used to increase the
torque while decreasing rotational speed, they do not have any effect on the power developed by the
motor because as torque increases, rotational speed decreases and vice versa. Many power
producing machines, or prime movers, such as internal combustion (IC) engines, industrial gas
turbine engines and electric motors produce power in the form of rotary motion. The operating
characteristics of prime movers vary according to their type and size, and a change of speed is often
necessary to transform the torque speed characteristic of a prime mover to a useful output
characteristic.[1]
When transmitting power from a source to the required point of application, a series of devices is
available including gears, belts, pulleys. Generally if the distances of power transmission are large,
gears are not suitable and chains and belts can be considered which are introduced. However when
compact, efficient or high-speed drives are required gear box offer a competitive and suitable
solution. For this project a simple single-reduction spur gearbox was designed. The design involved
shafts, housing, ball bearings, mechanical key, gears and other components.[1]

Figure: 1.1 Gearbox with housing[3]

Figure 1Gearbox with housing[3]

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1.2 background
The first transmission system was given by French Inventors Louis-Rene and Emile Levassor who
invented the world largest ever transmission system with 3-speed sliding mesh transmission in
1894.Gear ratio is achieved by sliding the required gears to bring it with appropriate mating gears.
The advanced gearbox of today has reverted to what it was back in 1928 three-speed and non-
synchromesh. At least that is the way it is for Volvo trucks. The development span between that first
gearbox and the very latest the I-shift encompasses a huge amount of work and many landmark
accomplishments. [2]
1928 saw the very first Volvo truck leave the factory. It was a very popular vehicle, in fact far more
popular than its passenger car ancestor the öv4, whose driveline components were carried over into
the truck in their entirety. This first truck, known simply as the Volvo truck series 1, produced 28
horsepower and had a three-speed non-synchromesh gearbox. It was not until 1931 that Volvo built
its first trucks without using driveline components from the company’s passenger cars. The gearbox
in the new truck series was a robust four-speed unit specially designed for heavy vehicles. The new
trucks also had sturdy rear axles with a reduction gear. In these non-synchromesh gearboxes, it was
necessary to press the clutch twice to change gears. This heavy double-declutching and shifting of
gears solely by manual force put considerable physical strain on the driver. That is why it was hailed
as an important leap ahead when synchromesh gearboxes appeared on the market in the 1950s.
“They marked an immense improvement in the driver’s working conditions: from a job requiring
special training for gear changing, it became more like driving a passenger car,” says åke zander
(technical director at Volvo power train and the person responsible for drivelines and hybrids).
During the 1950s, Volvo also started experimenting with automatic transmissions. However, it
would take another 40 years for automated transmission to make its breakthrough. Before that,
auxiliary gears such as range-change and splitter transmissions made their entry into the truck cab.
However, auxiliary gears were really only a natural part of the development process and did not
mark a major leap ahead. That at least is the view of mart magi, former professor of automotive
technology at the
Chalmers university of technology in Goteborg, Sweden “from a technological development
perspective, the inclusion of additional mechanical gears behind and in front of the base gearbox was
only a minor step in overall progress. The first truly revolutionary concept was the gearbox itself,
which entered into use just over a century ago. The next significant technological advance was
synchromesh, followed by automation.” [2]

1.3 Definition of gear box[1]

A gear box, also known as a gear case or gear head, is a gear or a hydraulic system responsible for
transmitting mechanical power from a prime mover in to some form of useful output. It is referred to
the metal casing in which the numbers of gears are sealed. It is a mechanical device that is used to
increase the output torque of the motor or to change the speed (rpm). The shaft of the motor is

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connected to one end of the gearbox and, through the gearbox's internal configuration, provides a
given output torque and speed determined by the gear ratio. A gearbox is a transmission device used
between the engine's output shaft and the final drive to transfer the torque and power required for the
vehicle's wheels, the gearbox consists of a set of gears (i.e. spur, helical, bevel, worm And epicycle
depending on the types of gearboxes used.
Gear drives consist of rears as main transmission elements mounted on shafts supported by bearings.
In open gear drives the bearings caring shafts are supported in rigged frames while in closed gears
drives bearing are supported in the casing or body, normally made in two halves and may be cast or
welded. The casing also stores lubricant at the bottom and is designed to keep the body cool, drain
the oil for oil change. Hook for lifting and windows for observing the gears. Gear drives are mainly
used for reducer which may be made in single, double or triple stages. Single, two and three stage
reducer may appear with its shaft in parallel also two stages with power bifurcation or with co-axial
input and output shafts.[1]

1.4 Purpose of a gearbox:[1]

The gear box is necessary in the transmission system to maintain engine speed (or torque) at the
most economical value under all conditions of vehicle movement. An ideal gear box would provide
an infinite range of gear ratios, so that the engine speed should be kept at or near that the maximum
power is developed whatever the speed of the vehicle.
Basically the gearbox serves the following purposes:
 Provides speed and torque conversions because of the limitations of internal combustion
engines.
 Also facilitates change of direction of output shaft for reversing.
 Automotive gearboxes are used to reduce load on the engine by manipulating torque and
speed.
 They have the option to select one of several different gear ratios.
 Once the engine has reached a number of revolutions per minute, it is advisable to increase
the gear to reduce the engine rpm to reduce wear on the engine, allow more control, and
greater speeds, better acceleration, and better fuel economy.
 Most gearboxes are used to increase torque & reduce the speed of output shaft. This produces
a mechanical advantage
 Automotive gearbox also have the provision to do the opposite i.e. provide an increase in
output shaft speed with a reduction of torque (overdrive)
 Multiply (or increase) the torque (turning effort) being transmitted by the engine.
 To convert the engine torque into the wheel traction required to overcome the motion
resistance.
 Ensuring comfortable starting of the vehicle.
Applications of gear boxes

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Gearboxes are used in many applications, including machine tools, industrial equipment, conveyors,
Power Generation, Petroleum Refining, Process & Offshore, Mining & Material Handling, cement,
Military Marine, Pulp & Paper, Aircraft Test Stand Equipment, Metal Processing, and in fact any
rotary speed power transmission application requires changes in torque and speed requirements.[1]

1.5 Types of gearbox[1]

• Manual /Selective type
Sliding mesh
 Constant mesh
 synchromesh
• Progressive type
• Epicyclical type
1.5.1 Selective type gear box it is a transmission in which any speed may be selected from the
neutral position. In this type of transmission, neutral position has to be obtained before selecting any
forward or reverse position. [1]
Advantages:
 Simple in construction
 Relatively free from troubles
 Light and small
 Low production costs.
Disadvantages:
 Gear ratios not being continuous but being in steps (3 to 5 steps), making it necessary to
shift gears each time when vehicle running conditions change.
 Noisy in operation.
1.5.1.1 Sliding mesh gearbox
Sliding Mesh Gearbox was the first gearbox or transmission system invented of an automobile. It is
the gearbox in which the required gear ratio is achieved by sliding the required gears to bring into
mesh with the appropriate mating gear. Since the gears are to be slide axially and brought into
contact the gears have to be necessarily be spur gears. Gear ratio is achieved by sliding the required
gears to bring it with appropriate mating gears. The main components are: [1]
1. Shafts: There are 3 shafts present in Sliding Mesh Gearbox:
a) Clutch Shaft: It is input shaft in the sliding mesh gear box. The clutch shaft carries the
engine output to the gearbox with the help of engaging and disengaging clutch which is
mounted at the engine end. A gear is mounted over this shaft known as clutch gear which is
used to transmit rotational motion to lay shaft.
b) Lay Shaft or Counter Shaft: After the input shaft comes the Lay Shaft. Lay shaft is an
intermediate shaft between the Clutch Shaft and Main Shaft. In the lay shaft, the gears are
rigidly fixed and rotate with the lay shaft.

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 c) Main Shaft: This splined output shaft carries spur gearwheels that slide along the shaft to
engage with the appropriate lay shaft gears. At the ‘front’ end, the main shaft is supported
by a spigot bearing situated in the center of the constant mesh pinion. A heavy-duty radial
ball bearing is fitted at the other end to take the force of the gears as the attempt to move
apart. The power comes from the engine to the clutch shaft and thence to the clutch gear
which is always in mesh with a gear on the lay shaft. All the gears on the lay shaft are fixed
to it and as such they are all the time rotating when the engine is running and clutch is
engaged.
2. Gears: Usually two types of gears were used in sliding mesh gearbox. They are:-
i. Spur gear: Spur gears have straight teeth that are produced parallel to the axis of gear. These
gears are most economical types of gear but tend to vibrate and become noisy at high speed. ii.
Helical gear: The teeth of helical gears are not parallel to gear axis. These gears are less noisy and
have a smoother operation than spur gear. Also these gears have higher tooth strength and a higher
load carrying capacity.
3. Gear lever: It is used slide the gears in the main shaft to obtain appropriate gear ratio. It is
operated by the driver.
Working of SMG
 At first, the clutch shaft is driven by engine. It carries the engine output and rotates in the
same direction as that of engine. The gear connected to the clutch shaft also rotates.
 As gear of clutch shaft rotates, the lay shaft gear which is connected to the clutch shaft gear
also rotates but in opposite direction.
 So the lay shaft rotates due to rotation of lay shaft gear that is rigidly fixed in the lay shaft.
Due to rotation of lay shaft other gears of lay shaft also rotates as all the gears in lay shaft
are rigidly fixed including the reverse gear.
 The gears of main shaft are internally and the main shaft is also, so the gears of main shaft
can slide over it. The gear of main shaft are shifted and meshed with different gears of lay
shaft to obtain different gear ratios required to face different road problems.
The gear shifting mechanism of sliding mesh gear box is shown on the figure below.

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 Figure 2 Gear position of SMG[2]
Neutral - All main shaft gearwheels are positioned so that they do not touch the lay shaft gears. A
drive is taken to the lay shaft, but the main shaft will not be turned in neutral position
First gear- By operating gearshift lever, the larger gear on main shaft is made to slide and mesh with
first gear of countershaft. Main shaft turns in the same direction as clutch shaft in the ratio of 3:1
Second gear- By operating gear shift lever, the smaller gear on the main shaft is made to slide and
mesh with second gear of counter shaft. A gear reduction of approximately 2:1 is obtained.
Third gear - In the third gear, the gearbox provides low torque and high speed when compared to
2nd gear
Top gear- By operating gearshift lever, the combined second speed gear and top speed gear is forced
axially against clutch shaft gear. External teeth on clutch gear mesh with internal teeth on top gear
and the gear ratio is 1:1.
Reverse gear- By operating gearshift lever, the larger gear of main Shaft meshed with reverse idler
gear. The reverse idler gear is always on the mesh with counter shaft reverse gear. Interposing the
idler gear, between reverse the main shaft turns in a direction opposite to clutch shaft.

1.5.1.2. Constant mesh gearbox.

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In this type of gearbox, all the gears of the main shaft are in constant mesh with corresponding gears
of the countershaft. The gears on the main shaft which are bushed are free to rotate. The dog
clutches are provided on main shaft. The gears on the lay shaft are, however, fixed. When the left
Dog clutch is slide to the left by means of the selector mechanism, its teeth are engaged with those
on the clutch gear and we get the direct gear. The same dog clutch, however, when slide to right
contacts the second gear and second gear is obtained. Similarly, movement of the right dog clutch to
the left results in low gear and towards right in reverse gear. Usually the helical gears are used in
constant mesh gearbox for smooth and noiseless operation. 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 lay shaft, 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-de-clutching (there are usually two dog clutches in a
Constant Mesh Gear Box)

Figure 3 Constant mesh gear box with dog clutch[4]

1.5.1.3 Synchromesh gearbox
This type of gearbox is similar to the constant mesh type gearbox. Instead of using dog clutches here
synchronizers are used. The modern cars use helical gears and synchromesh devices in gearboxes,
that synchronize the rotation of gears that are about to be meshed
This type of gearbox is similar to the constant mesh type in that all the gears on the main shaft are in
constant mesh with the corresponding gears on the lay shaft. The gears on the lay shaft are fixed to it
while those on the main shaft are free to rotate on the same. Its working is also similar to the
constant mesh type, but in the former, there is one definite improvement over the latter. This is the
provision of synchromesh device which avoids the necessity of double declutching. The parts that
ultimately are to be engaged are first brought into frictional contact, which equalizes their speed,
after which these may be engaged smoothly. In most of the cars, however, the synchromesh devices
are not fitted to all the gears as is shown in this figure.

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 Figure 4Lline diagram of synchromesh gearbox.
They are fitted only on the high gears and on the low and reverse gears ordinary dog clutches are
only provided. This is done to reduce the cost. In figure A is the engine shaft, Gears B, C, D, E are
free on the main shaft and are always in mesh with corresponding gears on the lay shaft. Thus, all
the gears on main shaft as well as on lay shaft continue to rotate so long as shaft A is rotating.
Members F1 and F2 are free to slide on spines on the main shaft. G1 and G2 are ring shaped
members having internal teeth fit onto the external teeth members F1 and F2 respectively. K1 and
K2 are dogteeth on B and D respectively and these also fit onto the teeth of G1 and G2. S1 and S2
are the forks. T1 and T2 are the balls supported by spring.
These tend to prevent the sliding of members G1 (G) on F1 (F2). However, when the force applied
on G1 (G2) slides over F1 (F2), these are usually six of these balls symmetrically placed
circumferentially in one synchromesh device.
M1, M2, N1, N2, P1, P2, R1, R2 are the frictional surfaces. To understand the working of this
gearbox, consider figure which shows in steps how the gears are engaged.

Figure 5The working of synchromesh gearbox[2]

In the synchromesh gearbox, the Lay shaft is connected to the engine directly, but it rotates
freely when the clutch is disengaged. Because the gears have meshed all the time, the
synchro brings the lay shaft to the right speed for the dog teeth to mesh to achieve the
desired speed of the output shaft.

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i) Working of First Gear: For the first gear, the ring shaft member and the sliding members i.e., G2
and F2 moves towards the left till the cones P1 and P2 rub each other. Then friction makes their
speed equal. Once their speeds are equal G2 is further pushed towards the Left and it engages
with the teeth L2. A motion is carried from clutch gear B to the lay shaft gear U1. Then it goes
to lay shaft U3, and the motion is moved to the main shaft gear D. From there the motion is
transferred to F2 which is the sliding, member and then to the main shaft for the final drive.
ii) Working of Second Gear: For second gear the ring shaft and the sliding members i.e., G1 and F1
moves towards the right till the cones N1 and N2 rub each other. Then the friction makes their
speed equal. G1 is further pushed towards the right so that it meshes with the gear. The motion is
transferred from clutch gear B to the lay shaft gear U1. From U1 the motion is transferred to U2.
From U2 it is shifted to the main shaft gear C. Then the motion is transferred to the sliding
member F1. Then it goes to the main shaft for the final drive.
iii) Working of Top Gear: For top gear or direct gear, the motion is shifted directly from clutch gear
B to the sliding member F1. Then from F1 to the main shaft, this is done by moving G1 and F1
to the left.
iv) Working of Reverse Gear: For reverse gear, the motion is transferred from clutch gear A to the
lay shaft gear U1. From there it is transferred to lay shaft gear U4 and then to the intermediate
gear U5. From there to the main shaft gear E and then to the sliding member, F2 and then to the
main shaft for the final drive. This is done by moving G2 towards the right. Intermediate gear
helps to achieve the reverse gear.
1.5.2 Epi-cyclic gearbox
The basic of epi-cyclic gear is that it has a sun gear, planetary gears and Ring Gears. This
type of gear mechanism is used in the PTO shaft of the Tractors and automatic gear boxes

Figure 6Epi-cyclic gearbox[2]

An epicyclical gearbox consists of two, three or even four epi-cyclic or planetary gear sets. A simple
gear set has a sun gear, about which planets turns around. These planet gears are carried by a carrier
and a shaft and are also in mesh with a ring gear.

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Advantage of epicyclical gearbox
 It provides a more comfort unit operating about a common central axis, because they planetary
gear operate within a ring gear its external surface of cylindrical form.
 The planetary gears are in constant mesh and hence dog clutches or sliding gears are not used.
 The gear and gear housings are comparatively smaller in overall dimensions.
 Instead of having the load on only one pair of gears, it is distributed over several gear wheels.
 External contrasting hand brackets or multiple clutches of relatively small dimensions are used
for changing the gears.

1.6 Main component gearbox

Some of the components used in gear box are:
 Gears
 shafts
 Bearing
 Selector Forks
 Housing
 Synchronizer/dog clutch
1.6.1 Gears
Gear is defined as a machine element used to transmit motion and power between rotating shafts by
means of progressive engagement of projections called teeth. Gear is a part, as a disk, wheel, or
section of a shaft, having cut teeth of such form; size and spacing that they mesh with teeth in
another part to transmit or receive force and motion the gears in a transmission are analogous to the
wheels in a pulley. An advantage of gears is that the teeth of a gear prevent slipping. Gears are the
most common means used for power transmission.
For mechanical power transmission, gears are generally categorized into three distinct types:
1. Those transmitting power and motion between parallel shafts, namely, spur and ordinary
helical gears;
2. Those for shafts with intersecting axes, the angle between the shafts being generally go, e.g.
Bevel gears.
3. Those where the shafts are neither parallel nor intersecting, the axes generally making 90’
(or some other angle) to each other but in different planes, e.g. Worm and worm-wheel,
crossedhelical gears, and hypoid gears.
Fixed Gears: These gears are attached to lay shaft 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 lay shaft 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 with respect to 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.

10
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 lay shaft 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 lay shaft and main shaft respectively.
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.
These 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.

General classification of gears

Depending upon the relation between the axes, shape of the solid on which the teeth are
developed, curvature of the tooth-trace and any other special features, gears are categorized into
the following types.
1. Spur gears
In a pair of mating spur gears, the axes of the component gears are parallel, that is, they are mounted
on shaft which are parallel to each other. The reference or the pitch solid

11
12
generated. The teeth are straight, but the height of teeth gradually decreases and the sides of teeth are tapered so that
all lines, when extended, meet at a common point called the pitch cone apex. In case where the bevel gears are
required to have uniform clearance throughout the length of the teeth, only the pitch cones of the two gears intersect
at the apex point. Bevel gears having straight teeth but mounted on non-intersecting axes are known as skew gears.
After the advent of hypoid gears, these gears are seldom used.

Figure: 1.14. Straight bevel gears[2]

5. Spiral bevel gears

In this type of bevel gears, the tooth elements are curved in the shape of a spiral so that the contact between the inter-
meshing teeth begins gradually and continues smoothly from one end to the other.

Figure: 1.15. Spiral bevel gears[2]

6. Hypoid gears
These are similar to spiral bevel gears, but have non-intersecting axes, i.e. the axis of the pinion is offset relative to
the gear axis. However, the planes containing the two axes are usually at right angles to each other. If the off-set is
sufficient so that the two shafts can pass one another with adequate clearance, the straddle mounting on bearings for
both the pinion and gear is possible. In such cases, obviously the component gears need not be over hung. The blanks
of hypoid gears are hyperboloids of revolution.

Figure: 1.16. Hypoid gear

7. Crossed helical gears

These are cylindrical helical gears, but their axes are at an angle when in mesh and do not intersect. Crossed helical
gears are also sometimes termed as“spira1gears” and “screw gears’’ but such names are discouraged as they are
rather confusing.

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 Figure 7Crossed helical gears[2]
8. Worm and worm-wheel

In this system of gearing, the axes are non-intersecting and the planes containing the axes are normally at right
angles to each other. The tooth elements of both the components are helices. The system can be single-enveloping or
double-enveloping types.

Figure 8 Worm and worm wheel[2]

The above mentioned types are the major classes of gears commonly in use. There are other special types such as
conflux bevel gears, crown or face gears, spiroid gears, beveloid gears, helicon gears, planoid gears, and reva-cycle
bevel gears. Most of these special types are patented items bearing registered trade names of different manufacturing
companies.

1.6.2 Shafts
A shaft is a rotating machine element which is used to transmit power from one place to another. The power is
delivered to the shaft by some tangential force and the resultant torque (or twisting moment) set up within the shaft
permits the power to be transferred to various machine linked up to the shaft.
The following stresses are induced in the shafts:
1. Shear stresses due to the transmission of torque (i.e. due to torsional load).
2. Bending stresses (tensile or compressive) due to the forces acting upon machine element like gears, pulleys etc.
3. Stresses due to combined torsional and bending loads
Types of transmission shafts
Transmission shafts can be found in a manual transmission gearbox. The purpose of a transmission gearbox is to
transfer the high output of an automobile's engine to the wheels, and in the process reduce it to a compatible speed.
Gearbox does this through a complex arrangement of gears and shafts.
1. Input shaft
The automobile's engine crankshaft turns and creates power. This mechanical energy must first go through
the transmission gearbox before it eventually reaches the wheels. The first component to receive this
energy is the input shaft. It can be engaged or disengaged through the mechanism of the clutch. Typically

14
in a rear-wheel drive car, the input shaft is designed to lie along the same line as the output shaft, forming
what seems like a singular component that is sometimes called a main shaft.
2. Counter shaft
The counter shaft lies parallel to the main shaft and is driven by the input shaft through a pinion gear. In a
basic manual transmission design, the transmission gears are attached to the counter shaft permanently,
spinning along with it. In front-wheel-drive cars, the input and counter shafts is actually the same thing. It
bears the clutch mechanism, which connects it to the engine and transfers power to the output shaft
through the gears that lie along it.
Sometimes the counter shaft is also called a lay shaft.[1]
3. Output shaft
The final component that carries the power out of the transmission gearbox and on to the wheels is the
output shaft. A set of transmission gears parallel to those on the counter shaft are arranged along the output
shaft; it is driven by the counter shaft through these gears. Both output and counter shaft gears are usually
already meshed but the output shaft gears are not permanently attached to it. These gears are the ones
actually shifted manually by the driver. Only the one gear selected is fastened and rotates the output shaft
along with it, while the others spin freely until another one is selected.[1]
Other configurations
A design that uses the sequential gearbox, where the stick is moved up or down, adds another shaft in the
transmission called the selector shaft. This shaft turns by certain degrees with every shift and moves the
collars that fasten a shifting gear on the output shaft. Meanwhile, the dual-clutch type of configuration
actually makes use of two output shafts where the shifting gears are distributed.[1]
1.6.3Bearing
A bearing is a machine element which supports another moving machine element (known as journal). It
permits a relative motion between the contact surfaces of the members, while carrying the load. A little
consideration will show that due to the relative motion between the contact surfaces, a certain amount of
power is wasted in overcoming frictional resistance and if the rubbing surfaces are in direct contact, there
will be rapid wear. In order to reduce frictional resistance and wear and in some cases to carry away the
heat generated, a layer of fluid (known as lubricant) may be provided. The lubricant used to separate the
journal and bearing is usually a mineral oil refined from petroleum, but vegetable oils, silicon oils, greases
etc., may be used [8].
Classification of bearing
Bearings may be classified as given below
 Depending upon the direction of load to be supported. The bearing under this group are classified as:-[8].
 Radial bearings: the load acts perpendicular to the direction of motion of the moving element.
 Thrust bearings: the load acts along the axis of rotation.
 Depending upon the nature of contact. The bearing under this group are classified as: Sliding contact bearings:

15
 the sliding takes place along the surface of contact between the moving element and the fixed element. The
sliding contact bearing are also knows as plain

1.6.4 Selector Fork

The shifter fork and fork rods have a mechanism using a plunger with a ball in it and is supported with a slide able
ball bearing. The detent mechanisms give the driver distinctive detent feeling and the sliding ball bearings help
reduce the shift lever operating force. All shifter forks are made of aluminum die casting and the shifter arm shaft is
formed as a hollow type to minimize the overall weight of the transmission. Gear double meshing is prevented by a
mechanism that uses interlock blocks. The select return mechanism (which returns the selector lever to the neutral
position) uses a U-shaped leaf spring.

1.6.5 Housing
It consists of the parts; the gear box housing was sided from the extension by a lover. The foxing point for the left
assembly braket is locating at the gear box housing the attachment point for self aligning of the gear box.

1.6.6 Dog clutch

Among many different types of clutches, a dog clutch provides non slip coupling of two rotating members. It is
not at all suited to intentional slipping, in contrast with the foot operated friction clutch of a manual transmission car.
Gear selector does not engage or disengage the actual teeth which are permanently meshed. Rather, the action of the
gear box selector is to lock one of the freely spinning gears to the shaft that runs through its hub. The shaft then spins
together with that gear. The output shaft speed relative to the gear counter shaft is determined by the ratio of two
gears. The one permanent attached to the counter shaft, and that gears mate which is now locked to the output shaft.
Locking the output shaft with a gear dog clutch is a sliding selector mechanism which is to the output shaft with
meaning that is its hub has teeth that fit into splines on the shaft, forcing that the shafts to rotate with it. However the
splines allow the selector to move back and forth on the shaft which happens when it pushed by a selector fork that is
linked to the gear lever. The fork does not rotate, so it is collar bearing on the selector.

1.7 Problem statement

The strength, efficiency, life and durability of the gear train can be fully controlled by the gear
designer and all are related to the following:
 the material and tooth proportions
 the mounting of the gears, the bearings used and the casing design
 the heat treatment and finish of the gear teeth
 the accuracy of the teeth in mesh
 the type of lubrication system used
Each pair of gears results in the designer having to reach some form of compromise, at the design
stage, between numerous conflicting and widely varying factors. At the design stage, it must always
be remembered that any form of refinement made to the gears to reduce either the size or weight,
improve the smoothness in operation or efficiency or reduce the operating noise level which usually
lead to an increase in the cost of manufacture and the cost of maintenance. Hence to reduce the

16
friction and wearing of the tooth as well as to improve the life of the gearbox, strength and efficiency.
.

1.8 Objective of the project

1.8.1 General objectives
The general objective of this project is to design four speed sliding mesh gearbox with power 3.5 KW, speed of 1000
rpm and speed ratio 15

1.8.2 Specific objectives

The specific objectives of this project are:
 To design each/individual components of sliding mesh gearbox, such as:
a. Gear
b. Shaft
 Main shaft
 Input shaft
 Counter shaft
c. Bearing
d. Key way
e. Housing
 To select the appropriate material for the components
 To solve geometrical analysis of sliding mesh gearbox
 To compute force and stress analysis
 To select bearing
 To draw the 3D modeling
 To analyze the result

1..9 Methodology of gear box design

For successful completion of our design, we followed the following procedures: The general design
methodology of gearbox formulated from literature review of applicable material on gear and
mechanism to perform on this device for its proper application with less/no imperfections comparison
to disk available know a day. The literatures are obtained from journals, books, website /webpage,
machine design textbooks, internet websites, mechanical interview, journal research, previous
mechanical student project, learning & teaching methodology and some extra information…etc.
Many steps and methodologies are followed to design of clutch disk. These are:

1) The first Footstep is selection of material: This step is a great contribution to design gearbox
based on the general standards. The selected material must be eliminated these problems in
order to comparison of gear available know a day, these problems are high heat -generation

17
 and high co -efficient of friction resistance. We also consider these things such as: -
mechanical properties like: - strength, stiffness, toughness, hardness etc.

We proceed toward the analysis of the design by using the given data or specification. When we start
the detail design analysis by having those selected Proper Materials for each component, we
calculated some parameters for all parts (which are stated in specific objectives) and calculate their
stress analysis, shear analysis and bending analysis and checking if they are safe. If it necessary we
will use the standard values and assumptions.
However, material suitable for use as a box surface must meet the following conditions:
a. It must have a high coefficient of friction
b. It must not be affected by moisture and oil
c. It must resist wear
d. It must be capable of resisting high temperatures caused by slippages
e. It must be capable of resisting high axial pressure

2) The second Footst

require gearbox component: to perform correctly and most precision or accuracy there have many ma
components, these are the following:
 Shaft
 Bearing
 Shafts:

The final footstep is design gearbox - This involves the application of engineering science and
scientific knowledge: subjects explored extensively in traditional engineering courses, such as statics
and dynamics, mechanics of materials and machine design. In this stage the following tasks are
performed. After gathering the necessary information then we try to select the proper material for each
parts of the gearbox which deliver to design. The materials to be selected are selected with in
carefulness manner and they must tend to resist friction, wear, and excessive heat and to resist
environmental humidity change. Besides they are easy for manufacturability.
In the very beginning we referred some materials which have a lot information about the design we
did. (i.e. we try to observe the previous journals performed on the same design. Next, we also research
the printed documents which talks about the specific meaning and concept of the gearbox especially
sliding mesh gear box type. In this observation process we try to collect and gather the adequate data.).
Then after having those information’s we analyze the information and well develop the conceptual
design for the whole design.
1.6. Scope and limitation of the project
1.6.1. scope of project
The scope of this design project is to design a sliding mesh type four speed, manual transmission gear
box based on 3.5kw and @ 1000 rpm within system component part of gearbox is made more suitable

18
material that available know a day and using optimization concept, to provide the speed control
mechanisms of gearbox. It is applicable for automotive vehicle type. The cad software that is solid
work is used to perform the drawing parts of component as well as final assembled object with in
good performance capacity.
1.6.2. limitation of project
The limitation of this project is there no enough software skill (like Ansys, solid work, Catia), internet
access (due to limited signal), also can’t discuss and design each type and subordinate components for
the gearbox like that of reverse 1st, 2nd ,3rd, 4th, and etc. And has no extra guidance other than Mr.
Misganaw to design the gearbox in most precision or accuracy manner of examination as well as
execution of the desired

19
 Chapter 2
Literature review
Literature cited revealed that for speed control mechanism like lab testing setups of engagement and
dis engagement power transmission controlling mechanism under safe condition. There is different
scope for design and development of gearbox for use free longer life. This type of gear d should be
more heat resistance ability, less or no effect on to the society as well as environment, more
economical, light, easy to install and maintain.
RAHUL KUMAR [5]
has presented on [Design and simulation of 7 speed manual gear box]. in his paper a gear box
with 7 forward gears and 2 reverse gears has been described and the detailed 3D parametric model was developed in
Sold works so that the design modifications and creation of a family of parts can be performed in remarkably quick
time thereby avoiding redrawing as required by traditional CAD.
The geometry created in Solid Works & was imported to ANSYS workbench for performing stress analysis &
results were comparable with theoretical calculations. A normal 7 speed MT requires 8 gear pairs to provide 7
forward and 1 reverse gear but, on his paper, presents a novel 7 speed MT designed with just 6 gear pairs giving 7
forward and 2 reverse gears thereby saving both the material cost as well as meeting the space constraints.
ATTHURU MANIKANTA REDDY1, AAKASH.K [6]
has presented on [Design and study of four speed sliding mesh
gear box] shows that in their paper deals with understanding of the gear transmission system principles with its
design and working. Different types of gears are used in automobiles. Gears have teeth which mesh with each other
to transmit the drive. A detailed CAD (Computer-aided design) model has also been developed according to the
theoretical calculations to validate the design and a brief study of the four-speed sliding mesh gear box and finally
they conclude that the aim of their paper is that they have undertaken in their engineering course is to improve our
practical knowledge in design and fabrication of a particular component in a technical manner. This improves not
only their practical skills, but also their various managing functions such as planning the project design, fabrication
and erection and cost analysis etc. Their paper is planned and completed as per the schedule and regulations. And In
addition to that, by accomplishing this project of “FOUR SPEED GEARBOXES” successfully they felt that they
have obtained enough knowledge regarding this topic, with full of satisfaction and forward the project to concerned.
Gearbox Noise and Vibration Prediction and Control by Jiri Tuma [7]: his paper will review practical techniques and
procedures employed to quiet gearboxes and transmission units. The author prefers solving the gear noise problem at
the very source to introduce an enclosure as a means to reduce radiated noise, which seems to be easy but its effect
on the sound pressure level is small.
The gearbox noise problem solution is focused on the improvement of gear design; on the verification of its effect on
the radiated noise and the determination of the gears’ contribution to the truck’s or car’s overall noise levels and on
the analytical and/or numerical computer-based tools needed to perform the signal processing and diagnostics of
geared axis systems. All of the analytical methods are based on the time and frequency domain approach. Special
care is addressed to the smoothness of the drive resulting from the transmission error variation during a mesh cycle.
His paper reviewed the progress in technique of the gear angular vibration analysis and its effect on gear noise due to

the self-excited vibration. Finally, he concluded Gearbox noise is tonal with a set of dominating frequency

20
components. The sum of the power contributions of the tooth meshing harmonic components results in the noise
level of an individual gear pair. Averaging the acceleration signal in the time domain, synchronized by revolutions
and tooth-pitch rotations, results in an averaged tooth mesh response serving to compare the effects of improving
gear design. Gear design and accuracy may be tested by the transmission error measurement. The effect of the most
efficient improvements reducing noise excited by gears, as well. Concerning the gearbox noise problem, one can
conclude that a low noise gearbox requires sufficiently rigid housing, shafts and gears.
JIRI TUMA [8]
has presented on [Electric Hydraulic Accelerator Control Device in AMT] shows that in
order to regulate the fuel injection quantity for the non-electronic controlled engine during the
process of automatic shift, independent accelerator auxiliary control device needs to be
designed .The accelerator control device should not only meet servo requirements in normal
driving but also regulate the fuel injection quantity automatically in the process of automatic
shift. This paper mainly describes the design of electric hydraulic accelerator control device and the
experiments show that the device can meet servo requirements and regulate the fuel injection quantity
automatically. The paper puts forward a new accelerator auxiliary control device for automatic shift
control system with non-electronic controlled engine. The new device can regulate injection quantity
automatically during the process of automatic shift, not reducing the quality of controlling the engine.
And it can solve the problems such as safety, reliability, the complex nature of control method and so
on for common linear accelerator scheme driven by motor.
GIANLUCA LUCENTE, MARCELLO MONTANA AND CARLO ROSSI [9]
[Modeling of an
Automated Manual Transmission system] shows that vehicles with automated manual Transmissions
(AMT) for gear shift control offer many advantages in terms of reduction of fuel consumption and
improvement of driving comfort and shifting quality. Complexity, nonlinearity and high-order
dynamics of the automated driveline, combined with strict requirements for high performance gear
shifts, demand the development of driveline models, which include a detailed description of the
actuators. These models can be useful for different purposes: during system development, to evaluate
the achievable performance and its dependency on system properties
As simulation tools for gear shift control algorithm design in this paper, physically-based detailed
nonlinear models of the electro-hydraulic actuated gearbox and of the dry clutch electro-hydraulic
actuator of an automated manual transmission are developed as shown in Fig. 4. In order to analyze
their behavior and their impact on the drive train during gear shifts, actuator models are integrated
with a simplified transmission shafts dynamic.
E. GALVAGNO, M. VELARDOCCHIA AND A. VIGLIANI [10]
has presented on [Analysis and
simulation of a torque assist automated manual transmission] the presents the kinematic and dynamic
analysis of a power-shift Automated Manual Transmission (AMT) characterized by a wet clutch,

21
called assist clutch (ACL), replacing the fifth gear synchronizer. This torque assist mechanism
becomes a torque transfer path during gearshifts, in order to overcome a typical dynamic problem of
the AMT that is the driving force interruption. The mean power contributions during gearshifts are
computed for different engine and ACL interventions, thus allowing drawing considerations useful for
developing the control algorithms. The simulation results prove the advantages in terms of gearshift
quality and ride comfort of the analyzed transmission. From the analysis of the AMT ACL
transmission it is possible to state that the assist clutch proves useful during up shifts, downshifts
(Kick Down) and motoring mode. From the pre-researched journals, we concluded that the great
cause of gearbox failure especially gear and gear tooth is the wear which is initiated by the high
friction due to continues meshing of gear.

Chapter 3
Detail Design analysis

A. Specification

22
 i. Power [kw]:- 3 . 5KW
ii. Input Speed [rpm]: 1000 rpm
iii. Total Gear Ratio:-15:1
B. Main Task of the Project
1. Select the best alternative for gears carrying out preliminary calculation
2. Calculate precisely the geometry of the selected alternative so that the relative slippages at
the boarder points of the length of engagement are equalized.
3. Check the strength of the pair of gears.
4. Check the strength of the shafts and key joints.
5. Select the proper type of bearings that fulfill the requirement Lh = 12000 hrs
6. Construct the gearbox in 1:1 and trace with ink. The main fitted and calculated sizesshould
be given in the drawing.
7. Check critical speeds of the shafts
8. Select an appropriate lubrication
Prepare a design report of the gearbox containing the assumptions, considerations, calculations and
remarks concerning the project Guide lines for choice the type of gear drives. To choose the type of gear we must see
velocity ratio or the peripheral velocity.Velocity ratios up to 8 single stage drives are preferable though these drives
may be used for velocity ratios up to 25. Two stage drives may use for velocity ratios up to 50 from 10beyond
velocity ratio of 40 three stage drive is preferable. Straight spur gear drives between parallel shafts can be used up to
5 m/s, for greater velocities than 5 m/s helical gears must be used. Straight spur gear drives have the advantage of no
axial loading. In single stage gear reduction, low velocity ratios must beused for straight tooth spur gears.For high
velocity ratios helical gears are recommended. Then determine number of stages: Speed ratio i =8 is one stage type
speed reducer (straight spur gear may be used); two-stagespeed reducer have speed ratio between 8 and 40, greater
than 40 three-stage type speed reducer. So from above discussion we must use helical gear for our Design For a two-
stage gear reducer, the distribution of the speed ratio between the two stages is asfollows:

 Due to above standards my design of gear box is double stage gear box withhelical
gear`
� ������
�����=
������

 To get the gear ratio of the first stage(iinput)

2
������ = ������

������ = 15 =3.87≈4
15
������� = = 3.75
4

Material selection for Helical Gear

23
 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. We shall now discuss the physical and mechanical
properties of the material in the following articles
1.2.1 For both gear and Pinion, of first stage

 Alloy steel heat treated

 Allowable static stress (σ0)= 472N / mm

 Hardness = 150BHN
 Endurance Strength (σe) = = 252 N / mm
For both Gear and pinion in second stage

 Cast steel heat treated

 Allowable static stress (σ0) = 196N / mm2
 Hardness = 200 BHN
 Endurance Strength (σe) = =126N / mm2
The total gear ratio is=15 since my design of gear box is two stage gear box I mustdistribute the
gear ratio in to two stages.
 Output speed=1000/15=67rpm
 Speed in first stage=1000/4=250rpm
 Speed in second stage=250/3.75=67rpm

Power and Torque Requirements

 Torque became
60� 60∗3500
Calculated from �=
2∗�∗�������
= 2∗�∗1000

=500Nm
 The angular speed became
� 2��
������=
60

ω 2∗π∗67
output=
60

=7rad/sec

24
Gear and pinion teeth calculation
The governing equations are
Z3/Z2 =4
Z5/Z4 = 3.75
Z2 + Z3 = Z4 + Z5
With three equations and four unknown numbers of teeth, only one free choice is available of the
two smaller gears, Z2 and Z4, the free choice should be used to minimize Z2 since a greater gear ratio
is to be achieved in this stage. To avoid interference assuming the minimum for Z2 is 18 from
standard table.

Table 1 Minimum numbers of teeth for pinion in order to avoid interference

No System of gear teeth Minimum number of teeth for pinion

1 141/20composite 12
2 141/20 full depth involutes 32
3 20 full depth involutes
0 18
4 200 stub involutes 14

Applying the governing equations yields

Z3 = 4Z2 = 4(18) = 72
Z2 + Z3 = Z4 + Z5………………………………………………(1.1)
Substituting Z2 and Z3
18+72=Z4+Z5
Z5/Z4=3.75………………………………………………….(1.2)

Substitute equation (2) in (3)

90 = ZA+(3.75Z4)
Z4 = 19 say 20
Then to calculate Z5 we use equation (2)
Z5 =Z4*3.75
Z5 =75 say 76
Then the gears numbers of teeth are
Z2=18 Z3=72

Z4=20 Z5=76

25
Interference
The contact of portions of tooth profiles that are not conjugate is called interference. Consider
Fig Illustrated. The initial and final points of contact are designated A and B, respectively, and are
located on the pressure line. Now notice that the points of tangency of the pressure line with the base
circles C and D are located inside of points A and B. Interference is present.

Figure 9 Interference of meshing gears

Where k = 1 for full-depth teeth, 0.8 for stub teeth and φ = pressure angle.For a
20◦ pressure angle, with k = 1,
If the mating gear has more teeth than the pinion, that is, mG = NG/NP = m is
More than one, then the smallest number of teeth on the pinion without interference is given by
2�
�� =
� + �2 + 1 + 2(�)sin �2
Where i=gear ratio
ɸ=pressure angel
If teeth on pinion greater than teeth number of NP the pinion free from interference.
We take parameters from our given data and the above calculation. That i=4, k=1 and ɸ =200

2(1)
�� =
4+ 42 + 1 + 2(4)sin 202
= 16 teeth

Therefore our design is safe because teeth of pinion for both are greater than NP.We also
check the interference for the largest gear with a specified equation
NG=NP2 i 2
ф - 4K2/4K-2Np i 2
ф

Then substitute all the values and calculate

26
 182 sin 202
�� =
4 1 − 2(18)���2 20
=160Teeth
Here is also the design is safe because NG is greater than both gear teeth
Modules Calculation
Module It is the ratio of the pitch circle diameter in millimeters to the number of teeth. It is usually
denoted by m. mathematically,
Module, m = D / T
Note: The recommended series of modules in Indian Standard are 1, 1.25, 1.5, 2, 2.5, 3, 4, 5, 6, 8, 10, 12, 16,
20, 25, 32, 40 and 50.
The modules 1.125, 1.375, 1.75, 2.25, 2.75, 3.5, 4.5, 5.5, 7, 9, 11, 14, 18, 22, 28, 36 and 45 are of Second
Choice.
Calculation of module for first stage
 Torque transmitted by the pinion in first stage

60�
T=
2��
60∗3500
T= = 33.4Nm
2∗�∗1000

 Formative or equivalent number of teeth

�
T=
���3 �
18
T= = 21.7
���3 20

 Tooth form factor for the pinion for 20° stub teeth
0.912
y’=0.154 - ��
0.912
�' = 0.154 −
21.7

=0.145
 Tangential load in terms of module
�
�� =
��
2∗33400
�� = = 928
72

 Peripheral velocity
�∗�∗�∗�
�=
60
18��∗1000
�=
60

=0.942m m/s
 velocity factor
15 15
�� = =
15+� 15+0.942�

By using Lewis equation We know that tangential tooth load,

WT = (σo × Cv) b.π m.y' (b = 12.5m)

27
 928/m = (σo × Cv) × 12.5m × π m × y'

928/m = (σo × Cv) 12.5 m × π m × y'

928 15
=427 ∗ ∗ 12.5 ∗ �� ∗ 0.15
� 15+0.942

37728.56m3 = 13920 + 874.176m

Solving this equation by hit and trial method, we find that
m = 0.72 say 1 mm
Calculation of module for second stage
 Torque transmitted by the pinion in first stage
60�
=� =
2���

60∗3500
�=
2�∗250
= 133.63KNm

 Formative or equivalent number of teeth

�
T=���3�
20
Te= = 24.1
���3 20

 Tooth form factor for the pinion for 20° stub teeth
0.912
�' = 0.154 −
21.7

=0.111

 Tangential load in terms of module

� 2∗33400
�� = =
�� 76
878.94
= �
�

 Peripheral velocity
�∗�∗�∗�
�=
60
�∗76∗�∗250
�=
60

= 0.995m mm/s
 velocity factor

15 15
�� = = 15+0.995�
15+�

By using Lewis equation We know that tangential tooth load

WT = (σo × Cv) b.π m.y' (b = 12.5m)

878.94/m = (σo × Cv) × 12.5m × π m × y'

15
878.94/m = 196 ∗ 15+0.995� ∗ 12.5� ∗ �� ∗ 0.15

13184.1+874.54m = 17318.02m3

28
Solving this equation by hit and trial method, we find that
m = 0.93 say 1 mm
1.6 Contact Ratio calculation
The zone of action of meshing gear teeth is shown in Fig We recall that tooth contact begins and ends
at the intersections of the two addendum circles with the pressure line. In Fig. below initial contact
occurs at a and final contact at b. Tooth profiles drawn through these points intersect the pitch circle at
A and B, respectively. As shown, the distance AP is called the arc of approach qa , and the distance P
B, the arc of recess qr . The sum of these is the arc of action qt .

Figure 10 Contact Ratio between two gears

First stage scond stage

1.2∗4 1.2∗3.75
�� = �� =
4 3.75

=1.2 =1.2

Pinion and gears parameter calculation

29
 Figure 11 Different parameters of gear tooth
We have standard measurement value for above some terms according module.
Table 2 parameters of gear teeth with respect to module

Parameters Ratio with m

Addendum 0.8m
Dedendum 1m
Work depth 1.55m
Minimum total depth 1.8m
Tooth thickness 1.5708m
Minimum clearance 0.25m
Fillet radius at root 0.4m

From the above standard we can get the parameters for all gears and teeth (Z2, Z3, Z4 , Z5).from
this calculation two mesh gears (Z2with Z3and Z4with Z5)must have the same parameter for
example
Addendum of Z2=AddendumZ3
DedendumZ2 =DedendumZ3
Other parameters for gears and pinion

 Diameter of each gear

30
 D=Z*m

D2=Z2*m D3=Z3*m
D2=18*1=18mm D3=72*1=72mm

D4=Z4*m D5=Z5*m
D4=20*1=20 D5=76*1=76
20mm 76mm

 Pitch circle diameter

��
PD=
����

By the above equation we can calculate the pitch circle for each gear and pinion

18∗1 72∗1
PD2= = 19.15mm PD3= =76.62mm
���20 ���20
20∗1 76∗1
PD4= =21.28mm PD5= =80.87mm
���20 ���20

 Root circle diameter

Pr=D-2(1.25m)
Pr2 = D2-2(1.25m) Pr3= D3-2(1.25m)
=18-2(1.25*1) =72-2(1*1.25)
=15.5mm = 69.5mm
Pr4 = D4-2(1.25m) Pr5= D5-2(1.25m)
=20-2(1.25*1) =76-2(1.25*1)
=17.5mm =73.5mm

 Circular pitch
��
�� =
�
��2 �∗18
��2 = �� = =3.14mm
� 18
��3 �∗72
��3 =
�
�� = =3.14mm
72
��4 �∗20
��4 = ��4 = =3.14mm
� 20
��5 �∗76
��5 = ��5 = =3.14mm
� 76

 Diametral pitch
�
�� =
��

�
The value of �� is equal to 3.14 then =1
��

Therefore all value of �� is 1mm

1.8 Forces on pinion and gear

31
 Figure on 1.4 is a three dimensional view the forces acting against a helical gear tooth.th Point of
application of the forces is in the pitch plane and in the center of the face .from the geometry of the
figure, the three components of the total (normal)tooth forces W are
Wr=w sin φn
Wt= w cos φn Cos ψ
Wa = w cos φn sin ψ

W = total forces
Wr=radial component
Wt= tangential component, also transmitted load
Wa = axial component, also called thrust load

In any pair of gears having unlike number of teeth, the gear which have the fewer teeth (i.e.pinion)
will be the weaker, because the tendency toward undercutting of the teeth become more pronounced
in gears as the number of teeth becomes smaller.

Figure 12 Different loads on helical gear

We see from figure that there is there main loads on gear tooth
1. Tangential load
2. Axial load
3. Normal load
Though the proportions for helical gears are not standardized, yet the following are recommended by
American Gear Manufacturer's Association (AGMA).Pressure angle in theplane of rotation, φ = 15°
to 25°

Helix angle, α = 20° to 45

32
 From above standardize I take α = 20°
1.8.1 Tangential tooth load (WT) for pinion and gear
In order to find the strength of helical gears, a modified Lewis equation is used. It is givenby
WT = (σo × Cv) b.π m.y'
Where WT = Tangential tooth load,
σo = Allowable static stress, y' = Tooth form factor or Lewis factor
Cv = Velocity factor,
m = Module, and

First of all we must find velocity factor, tooth form factor for each gear and pinion.
 Pith line velocity (v)

���
�=
60
�∗18∗1000 �∗72∗1000
�2 = = 0.942m/s �3= =3.769m/s
60 60
�∗20∗250 �∗76∗250
�4= =0.261m/s �5= =0.994m/s
60 60

 Velocity factor Cv

15 15
��2 = ��2 = =0.94
15+�2 15+0.942
15 15
��3 = ��3 = =0.799
15+�3 15+3.769
15 15
��4 = ��4 = =0.982
15+�4 15+0.261
15 15
��5 = ��5 = =0.937
15+�5 15+0.994

 Formative or equivalent number of teeth

�
�� =
���3 �
� �
��2 = ��3 =
���3 � ���3 �
18 72
�� = �� =
���3 20 ���3 20

=21.69 =86.7

� �
��4 = ��5 =
���3 � ���3 �
20 76
��4 = ��5 =
���3 � ���3 �

=24.1 =91.59

33
  Tooth form factor or Lewis factor(y')
0.912
�' = 0.154 −
�
0.912 0.912
�2 ' = 0.154 − 21.7
�3 ' = 0.154 − 86.7

=0.111 =0.143
0.912 0.912
�4 ' = 0.154 − 24.1
�5 ' = 0.154 − 91.59
=0.116 0.144

WT2 = (σo × Cv) b.π m.y' WT3 = (σo × Cv) b.π m.y'
WT2 = (252 × 0.94) 10*π *1*0.111 WT3 = (252 × 0.799) 10*π* 1*0.143
=826N =904.55N
=0.826KN =0.904KN
WT4 = (σo × Cv) b.π m.y' WT5 = (σo × Cv) b.π m.y'
WT4 = (196 × 0.982) 8*π*1*0.116 WT5 = (196 × 0.937) 8*π* 1*0.144
=561.13N =664.65N
=0.561KN =0.664KN
 Axial tooth load(WA) for pinion and gear
WA=WTtan α
Where ∝ is helix angle
Pinion 2 Gear 3
WA2=WT2tan α WA3=WT2tan α
=0.826tan20 =0.904tan20
=0.3 =0.32
WA4=WT2tan α WA5=WT2tan α
=0.56tan20 =0.66tan20
=0.2 =0.24

 Normal tooth load(WN)

Pinion 2 Gear 3
0.3 0.32
�� = �� =
���20 ���20

=0.88 =0.94
Pinion 4 Gear 5
0.2 0.24
�� = �� =
���20 ���20

=0.58 =0.7
 Radial tooth load (Wr)

34
 WR = (Wt2 + Wa2)0.5
Pinion 2 = 0.92KN Gear 3 =0.992KN
Pinion 4 = 0.61KN Gear 5 =0.74KN
 The three forces, Wr in the -y direction, Wa in the -x direction, and Wt in +zdirection.thefore we can put
the value of W in vectors as below.

Pinion 2
W=0.826i-0.92j+0.88k
Gear 3
W=-0.32i-0.992j+0.94k
Pinion 4
W=-0.2i-0.61j+0.58k
Gear 5
W=-0.24i-0.74+0.7k
 The dynamic tooth load(WD)

WD = WT + WI
Where WD = Total dynamic load,
WT = Steady load due to transmitted torque, and
WI = Increment load due to dynamic action.

21� �. ����2 � + �� ����

�� = �� +
21� + �. ����2 � +��

WD=total dynamic load in Newton

WT=Steady transmitted load in Newton
v =pitch line velocity in m/s

���
�= where b=face width gear in mm
60

C=a deformation or dynamics

�∗�
C= 1 1
+
�� ��

The maximum allowable tooth error in action (e) depends upon the pitch line velocity (v) and the class of cut of the
gears. From standard tables the values of tooth errors in action (e) for the different values of pitch line velocities and
modules. According to module tooth errortable e1= e2= e3= e4=0.051
 A deformation or dynamic factor in N/m( C)

Pinion 2 Gear 3

35
 �∗� �∗�
�2 = 1 1 �3 = 1 1
+
�� ��
+
�� ��

0.111∗0.051 0.111∗0.051
= 1 1 1 1
+
207 207
+
207 207

= 0.585 0.585
Pinion 4 Gear 5
�∗� �∗�
�4 = 1 1 �5 = 1 1
+
�� ��
+
�� ��

0.111∗0.051 0.111∗0.051
= 1 1 = 1 1
+
200 200
+
200 200

= 0.566 = 0.566

Substitute the value in equation of dynamic load (WD)

21� �. ����2 � + �� ����

�� = �� +
21� + �. ����2 � +��

Pinion 2
21∗0.942 10∗0.585���2 20+0.826 ���20
��2 = 0.826 +
21∗0.942+ 10∗0.585���2 20+0.826

=9.47KN
21∗3.769 10∗0.585���2 20+0.904 ���20
��3 = 0.904 +
21∗3.769+ 10∗0.585���2 20+0.904

=6.43KN
21∗0.261 10∗0.566���2 20+0.0.561 ���20
��4 = 0.561 +
21∗0.261+ 10∗0.566���2 20+0.561

=3.53KN
21∗0.994 10∗0.566���2 20+0.0.664 ���20
��5 = 0.664 +
21∗0.994+ 10∗0.566���2 20+0.664

= 8.79KN
 Static tooth load
Static tooth load or beam strength of the tooth
WS=σe*b* *m* y'
�
��2 =
���3 �
�
��3 =
���3 �
18
�� = =86.7
���3 20
72
�� = =21.69
���3 20

36
 0.192 0.192
y'= 0.154 - ��2
= 0.145 y'=0.154 - ��3
= 0.152

WS=σe*b* *m* y' WS=σe*b* *m* y'

Ws=252*10*π*1*0.145 = 1.148KN Ws=252*10*π*1*0.152 = 1.2KN

� �
��4 = ��5 =
���3 � ���3 �
20 76
��4 = ��5 =
���3 � ���3 �

=24.1 =91.59
0.192 0.192
y'= 0.154 - = 0.146 y'=0.154 - = 0.151
��4 ��5

WS=σe*b* *m* y' WS=σe*b* *m* y'

Ws=126*8*π*1*0.146 = 0.46KN Ws=126*8*π*1*0.151 = 0.48KN

For safety, against tooth breakage, the static tooth load (WS) should be greater than the dynamic
load (WD). Buckingham suggests the following relationship between WS and WD.For steady loads,
WS ≥ 1.25 WD
For pulsating loads, WS ≥ 1.35 WD
For shock loads, WS ≥ 1.5 WD
From above analysis our design is safe. When we compare static tooth load and dynamictooth load static tooth load
is much greater than dynamic tooth load

 Wear tooth load

The maximum load that gear teeth can carry, without premature wear, depends upon the radii of
curvature of the tooth profiles and on the elasticity and surface fatigue limits of thematerials. The
maximum or the limiting load for satisfactory wear of gear teeth, is obtainedby using the following
Buckingham equation
��. �. �. �
�� =
���2 �
where
Ww = Maximum or limiting load for wear in newton,
DP = Pitch circle diameter of the pinion in mm,
b = Face width of the pinion in mm,
Q = Ratio factor
2∗�∗�
�∗�+1

K = Load-stress factor in N/mm2

37
 (��� )2 ���∅ 1 1
�= ( + )
1.4 �� ��

tan�N= normal pressure

angeltan ɸN= −1
ф

Pinion 2
2522 ���20 1 1 2+4
�= ∗( + ) Q= ����� = ���−1 20���20
1.4 207 207 4+1

= 0.15N/mm2 = 1.6 �� = 81.8�

18∗10∗1.6∗0.14
�� =
���2 20

= 45.66KN
Gear 3
2522 ���20 1 1 2∗4
�= ∗( + ) Q= ����� = ���−1 20���20
1.4 207 207 4+1

= 0.15N/mm2 = 1.6 �� = 81.8�

72∗10∗1.6∗0.14
�� =
���2 20

= 182.64KN
Pinion 4
1262 ���20 1 1 2∗3.75
�= ∗( + ) Q= ����� = ���−1 20���20
1.4 200 200 3.75+1

= 0.04 = 1.57 �� = 81.8�

20∗10∗1.57∗0.04
�� =
���2 20

= 14.22KN
Gear 5
1262 ���20 1 1 2∗3.75
�= ∗( + ) Q= ����� = ���−1 20���20
1.4 200 200 3.75+1

= 0.04 = 1.57 �� = 81.8�

76∗10∗1.57∗0.04
�� =
���2 20

=54.05KN
The maximum load for wear is much more that tangential load on the teeth. So instead of this principle my design is
safe

Fundamental Stress Equations

Two fundamental stress equations are used in the AGMA methodology, one for bending stress and
another for pitting resistance (contact stress). In AGMA terminology, these are called stress
numbers, as contrasted with actual applied stresses.
1 �ℎ��
σ=Wt KoKvKs ( )( )
��� ��

Where Wt is the tangential transmitted load, lbf (N)

Ko is the overload factor

Kv is the dynamic factor

38
 Ks is the size factor
F (b) is the face width of the narrower member, in (mm)
Km (KH) is the load-distribution factor
KB is the rim-thickness factor
J (YJ ) is the geometry factor for bending strength (which includes root fillet
Kf stress-concentration factor
mt is the transverse metric module
 The fundamental equation for pitting resistance (contact stress) is

2 �ℎ ��
�� = ��������
��� ��

Where Wt, Ko, Kv, Ks, Km, F, and b are the same terms as defined (SI units), the additional terms
are
ZE is an elastic coefficient �
��2
ZR is the surface condition factor
dw1 is the pitch diameter of the pinion, in (mm)
I (ZI)is the geometry factor for pitting resistance
 The equation for the allowable bending stress is

�� ��
���� =
�� ����

Where
St is the allowable bending stress, (N/mm2)
YN is the stress cycle factor for bending stress
Yθ is the temperature factors
YZ is the reliability factors
SF is the AGMA factor of safety, a stress ratio
The equation for the allowable contact stress σc all is
��∗��∗��
���� =
�ℎ∗��∗��

Where Sc is the allowable contact stress N/mm2

ZN is the stress cycle life factor
ZW is the hardness ratio factors for pitting resistance
Yθ are the temperature factors
YZ is the reliability factors
SH is the AGMA factor of safety, a stress ratio
1Factors for the stress
A. Geometry Factors I and J (ZI and YJ)
The determination of I and J depends upon the face-contact ratio mF . This is defined as

39
 �
Mf=
��

.Such gears have a noise level not too different from that for spur gears. Consequently we shall
consider here only spur gears with mF = 0 and conventional helical gears with mF > 1. B.
Bending-Strength Geometry Factor J
�
��=
0.93

Where pN is the normal base pitch and

Z is the length of the line of action in the transverse Use standard graph to obtain the
geometry factor J for helical gears having a 20◦normal pressure angle and face-contact ratios of mF
= 2 or greater for my design I take J=2
C. The Elastic Coefficient Cp (ZE)
Values of Cp may be computed directly obtained from standard Table. I take the value of cp=0.928

D .Dynamic Factor Kv
Dynamic factors are used to account for inaccuracies in the manufacture and meshing of gear teeth
in action.
�+ 200� B
Kv= Kv =( )
�

Where A = 50 + 56(1 −B)

B =0.25(12 −Qv) 2/3
Transmission accuracy level number Qv could be taken as the same as the quality number. Quality
numbers 3 to 7 will include most commercial-quality gears. Quality numbers 8 to 12 are of
precision quality. For my design Qv =5 taken

Now let’s find constant numbers A and B

B = 0.25(12 −Qv) 2/3
(A+(��−3) )2
B = 0.25(12 −QV) A = 50 + 56(1 −B ) V=
200

(55.6+ 5−3 )2
B = 0.25(12 −Qv) 2/3 =50+56(1-0.9)
200

= 0.9 =55.6 =16.57m/s

Finally we can get dynamic factor by substitute the above values

�+ 200� 9 55.6+ 200(16.57) 0.9

Kv=[ ] =[ ] =1.89
� 55.6

. Overload Factor Ko
. There are other similar factors such as application factor or service factor. These factors are
established after considerable field experience in a particular application.

F. Surface Condition Factor (ZR)

40
 Standard surface conditions for gear teeth have not yet been established. When a detrimental surface finish effect is
known to exist, AGMA specifies a value of ZR greater than unity. I take for my design ZR=2

G.Size Factor Ks

The size factor reflects non uniformity of material properties due to size. It depends upon In such
cases AGMA recommends a size factor greater than unity. If there is no detrimental size effect,
use unity. AGMA has identified and provided a symbol for size factor. Also,
AGMA suggests Ks = 1,
H. Load-Distribution Factor Km
The load-distribution factor under these conditions is currently given by the face load distribution
factor, Cmf, where
Km = Cmf = 1 + Cmc(Cp f Cpm+ CmaCe)

1 ��� ��������� ����

Cmc=
0.8��� ������� ����ℎ
F
10d
− 0.025 F < 1in
F
10d
− 0.0375 + 0.0125 1 <F≤ 17��
F
− 0.1109 + 00207F − 0.0000228F2 17 < F ≤ 40in
10d

Note that for values of F/(10d)<0.05.F/(10d)=0.05is used

�1
1 ��� �������� ������� ������ ���ℎ < 0.175
�
Cpm= �1
1.1 ��� �������� ������� ������ ���ℎ ≥ 0.175
�

Cma=A+BF+C�2
0.8 ��� � ���� �������� �� �������� �� ������������� �� �������� �� ������� �� ���ℎ
Cpm=
1 ��� ��� ��� ��ℎ�� ����������

1 for all other conditions

Now we also calculate the value of Load-Distribution Factor Km
Km = Cmf = 1 + Cmc(Cp f Cpm+ CmaCe)
Let’s find the value of each constant
• Cmc =0.8 for crowned teeth

• Cp f for face width(F)less than 25.4 mm

10
Cp f= 0.43
10+13

• Cpm=1
• Cma=A+BF+CF2 we can get the value of the constant A,B,C from standard table below

Table 3 values of constant A, B, and C for load distribution factor

Condition A B C(-ve)
Open gear 0.24 0.0167 0.7635(10−4 )

41
Commercial enclosed unit 0.127 0 0.930(10−4 )
0158
Precision enclosed units 0.0675 0.0128 0.926(10−4 )

Extra precision enclosed gear unit 0.00360 0.0102 0.822(10−4 )

Then I select the second condition commercial, enclosed units. After substitute the values of the
constants we can get the value of Cma.
Cma=0.127+0.0158(10)+(-0.930(10-4)102)
• Csma=0.2757
• Ce= 1 for all other conditions

Km = Cmf = 1 + Cmc(Cp f Cpm+ CmaCe)

Km = Cmf = 1 + 0.8(0.0434*1+0.2757 *1)
=1.2
I. Hardness-Ratio Factor CH
. The hardness-ratio factor CH is used only for the gear. Its purpose is to adjust the surface
strengths for this effect. The values of CH are obtained from the equation
J. Overload Factor Ko
. These factors are established after considerable field experience in a particular application most of
the time Ko=1.
K. Hardness-Ratio Factor CH
. The hardness-ratio factor CH is used only for the gear. Its purpose is to adjust the surface strengths
for this effect. The values of CH are obtained from the equation
CH=1.0+A(Mg-1.0)
The terms HBP and HBG are the Brinell hardness (10-mm ball at 3000-kg load) of the pinion and
gear, respectively. The term mG is the speed ratio given by

���
< �. � �' = �
���
���
< �. � �' = �. �����
���

From the above consideration our A’ is 0 because I select the same material for gear and pinion.
Then now we can calculate the Hardness-Ratio Factor CH.
CH =1.0+ A’(mG-1.0)
=1.0+ 0(1.2-1.0)
=1
L. Stress-Cycle Factors YN and ZN
Note that for 107 cycles YN = ZN = 1 on each graph. Note also that the equations for YN and ZN
change on either side of 107 cycles. For life goals slightly higher than 107 cycles.so simply I can
take 1 for the value of stress-cycle factor.

M. Reliability Factor

42
. A least-squares regression fit is KR
= 0.658 −0.0759 ln(1 −R) 0.5 <R <0.99
=0.50 −0.109 ln(1 −R) 0.99 ≤R ≤0.9999

Table 4 Reliability Factors

Reliability (YZ)

0.9999 1.50

0.999 1.25

0.99 1.00

0.09 0.85

0.50 0.70
Therefore the reliability of the design is 0.99 and Reliability Factors(YZ)=1

N. Temperature Factor KT (Yθ)

For oil or gear-blank temperatures up to (120°C), use KT = Yθ = 1.0. For higher temperatures, the
factor should be greater than unity.
O. RIm-Thickness Factor KB
This factor, the rim-thickness factor KB, adjusts the estimated bending stress for the thin rimmed
gear. It is a function of the backup ratio mB,

��
MB =
ℎ�

Fig 3.5 Rim thickness of gear teeth

We can get the value of the tR and ht from
previous calculation. then we get simply
19.4
the value of mB. MB = = 8.622
2.25
Now the value of KB is 1 from standard table Mb versus KB.

P. Safety Factors SF and SH

����/(����) ���� ��������� ������� �������ℎ

�� = =
� �������������

Where σ is estimated from above equation. It is a strength-over-stress definition in a case where the
stress is linear with the transmitted load.

43
 ����/(����)
�� =
�
���� ��������� ������� �������ℎ
=
�������������

This, too, is a strength-over-stress definition but sin a case where the stress is not linear with the
transmitted load Wt .
Summary for the factors value
Table 5 summary for stress factors

No Factors Symbol of factors Values of factors

1 Bending-Strength Geometry Factor J 2
2 The Elastic Coefficient Cp (ZE) 0.928
3 Dynamic Factor Kv 1.89
4 Size Factor Ks 1.2
5 Load-Distribution Factor Km 1.2
6 Overload Factor Ko 1
7 Surface Condition Factor ZR 2
8 Hardness-Ratio Factor CH 1
9 Reliability Factor (KR) 1
10 Stress-Cycle Factors YN (ZN) 1
11 Temperature Factor KT (Yθ) 1
12 Rim-Thickness Factor KB 1

Pinion contact stress for first stage

1
���� 2
�� = �� ��������
��� ∗ 1

AGMA defines an elastic coefficient Cp by the equation

1
�� =
1 − �2� 1 − �2�
� +
�� ��

where vp and vg are Poisson’s ratio

Are elastic modules
From table vp=0.3 and vg=0.2
Since both gear and pinion are made of the same material they have the same modules’ of elasticity
=207GB

44
 1
�� =
1 − 0.32 1 − 0.22
� +
207��� 207���

=35.3Mpa

 Gear contact stress

1
���� 2
�� = �� ��������
���∗1

1
1.2 ∗ 1 2
�� = 35.3 826 ∗ 1 ∗ 1.89 ∗ 1.2
18 ∗ 10 ∗ 1
=109.88kpa
 allowable contact stress
Sc = 2.22HB + 200 MPa,
Sc = 2.22(150) + 200 MPa,
=533MPa
 Wear factor of safety
������
(����)
�� =
��

533 ∗ 1 ∗ 1
(1 ∗ 1)
�� = = 4.8
109.88

 Pinion contact endurance strength

�� �� ��
����=
�� �� ��
533∗1∗1
=
4.8∗1∗1

=109.88 kN/mm
 The factor of safety for bending of
n=����/�
140340
= =1
140260

1.9.3 Gear contact stress for first stage

1
���� 2
 �� = �� ��������
���∗1
AGMA defines an elastic coefficient Cp by the equation

1
cp= 1−�2� 1�2�
where vp and vg are Poisson’s ratio
� ��
+ ��

Are elastic modules

From table vp=0.3 and vg=0.2

45
Since both gear and pinion are made of the same material they have the same modules’ of elasticity
=207GB

1
cp= 1−0.32 1−0.22
=35.3Mpa
� +
207�� 207��

 Gear contact stress

1
���� 2
 �� = �� �������� ���∗1
1
1.2 ∗ 1 2
�� = 35.3 904 ∗ 1 ∗ 1.89 ∗ 1.2
72 ∗ 10
=65.2Mpa
 allowable contact stress
Sc = 2.22HB + 200 MPa,
Sc = 2.22(150) + 200 MPa,
=533MPa
 Wear factor of safety
������
(����)
�� =
��

533 ∗ 1 ∗ 1
(1 ∗ 1)
�� = = 8.17
65.2

 Pinion contact endurance strength

�� �� ��
����=
�� �� ��
533∗1∗1
=
7.12∗1∗1

=65.2 kN/mm
 The factor of safety for bending of pinion
n=����/�
140300
= =1
140300

Pinion bending stress first stage

Substituting the appropriate terms into
1 �ℎ ��
σ=Wt KoKvKs ( )( )
��� ��

Wt is the tangential transmitted load, (N) = 1347N

KO is the overload factor =1
Kv is the dynamic factor =1.89
Ks is the size factor =1.2
Pd is the transverse diameter pitch=23.2
F (b) is the face width of the narrower member, in (mm) = 10
Km (KH) is the load-distribution factor=1.2
KB is the rim-thickness factor =1
J (YJ) =2

46
 ZR is the surface condition factor =2
Mt is the transverse metric module =1.25

1 �ℎ ��
σ=Wt KoKvKs ( )( )
��� ��

1 1.2∗1
σ=826*1*1.89*1.2 (
10∗1
)( 2
)

σ =112.4KN
���� /(�� �� )
SF= �
The surface endurance strength of cast steel can be estimated from Allowable
bending stress numbers for nit riding steel gears St. The SI equations are
St = 0.594HB + 87.76MPa
St = 0.594(150) + 87.76MPa
=176.86 N/mm2
1
176.86∗1∗1
SF = = 1.2
146600

Pinion contact endurance strength

�� �� ��
σall =
�� �� �� ��
176.86 1
=
1.2 1∗1

=147.38 kN/mm

The factor of safety for bending of pinion

���� 147380
n= = = 1.00532
� 146600

Gear bending stress first stage pinion

Substituting the appropriate terms into equation
1 �ℎ ��
σ=Wt KoKvKs ( )(
��
)
���

Chapter three
Shaft design
3.1 Definition of shaft
Shaft is a rotating member, usually of circular cross section, used to transmit power ormotions. It
provides the axis of rotation, or oscillation, of elements such as gears, pulleys, flywheels, cranks,
sprockets, and the like and controls the geometry of their motion. An axle is a no rotating member that
carries no torque and is used to support rotating wheels, pulleys, and the like. However, because of the
ubiquity of the shaft in so many machinedesign applications, there is some advantage in giving the

shaft and its design a closer inspection. A complete shaft design has much inter-dependence on the
47
 design of the components. The design of the machine itself will dictate that certain gears, pulleys,
bearings, and other elements will have at least been partially analyzed and their size andspacing
tentatively determined. In this chapter, details of the shaft itself will be examined, including the
following:
 Material selection
 Geometrical layout
 Stress and strength
 Static strength
 Fatigue strength
 Deflection and rigidity
 Bending deflection
 Torsion deflection
 Slope at bearings and shaft-supported elements
 Shear deflection due to transverse loading of short shafts

2.1 Shaft Materials

Deflection is not affected by strength, but rather by stiffness as represented by the modulus of
elasticity is essentially constant for all steels. For that reason, rigidity cannot be controlled by material
decisions, but only by geometric decisions.
The material used for shafts should have thefollowing properties:
1. It should have high strength.
2. It should have good Machinability.
3. It should have low notch sensitivity factor.
4. It should have good heat treatment properties.
5. It should have high wearresistantproperties.

The material used for ordinary shafts is carbon steel of grades 40 C8, 45C8, 50 C4 and 50 C12
When a shaft of high strength is required, then alloy steels such as nickel, nickel-chromium or Chrome
vanadium steel is used for my shaft design is select shaft material 50c4
Table 6 Value of strength of gear material

Material type Yield strength Ultimate tensile strength

50 C4 370 Mpa 700 Mpa
Shaft Layout
Before deciding the overall dimensions of the casing it is necessary determined its inside dimensions
as follows: dimensions of gears (pitch diameters and face width) calculated from strength
considerations. Distances of two gears in the sameshaft is kept as 10 to 15 mm,inner periphery

boundary of the reducer is drawn at 10 to 15 mm away from the edge ofpinion - gear pair and for the
48
 ends of pinion of the first stage and gear of the last stage. Small allotments are given for the retaining
rings, and for space behind the bearings.

Figure 13 layout of shaft for two stage gearbox [13]

3.2 Length of the shaft
Adding it all up gives the intermediate shaft length as 193mm .this means; Assume bearing thickness (H=B) =30mm,
D=10mm which is face width of gears in first stage F=8mm which is face width of gears in second stage C=E
=G=15mm which is the space between two gears in intermediate shaft gears, which is standard in gear box design its
valueis between (10mm to 15 mm) for my design thisvalue15mm
The total length of shafts became;
L=30+30+15+15+15+10+8=108mm
3.3 Stresses in Shafts
The following stresses are induced in the shafts:
1. Shear stresses due tothe transmission of torque (i.e, due to torsion load).
2. Bending stresses (tensile or compressive) due to the forces acting up on machine elements like gears,
pulleys etc. as well as due to the weight of the shaft itself.
3. Stresses due to combined torsion and bending loads.
3.3.1 Maximum Permissible Working Stresses for Transmission Shafts
According to American Society of Mechanical Engineers (ASME) code for the design of transmission
shafts, the maximum permissible working stresses in tension or compression may be taken as
(a) 112Mpa for shafts without allowance for key ways.
(b) 84Mpa for shafts with allowance for key ways.
For shafts purchased under definite physical specifications, the permissible tensile stress (σt) may be taken
as 60 per cent of the elastic limit in tension (σel), but not more than 36 percent of the ultimate tensile
strength (σu). In other words, the permissible tensile stress,
σt= 0.6σel or 0.36σu, whichever is less.

So it takes the maximum working stress in tensionor compression 84mpa.

49
 The maximum permissible shear stress may be takenas
(a) 56Mpa for shafts without allowance for key ways.
(b) 42Mpa for shafts with allowance for key ways.
For shafts purchased under definite physical specifications, the permissible shear stress (τ)may be taken as
30percent of the elastic limit intension (σel) but not more than 18 percent of the ultimate tensile strength
(σu).In other words, the permissible shear stress,
τ= 0.3 σel or 0.18σu, whichever is less.
Here is also taking the maximum permissible shear stress taken 42MPa.
3.3.2 Endurance Limit Modifying Factors on Shaft
Bending, torsion, and axial stresses may be present in both mid-range and alternating components. For
analysis, it is simple enough to combine the different types of stresses into alternating and it is sometimes
convenient to customize the equations specifically for shaft.
Marin12 identified factors that quantified the effects of surface condition, size, loading, temperature, and
miscellaneous items The question of whether to adjust the endurance limit by subtractive corrections or
multiplicative corrections was resolved by an extensive statistical analysis of a 4340 (electric furnace,
aircraft quality) steel, in which a correlation coefficient of 0.85 was found for the multiplicative form and
0.40 for the additive form. A Marin equation is therefore written as,
Se=ka kb kc kd ke kf S′e
Where: ka=surface condition modification factor
Kb=size modification factor
kc= load modification factor
kd= temperature modification factor
ke= reliability factor
kf= miscellaneous-effects modification factor
S′e= rotary-beam test specimen endurance limit
Se= endurance limit at the critical location of a machine part in the geometry and condition of use when
endurance tests of parts are not available, estimations are made by applying Marin factors to the
endurance limit.
A. Surface Factor (ka)
The data can be represented by
Ka = aSut b
Where: Sut is the minimum tensile strength and to be found from standard table.
Table 7 Standard table for minimum tensile strength Sut
Surface finish factora exponent
Sut,Kpsi Sut,Mpa B
Ground 1.34 1.58 -0.085

Machine or cold-drawn 2.70 4.51 -0.265

50
 Hot-rolled 14.4 57.7 -0.718

Where Sutis the minimum tensile strength and a and b are to be found in Table from standard table a = 4.51 and b=-
0.265.Then

Ka =4.51(370)-0.265
Ka =0.94
B. Size Factor kb
The size factor has been evaluated using;

Kb=1.51d−0.157

(D/7.62)−0.107=1.24d−0.107 2.79≤d≤51mm

1.51d−0.157 51<d≤254mm
For axial loading there isno size effect, so kb=1
C. LoadingFactor kc
When fatigue tests are carried out with rotating bending, axial (push-pull), and torsional loading, the
endurance limits differ with Sut. Here, we will specify average values of the load factoras
1 i
Kc= [0.85 i ]
0.59 i
D. TemperatureFactor kd
Any stress will induce creep in a material operating at high temperatures; so assuming operating

temperature 2000c.

Table 8 Standard table for temperature factor

Temperature ��
���
50 1.000
100 1.010
150 1.020
200 1.020
250 1.000

Therefore:

51
 �� =��
���=1.020
A. Reliability Factor (Ke)
Data presented by Haugen and Wirching show standard deviations of endurance strengthsof less than 8
percent. Thus the reliability modification factor to account for this can be written as
ke = 1 −0.08za
Where zais defined by and values for any desired reliability can be determined from Tablegives
reliability factors for some standard specified reliabilities. Reliability of 95 percent taking value of ke =
0.868.
Table 9 Standard table for reliability factor Ks
Reliability,% Transformation variation Za Reliability factor Ke
50 0 1.000
90 1.288 0.897
95 1.645 0.868
99 2.326 0.814
99.9 3.091 0.753

B. Stress Concentration and Notch Sensitivity

Notch sensitivity q is defined by the equation

�=�� −1 �=���−1
��−1 or ���−1
Where, q is usually between zero and unity. Equation shows that if q = 0, then Kf= 1, and thematerial
has no sensitivity to notches at all. On the other hand, if q = 1, then Kf= Kt, and the material has full
notch sensitivity. In analysis or design work, find Ktfirst, from the geometry of the part. Then specify
the material, find q, and solve for Kf from the equation.
Kf=1 + q (Kt− 1)
Kfs=1+qshear (Kts−1); for steel materials kt=1.65
Kf=1 + 0.85(1.65−1) =1.55
Table 10 Summary for value of endurance limit factor
No Factors name Factors symbol Factors value
1 Surface condition modification factor ka 0.98
2 Size modification factor Kb 1
3 Load modification factor for torsion kct 0.59
4 Load modification factor Axial kca 0.85
5 Load modification factor Bending kcb 1
6 Temperature modification factor kd 1.020
7 Reliability factor ke 0.868

52
 8 Miscellaneous-effects medication factor kf 1.55

9 Stress concentration factor kt 1.65

3.4 The endurance limit

S′e=0.5SU
=0.5× 700=350
 The endurance limit for bending
Se=kakbkckdkekfS′e
Se =0.94×1×1×1.020×0.868×1.55 × 350 = 451.48MPa
 The endurance limit for torsion
Se=kakbkckdkekfS′e
Se=0.94×1 ×0.59×1.020× 0.868×1.55× 350
=266.37 Mpa
 Theendurancelimitforaxialload
Se=kakbkckdkekfS′e
Se=0.94×1×0.85×1.020× 0.868×1.55× 350
=383.76 Mpa
3.4 Design of input shaft
Input Shaft design is based on the ASME equation:
� = 60�
2����
� = 60 ∗ 3500
2� ∗ 1000
= 33.43Nm
From previous section we know the values of the load on the shaft
Wt=1.34KN

WN =1.3 kNWR2=Wt2+WN2

WR= (1.342+1.32)1/2
=1.866kN=1866.97N
Bending moment;
� = �� ∗ 0.108
4

=50.382Nm

Vertical and horizontal load

The normal load acting on the tooth of pinion2

WN =Wt/cos20

53
 =1340/cos20=1426N
The normal load acts at 20° to the vertical .Resolving the normal load vertically and horizontal, we get Vertical
component of Wt i.e. thevertical load acting on the shaft
WV=WNcos 20°
=1426cos20 =1340N
And horizontal component of WH i.e. the horizontal load acting on the shaft at
WH =WNsin 20°
=1426sin20=487.7N
Reactionforces
Reaction Forces for Resultant Loads
1866.9N

RA
35mm 43mm RB
∑ =0,
RA+RB=1866.97N.............................................................................(2.1)
∑ =0,
78RB–1866.9×35=0….......................................................................... (2.2)
By using equation 1 and 2 we can get the
reactionRB=65341.5/78 =837.7N
RA=1866.97 –837.7 = 1029.27N
Reaction force for Vertical Loads
340N

RA
35mm 43mm RB
∑ =0,
RA+RB=1340N................................................................................(2.3)
∑ =0,
78RB– 1340×35=0….....................................................................(2.4)

By using equation 3 and 4 we can get the reaction

54
 RB=46900/78 =601.28N
RA=1340–601.28=738.7N

Reaction Force for Horizontal Loads

487.7N

RA RB
35mm 43mm
∑ =0,
RA+RB=487.7N................................................................................(2.5)
∑ =0,
78RB – 487.7× 35=0….................................................................... ((2.6)

By using equation 3 and 4 we can get the reaction

RB=17069.5/78 =218.84N
RA=487.7– 218.84=268.86N

55
 Bending moments
Bending moment for resultant load at critical location Interval 0→35
V

1029.27N
∑ =0
∑ =0
V=1029.27,
M(X) =1029.27x
At x=35mm
M(X) = 1029.27× 35 =36024.45
Interval 35→78

1866.97
V
X
1029.27
∑ =0
∑ =0
V=1029.27−1866.97= -837.7N
M(X) =1029.27 −1866.97(x-35)
Atx=78mm
M(X) =1029.27(78)-1866.97(78-35) = 0
Bending moment for vertical load at critical location
Interval 0→35

Interval 35→78
V
X
738.7

56
 ∑ =0 Atx=35mm
∑ =0 M(X)=738.7N×35mm
V=738.7M(X)=738.7X =25854.5

1340N
V ∑ =0

X ∑ =0

738.7 V=738.7 −1340N = -601.3N

M(X) =738.7 −1340(x-35)
Atx=78mm
M(X) =738.7(35)−1340(78-35) =0

Bending moment for horizontal load at critical location

Interval0→35

V V=268.86M(X) =268.86X
At x=35mm
X M(X) =268.8N×35mm
268.86 =9409.05
∑ =0∑ =0
Interval 35→78 ∑ =0
∑ =0
V=487.7 -268.86N= -218.84N
4 M(X) =268.86 -487.7(x-35)
8 Atx=78mm
7 M(X) =268.86(35)-487.7(78-35) =0
. Table 2.6 Summary for bending moment at critical location
7
N
V
X
268.86
Load Bending Moments at different location

At x=0 Atx=35mm At x=78mm

Resultant load 0 36024.45Nm 0
Horizontal load 0 9409.05Nm 0
Vertical load 0 25854.5Nm 0

57
 Minimum diameter calculation
By ASME code equation for shaft design we have
16
d3 = 1−� 92.5
(KbM)2 + (KtT)2

Combined shock and fatigue factors for ASME code shaft design equation
Table 11 values of kbandkc
Type of loading Kb KC
Gradually applied load 1 1.0
Suddenly applied load
With minor shocks 1.5-2.0 1.0-1.5
With heavy shocks 2.0-3.0 1.5-3.0

k = 0.2 i.e, 20% reduction in strength due to keyway is assumed. From Table above, for rotating
shaft with minor shock loads, Kb =1.5 and Kc = 1.0.
Taking 50 C4 steel for the shaft, σyp =370MPa
���
�yp =
2

=370/2=185Mpa
And taking factor of safety of 0.2
Input Shaft design is based on the ASME equation:
60� 60∗3500
� = 2�∗� = 2�∗1000 = 33.43
�

Bending moment
��� 1866∗0.108
M= 4
= 4

=50.382

Equivalent twisting moment

TE= (KbM) 2 + (KtT)2
= (1.5 × 50.4)2 + (1 × 89.52)2
=117.17Nmm
16
d3 = 1−� 92.5
(KbM)2 + (KtT)2

16
d3 = 1−0.2 92.5
( )2 + ( )2

=29.40mm

And also Gear shaft diameter=d(i)1/3= 6(1.25)1/3= 8mm.

Gear shaft diameterof 8mmis taken.

58
 The hub diameter: DH=1.8x8=12mm
Hublength is takenasL=1.25d=1.25x8=6.25≈17mm
3.5 DESIGN OF INTERMEDIATE SHAFT
OutputShaftdesign isbasedon theASMEequation:
60�
T=
2∗�∗��
60 ∗3500
T= =133.63
2∗ �∗250

Fromprevious sectionweknowthevaluesof theloadon the intermediateshaft

Load calculation for pinion3
Wt=1.4KN
WN=1.3 kN
W2R=W2+Wt 2 N
WR = (1.42+1.32)1/2
=1.91kN=1910.4N
Bending moment for pinion3
�� �
M= 4
= 51.580

Loadcalculation for gear4

Wt=0.7KN
WN=0.73 kN
W2R=W2+Wt 2 N
WR = (0.72+0.732)1/2 =1.01KN =1011.4N
Bending moment for pinion 3
�� �
M= 4
=

Vertical and horizontal load

Thenormal load actingon the tooth
WN1=Wt/cos20 =1400/cos20 =1489.84N
WN2=Wt/cos20 =700/cos20 =745N
Thenormal loadacts at20° to thevertical .Resolving the normal load vertically and horizontally,
we get vertical component of Wt i.e. the vertical load acting on the shaft
WV1=WNcos 20° =1489.84cos20 =1400N
WV2= WNcos20° =745cos20=700N
And horizontal component of W i.e., the horizontal load acting on the shaft at
WH1=WNsin20° =1489.84sin20 =509.55N
WH2=WN sin20° =745sin20 =254.8N

59
 Reaction forces
Reaction Forces for Resultant Loads

1910.4N 1011.4N

35 19 24
RA RB

∑�� = 0
RA+RB =1910.4N+1011.4N..................................................................................(2.7)
∑�� = 0
78RB -(1910.4× 35+ 54×1011.4)=0...................................................................... (2.8)
RB =1557.4N
RA = (1910.4+1011.4)-1557.43=1364.36N
Reaction force for Vertical Loads

1400N 700N

35 19 24
RA RB
∑�� = �
RA+RB=1400N +700N....................................................................................(2.9)
∑�� = �
78RB - (1400× 35+ 54×700) = 0............................................................................ (2.10)
RB=1112.82N
RA = (1400N +700N)-1112.82=987.18N
Reaction force for horizontal Loads

509.55N 254.8N

35 19 24
RA RB
∑�� = �

60
 RA+RB=509.55N+254.8N..................................................................................... (2.11)
∑�� = �
78RB - (509.55×35+ 54×254) =0............................................................................ (2.12)
RB=404.49N
RA= (509.55N+254.8N)-404.49=359.85N
Bending moments
Bending moment for resultant load at critical location
Interval 0→35
V

X
1364.36
∑ =0,
∑ =0,
V=1364.36N
M(X) =1364.36Nx at x=35mm
M(X) =1364.36N×35=47752.6
Interval 35→54

1011.4
V

1364.36 X
∑ =0,
∑ =0,
V=1364.36−1011.4= 352.96N
M(X)=1364.36 - 1011.4(x-35) at x=54mm
M(X) =1364.36(54) - 1011.4(54 -35) =54440
Interval 54→78

1910.4N 1011.4N
V

1364.36
X
V =1364.36 -1910.4 - 1011.4= -1557.4N
M(X) =1364.36 - 1910.4(x-35) - 1011.4(x -54)
At x=78mm,
M(x) =1364.36(78) - 1910.4(78 - 35) -1011.4(78 - 54) =0

61
Bending moment for vertical load at critical location
Interval 0→35

V
987.18 X
∑ =0
∑ =0
V= 987.18N
M(X) = 987.18x
At x =35mm,
M(X) = 987.18× 35 =34551.3

Interval 35→54

1400

987.18
X
V
∑ =0
∑ =0
V = 987.18 – 1400 = -412.82N
M(X) = 987.18 - 1400(x-35) at x = 54mm
M(X) = 987.18(35) - (54-35) =7951.3
Interval 54→78

1400N 700N V

X
987.18
∑ =0
∑ =0
V=987.18−1400 - 700= 287.18N
M(X) =987.18 - 1400(x-35)-700(x-54)
At x=78mm
M(x) = 987.18(78) - 1400(78-35)-700(78-54) =0

62
Bending moment for horizontal load at critical location
Interval 0→35
V

X
359.85
∑ =0
∑ =0
V=359.85 N
M(X) =359.85 x
At x=35mm
M(X) =359.85 × 35 =12594.75
Interval 35→54

509.55
V
359.85
X

∑ =0
∑ =0
V=359.8−509.55= - 149.7 N
M(X) =359.85 −509.55(x-35)
At x=54mm,
M(X) =359.85(35) - 509.55(54-35) =2913.3
Interval 54→78

509.55N 254.8N
V

359.85 X

∑ =0
∑ =0
V=359.85−509.55− 254= -403.7N
M(X)=359.85 −509.55(x-35)-254(x-54)
At x =78mm
M(x) =359.85(78) - 509.55(78-35)-254.8(78-54) =0

Table 12 Summary for bending moment at critical location

63
 Load Bending Moments at different location

At x=0 Atx=35mm At x=54mm At x=78mm

Resultant load 0 47752.6Nmm 54440Nmm 0
horizontal load 0 12594.75Nmm 2913.3Nmm 0
Vertical load 0 34551.3Nmm 7951.3Nmm 0

Moment and torque

Shear force and bending Moment Diagram for resultant Loads

1910.4N 1011.4N

35 19 24
RA RB

1364.36N

Resultant SFD

-546.04N

-1557.44N
Resultant BMD

54440Nmm
47752.6Nmm

Torque diagram
358100Nmm

64
Shear force and bending moment Diagram for Vertical Loads

1400N 700N

35 19 24
RA RB

987.18N

Vertical SFD
Ve

-412.82N

-812.82N
34551.3Nmm

7951.3Nmm

Vertical BMD
Ve

Torque diagram
To

65
Shear force and bending Moment Diagram for Horizontal Loads

509.55N 254.8N

35 19 24
RA RB
359.85N

HoHorizontal SFD

-149.7N

-404.5N

12594.75Nmm

2913.3Nmm
HoHorizontal BMD

ToTorque diagram

66
 Minimum diameter calculation
ByASMEcodeequationfor shaftdesignwehave
d 3 = � 2 + �2
k = 0.2 i.e, 20% reduction in strength due to keyway is assumed. From Table above,
forrotatingshaft withminorshock loads, Kb =1.5 and Kc = 1.0.
Taking50C4steelfortheshaft,σyp=370MPa
]yp= σyp/2
=370/2=185MPaandtakingfactorofsafetyof2*τ+InputShaftdes
ignisbasedonthe ASME equation:
60�
T= 2��
�

60∗3500
T= 2�∗250

=33.34

Bendingmoment
�� � 1011.4∗0.108
�= = =27.307
4 4

Equivalent twisting (���)2 + (�� �)2

(1.5 ∗ 27.3)2 + (1 ∗ 33.4)2

= 44.10 Nmm
16
�3 = (�� �)2 + (�� �)2
�(1−�)�
16
= (44.1)
� 1−0.2 92.5

= 30.3mm
1/3 1/3
And also Gear shaft diameter=d (i) = 30(1) =30mm.
Gear shaft diameter of 30mm is taken.
The hub diameter: DH = 1.8 x 30 = 57.6 mm says 30 mm.
Hub length is taken as L=1.25d =1.25 x30=37.5mm

67
 Designof output shaft
InputShaftdesignisbasedonthe ASME equation:
60� 60∗3500
T = 2∗�∗� = 2∗�∗1000 = 33.43
�

From previous section we know the values of the load on the shaft
Wt=0.7KN

WN=0.73kNWR2=Wt2+WN2
2 2 1/2
WR= (0.7 +0.73 ) =1.011kN=1011.3N
Bending moment
�� �
M= = 27.30
4

Vertical and horizontal load

The normal load acting on the tooth of gear 5
WN=Wt/cos20
=700/cos20=745N
The normal load acts at 20° to the vertical. Resolving the normal load vertically and horizontally, we get
vertical component of Wt i.e, the vertical load acting on the shaft
WV=WN coos 20°
=745cos20=700N
And horizontal component of WH i.e., the horizontalload actingon the shaft at
WH=WNsin 20°
=745sin20=255N

Reaction forces
Reaction Forces for Resultant Loads

1011.3N

54 24
RA RB
∑Fy=0
RA+RB=1011.3N......................................................................................... (2.13)
∑MA=0
78RB– 1011.3×54=0…............................................................................ (2.14)

68
Reaction Force for Vertical Load
700N

54 24

RA RB
∑Fy = 0,
RA+RB=700N...................................................................................... (2.15)
ƐMA=0,
78RB– 700×54=0….............................................................................(2.16)
By using equation 3 and 4 we can get the reaction
RB=37800/78=484.61N
RA=700 – 484.61= 215.39N
Reaction force for Horizontal Loads
255N

54 24

RA RB
∑MA=0,
RA+RB=255N............................................................................... (2.17)
∑MA=0,
78RB - 255×54=0….................................................................... (2.18)
By using equation 3 and 4 we can get the reaction
RB =13770/78=176.53N
RA=255– 176.53=78.47N

69
 Bending moments
Bending moment for resultant load at critical location Interval 0→54
V

311.17
∑ =0
X
∑ =0
V=311.17
M(X) =311.17x
At x=54mm
M(X) =311.17×54 =16803.18
Interval 54→78

1011.3N
V
311.17 X
∑ =0
V=311.17-1011.3=-700.13N
M(X) =311.17 -1011.3(x-54) at x=78mm
M(X) = 311.17(78)-1011.3(78-54)
=0

Bending moment for vertical load at critical location Interval 0→54

v

X
215.39
∑ =0
∑ =0
V=215.39
M(X) =215.39x at x=54mm
M(X) =215.39×54 =11631.06

70
 Interval54→78

700N
V

X
215.39

∑ =0
V=215.39−700= -484.61NM(X)=215.39 −700(x-54)
At x=78mm
M(X) =215.39(78)−700(78-54) =0
Bending moment for horizontal load at critical location
Interval 0→54

V
78.47
X
∑ =0
∑ =0
V=78.47
M(X) =78.47x at x=54mm
M(X) =78.47×54 =4237.38
Interval 54→78
255N
V
X
78.47
∑ =0
V=78.47-255= 176.53N
M(X) =78.47 -255(x-54) at x=78mm
M(X) =78.47(78)-255(78-54 = 0

71
 Table 13 Summary for bending moment at critical location
Load Bending Moments at different location

At x=0 Atx=35mm At x=78mm

Resultantload 0 16803.18Nmm 0
horizontal load 0 4237.38Nmm 0
Verticalload 0 11631.06Nmm 0

Moment and torque

Shear force and bending Moment Diagram for resultant Loads

1011.3N

54 24 RB
RA
311.17N

700.13N Resultant SFD

Resultant BMD
16803.18Nmm

Torque Diagram

72
 Shear force and bending Moment Diagram for vertical Loads

700N

54 24
RA RB
54 24

215.39N

ResultantSFD

-484.

61N

11631.06Nmm

ResultantBMD

Torque Diagram

73
 Shear force and bending Moment Diagram for Horizontal Loads
255N

54 24

RA RB

78.47N

Resultant SFD

-176.53N

4237.38Nmm

Resultant BMD

Torque Diagram

74
 3.6 Minimum diameter calculation
By ASME code equation for shaft design we have
(KbM)2 + (Kt T)2
16
d3 =
1−� 92.5

k = 0.2 i.e., 20% reduction in strength due to keyway is assumed. From Table above, for rotating shaft with
minor shock loads, Kb =1.5 and Kc = 1.0.
Taking 50C4 steel for the shaft, σyp=370MPa
τ yp =σyp/2
=370/2=185Mpa
and, taking factor of safety of 2. Input Shaft design is based on the ASME equation:
60�
T = 2�∗� = 33.43
�

Bending moment
�� �
M= 4
= 50.382

Equivalent twisting moment

TE= (KbM)2 + (Kt T)2

= ( 1.5 ∗ 27.3)2 + ( )2
=
(KbM)2 + (Kt T)2
16
d3 =
1−� 92.5

d = mm
And also gear shaft diameter = d (i)1/3 = 38(1)1/3 = 38mm.
Gear shaft diameter of 38mm is taken.
The hub diameter: DH =1.8 x38 = 68.4mm.
Hub length is taken as L=1. 25d = 1.25 x38 = 47.5 ≈ 48m

75
 Chapter four
DESIG OF KEY
Introduction
A key is a piece of mild steel inserted between the shaft and hub or boss of the pulley to connect
these together in order to prevent relative motion between them. It is always inserted parallel to
the axis of the shaft. Keys are used as temporary fastenings and are subjected to considerable
crushing and shearing stresses. A keyway is a slot or recess in a shaft and hub of the pulley to
accommodate a key.
Types of Keys
The following types of keys are important from the subject point of view:
1. Sun keys
2. Saddle keys
3. Tangent keys
4. Round keys
5. Splines

From the above types of key I select Sunk keys for my design. The Sunk keys are provided half in
the keyway of the shaft and half in the keyway of the hub or boss of the pulley.
Table 14 Proportions of standard parallel rectangular keys [15]

3.1 Key Design for input shaft

Continue the case study by specifying appropriate keys for the two gears on the input shaft to provide a
factor of safety of 2. The gears are to be custom bored and keyed to the required specifications.
Previously obtained information includes the following:
Transmitted torque: = 89.52Nm Shaft diameter: D=4mm: Gear hub lengths: L=7mm
And from the above standard table Width (mm) =2mm
Thickness (mm) =2mm Key material

76
Material type Yield strength Ultimate tensile strength
45 C8 310 650
 According to maximum shear stress theory the maximum shear stress for the shaft,

��� 370
���� = = =92.5N/mm2
2�� 2∗2

 Maximum shear stress for the key,

��� 310
�� = 2�� = 2∗2
= 77.5N/mm2

 the maximum torque transmitted by the shaft and key,

�
�= � �3
16 ���
�
= ∗ 92.5 ∗ 43
16

=0.2*104 N-mm
 Consider the failure of key due to shearing. We know that the maximum torque transmitted(T),
�
T= ���� 2
T
�= �
��� 2

0.2
= 4
2∗77.5∗
2

L=7mm
 Now considering the failure of key due to crushing, we know that the maximum torque transmitted
by the shaft and key (T),

� �
� = � 2 �� �� 2
2 4
0.2* 104 N-mm = L*2 ∗ 310 ∗ 2

L=3.25mm
 Taking the Larger of the two values, we have L=7mm

t
L

77
Key Design for intermediate shaft
Transmitted torque: T=358.1Nm Shaft diameter: D=16mm
Gear hub lengths: L=20mm
And from the above standard table
Width (mm) =6mm
Thickness (mm)=6mm
Key material is the semiformal shaft.
Material type Yield strength Ultimate tensile strength
45 C8 310 650

 According to maximum shear stress theory the maximum shear stress for the shaft,
��� 370
���� = 2�� = 2∗2
=92.5N/mm2

 Maximum shear stress for the key,

��� 310
�� = 2�� = 2∗2
= 77.5N/mm2

 the maximum torque transmitted by the shaft and key,

�
�= � �3
16 ���
�
= ∗ 92.5 ∗ 163
16

=7.4*104 N-mm
 Consider the failure of key due to shearing. We know that the maximum torque
transmitted(T),
�
T= ���� 2
T
�= �
��� 2

7.4
= 4
2∗77.5∗2

L=12mm

 Now considering the failure of key due to crushing, we know that the maximum torque
transmitted by the shaft and key (T),

78
 � �
� = � 2 �� �� 2
2 4
7.4* 104 N-mm = L*2 ∗ 310 ∗ 2

L=10mm

 Taking the Larger of the two values, we have L=12mm

L
t

3.2 Key Design for output shaft

Transmitted torque: T = 1119.05Nm

Shaft diameter: D=38mm
Gear hub lengths : L=48mm
And from the above standard table Width (mm) =12mm
Thickness (mm)=8mm
Key material is the same for all shaft.
Material type Yield strength Ultimate tensile strength
45 C8 310 650

 According to maximum shear stress theory the maximum shear stress for the shaft,

��� 370
���� = = =92.5N/mm2
2�� 2∗2

 Maximum shear stress for the key,

��� 310
�� = 2�� = 2∗2
= 77.5N/mm2

 the maximum torque transmitted by the shaft and key,

�
�= � �3
16 ���
�
= 16 ∗ 92.5 ∗ 383
=99.6*104 N-mm

79
 Consider the failure of key due to shearing. We know that the maximum torque
transmitted(T),
�
T= ���� 2
T
�= �
���
2

99.6
= 4
2∗77.5∗370∗
2

L=15mm

 Now considering the failure of key due to crushing, we know that the maximum torque
transmitted by the shaft and key (T),
�
T= ���� 2
T
�= �
���
2

99.6
= 4
2∗77.5∗310∗
2

L=12.27mm

 Taking the Larger of the two values, we have L=15mm

W
L
t

80
 Chapter Five
BEARING SELECTION
Definition
Bearings are manufactured to take pure radial loads, pure thrust loads, or a combination of

the two kinds of loads.

Figure 14 Parts of bearing [16]

The terms rolling-contact bearing, antifriction bearing, and rolling bearing are all used to

describe that class of bearing in which the main load is transferred through elements in

rolling contact rather than in sliding contact. In a rolling bearing the starting friction is about

twice the running friction, but still it is negligible in comparison with the starting friction of

a sleeve bearing seven different types of rolling contact bearings.

For my design I select ball bearing, so I discuss about ball bearing
Ball bearing
The main advantages of ball bearings are
 Low starting and running friction except at very high speeds.
 Ability to withstand momentary shock loads.
 Accuracy of shaft alignment.
 Low cost of maintenance, as no lubrication is required while in service.
 Small overall dimensions.
 Reliability of service and Easy to mount and erect.

81
 4.2 Bearing materials

The load on a rolling contact bearing is exerted on a small area. The resulting contact stresses

are quite high, regardless of the type of bearing.

The most widely used bearing material is AISI 52100 steel, which has a very high carbon

content, 0.95% to 1.10%, along with 1.30% to 1.60% chromium, 0.25% to 0.45% manganese,

0.20% to 0.35% silicon and other alloying elements with low but controlled amounts.

4.3 Bearing Selection for Input Shaft

Step 1: from the design from shaft design we have

Ds=6mm

Step 2: from force analysis section on chapter two also we have Fr and Fa

Fr =1.4KN

Fa = 0.48KN

Step 3: design life requirement

Ball bearings for the input shaft for above reason with a reliability of 99 percent. The

problem specifies a design life of 12 000 h.

 At the shaft speed of 800rev/min, the design life of 12 000 h correlates to a bearinglife of

LD = (12 000 h) (60 min/h) (800 rev/min)

= 5.76 × 108 rev

 Life of the bearing in revolutions,

L = 60 N × LH
= 60 × 800 × 21000

= 1× 107 rev

Step4: by referring stress factor section on chapter two we get reliability of 99%

KR=1

Step 5: Using the commercial gearing we select an impact factor from standard table

IF=1.2

Step 6: the radial bearing load is relatively high, but the axial load may be considered

moderate.

Step 7: the dynamic equivalent load is computed using data. Where data form standard

table .we determine

82
Single row roller bearing:

Xd =1.0, Yd=0, Xd2=0.4, Yd2=0.4

Pe1 =1(1400) =1400N

Pe2=0.4(1400) +0.4cotα (480)

We will assume α=2.50 for a preliminary specification .using this value of α

Pe2=560+4397.52=4957.52N

Since: Pe2>Pe1 Pe=4957.52

Step 8: The dynamic radial load for R=95% is calculated from

�� 1 5.76 ∗ 108 1
�� 98 ��� = 6+ � �� �� = + 3 1.2 4957.52
�� 10 1 ∗ 106 10

=40,047.22N

=40KN

To see the type of bearing from standard table we change the unit to Ib
�� = 40,047.22 × 0.225 = 9010.62Ib

Step 9: From standard table we see the only bearing that exceed the 40KN requirement is

bearing number 6212(�� = 9050 Ib).

Step 10: No limiting speed data is available, so the manufacturer catalogue should be

checked.

Step 11: The static equivalent load rating is calculated

Pes =XsFsr+YsFsa

From standard table Xs1=1.0,Ys1=0,and Xs2=0.5,Ys2=0.2cotα. Assuming α=2.50

Ps1=1(1400) =1400

Ps2=0.5(1400) +0.2cot2.50 (480) =2898.76

Since Ps2>Ps1

Ps=2898.76

Step 12: Comparing Pse against the static load rating for each bearing from standard table.

This is acceptable.

Step 13: The shaft diameter computed for strength analysis needs to be changed.

Step 14: As the final selection. We chose single row ball bearing number 6212.

83
4.4Bearing Selection for Intermediate Shaft
Step 1: from the design from shaft design we have

Ds=17mm

Step 2: from force analysis section on chapter two also we have Fr and Fa

Fr=1.48KN

Fa=0.5KN

Step 3: design life requirement

Ball bearings for the input shaft for above reason with a reliability of 99 percent. The

problem specifies a design life of 12 000 h.

At the shaft speed of 800rev4/min, the design life of 12 000 h correlates to a bearing life of

LD = (12 000 h) (60 min/h) (200 rev/min)

= 3.1 × 108 rev

 The average life of the bearing is 7 years at 10 hours per day, therefore life of the
bearing in hours. Assuming 300 working days /year.

LH = 7× 300 × 10 = 21000 hours

 Life of the bearing in revolutions,

L = 60 N × LH
= 60 × 200 × 21000

= 2.5× 107 rev

Step4: by referring stress factor section on chapter two we get reliability of 99%

KR=1

Step 5: Using the commercial gearing we select an impact factor from standard table

IF=1.2

Step 6: the radial bearing load is relatively high, but the axial load may be considered

moderate.

Step 7: the dynamic equivalent load is computed using data. Where data from the

standard table we determine

Single row roller bearing: Xd=1.0, Yd=0, Xd2=0.4, Yd2=0.4

Pe1 =1(1480) =1400N

Pe2=0.4(1480) +0.4cotα (500

84
We will assume α=2.50 for a preliminary specification .using this value of α

Pe2=592+4580.75=5172.75N

Since Pe2>Pe1: Pe=5172.75N

Step 8: The dynamic radial load for R=95% is calculated

�� 3.1 ∗ 108
+ 1 � �� �� =
1
�� 98 ��� = 6
+ 3 1.2 5172.75
�� 10 1 ∗ 106 10

=34698.54N
=34.6KN
To see the type of bearing from standard table we change the unit to Ib
�� = 34698.54 × 0.225 = 7807.17Ib

Step 9: From standard table we see the only bearing that exceed the 34.6KN requirement is

bearing number 6212(Cd=9050 Ib).

Step 10: No limiting speed data is available, so the manufacturer catalogue should be

checked.

Step 11: The static equivalent load rating is calculated

Pes =XsFsr+YsFsa

From standard table Xs1=1.0,Ys1=0,and Xs2=0.5,Ys2=0.2cotα. Assuming α=2.50

Ps1=1(1480) =1480N

Ps2=0.5(1480) +0.2cot2.50 (500) =3030.37N

Since Ps2>Ps1

Ps=3030.37N

Step 12: Comparing Pse against the static load rating for each bearing from standard table.

This is acceptable.

Step 13: The shaft diameter computed for strength analysis needs to be changed.

Step 14: As the final selection. We chose single row ball bearing number 6212.

4.5 Bearing Selection for output Shaft

Step 1: from the design from shaft design we have

Ds=18mm

Step 2: from force analysis section on chapter two also we have Fr and Fa

Fr=0.74KN

Fa=0.25KN

85
Step 3: design life requirement

Ball bearings for the input shaft for above reason with a reliability of 99 percent. Theproblem

specifies a design life of 12 000 h.

 At the shaft speed of 800rev/min, the design life of 12 000 h correlates to a bearinglife
of

LD = (12 000 h) (60 min/h) (64 rev/min)

= 1.6 × 108 rev

 The average life of the bearing is 7 years at 10 hours per day, therefore life of the
bearing in hours. Assuming 300 working days /year.

LH = 7× 300 × 10 = 21000 hours

 Life of the bearing in revolutions,

L = 60 N × LH
= 60 × 64 × 21000

= 0.8× 107 rev

Step4: by referring stress factor section on chapter two we get reliability of 99%

KR=1

Step 5: Using the commercial gearing we select an impact factor from standard table

IF=1.2

Step 6: the radial bearing load is relatively high, but the axial load may be consideredmoderate.

Step 7: the dynamic equivalent load is computed using data. Where data form standardtable .we

determine

Single row roller bearing: Xd=1.0, Yd=0, Xd2=0.4, Yd2=0.4Pe1 =1(740) =1400N

Pe2=0.4(740) +0.4cotα (250)

We will assume α=2.50 for a preliminary specification .using this value of αPe2=296+2290.3=2586.37N

Since Pe2>Pe1 Pe=2586.37N

Step 8: The dynamic radial load for R=95% is calculated

�� 1 1.6 ∗ 108 1
�� 98 ��� = 6+ � �� �� = + 3 1.2 2586.37
�� 10 1 ∗ 106 10

86
 =14226.43N

=14.22KN

To see the type of bearing from standard table we change the unit to Ib
�� = 14226.43 × 0.225 = 3200.94Ib

Step 9: From standard table we see the only bearing that exceed the 14.22KN requirement is

bearing number 6206 (�� =3350 Ib).

Step 10: No limiting speed data is available, so the manufacturer catalogue should be

checked.

Step 11: The static equivalent load rating is calculated

Pes =XsFsr+YsFsa

From standard table Xs1=1.0, Ys1=0, and Xs2=0.5, Ys2=0.2cotα. Assuming α=2.50Ps1=1(740) =740N

Ps2=0.5(740) +0.2cot2.50 (250) =1515.8N

Since Ps2>Ps1: Ps=1515.8N

Step 12: Comparing Pse against the static load rating for each bearing from standard table.This is

acceptable.

Step 13: The shaft diameter computed for strength analysis needs to be changed.

Step 14: As the final selection. We chose single row ball bearing number 6206.

Cast Iron
The cast iron is obtained by re-melting pig iron with coke and limestone in a furnace knownas cupola.
It is primarily an alloy of iron and carbon. The carbon content in cast iron varies from 1.7 per cent to
4.5 per cent. It also contains small amounts of silicon, manganese, phosphorous and sulphur. The
gray cast iron discus below
Grey cast iron. It is an ordinary commercial iron having the following compositions: Carbon = 3 to
3.5%; Silicon = 1 to 2.75%; Manganese = 0.40 to 1.0%; Phosphorous = 0.15 to 1%
; Sulphur = 0.02 to 0.15% ; and the remaining is iron
By consideration the gear box type and other factor I select grey cast iron type FG 260.
Table 15 material for casting
Is designation Tensile strength(Mpa) BHN
FG 260 260 210

K 2,5 to
Top flange of the body is required to have a width given by where
3,2

87
 0,03A 5 thickness of thecasing wall, A center distance of the last stage
Table 16 dimension for housing
No. Dimension Symbol Empirical
relation
1 Thickness of casing wall 0,003A 5 mm
2 Thickness of cover wall ' 0,8
0,85
3 Width of top flange of casing K 2,5 3,2
4 Thickness of the top flange of the casing b 1,5
5 Thickness of the rib of the body c 0,8 1,0
6 Diameter of the foundation bolt d 1,5 2,0
7 Minimum clearance between gear and inner wall a
of the cover
8 Diameter of bolts near bearing d' 0,75d
9 Diameter of the flange bolts d '' 0,75d'
10 Thickness of foundation t 2,25
2,5
11 Width of foundation flange K' 2,2 2,5 d
12 Distance between flange bolts e 150
180 mm
13 Thickness of the cover flange b' 1,5 1,75
'
14 Thickness of the cover rib c' 0,8
0,85 '
A = Center distance of the last stage

The housing dimensions of a three shaft two stage reduction units can be determined from the
following empirical relation
A=d1/2+d2/2+d3/2+d4/2
=11.5+45+11+35
=135.5mm takes 134

⮞ The thickness of housing wall (Th)

Th= 0.003*A + 5mm

88
 = 0.003* 134 + 5
= 5.402 mm
Th ≈6mm
⮞The thickness of housing upper and lower flange (tf)
tf = 2* Th
= 2* 6
tf = 12mm
⮞Diameter of foundation bolts (df)
df = 0.036*A + 12mm
df = 0.036*134+ 12mm
df = 17mm
⮞Diameter of bolts near to bearing (d1)
d1= 0.75* df
d1= 0.75*17
d1 = 13mm
⮞Diameters of bolts connecting the housing base and upper cover (d2)
d2= 0.6* df
d2= 0.6*17
d2 = 11mm
⮞Diameter of bearing cover bolts (d3)
d3= 0.4* df
d3= 0.4*17
d3 = 7mmm

⮞Width of upper flange (Wf,upper)

Wf,upper = 2.2 * d2 + (7 to 10) mm
Wf,upper = 2.2 * 11 + 7 mm
Wf,upper = 32mm

⮞Width of lower flange (Wf,loer)

Wf,lower = 2.2 * df + (7 to 10) mm
Wf,lower = 2.2 * 17 + 7 mm
Wf,lower = 45mm

⮞Thickness of ribs (Tr)

Tr = 0.85* ThTr = 0.85* 6
Tr = 5mm

89
  The total gear box height is given by.

H=2 +10+15+d1+d2/2+d3/2+d4
H= 2× 6 + 10 + 15 + 23 + 45 + 11 + 7
=115mm
 The total length of shafts became;

L =2 +30+30+15+15+15+10+8
=180mm
Therefore, based on the above value and dimensions of gears, the overall dimension of the gear
housing can be
 The overall width of the housing =L =180mm
 The height of the housing = H = 115mm

Figure 15 Front view for housing

Lubrication selection
The object of lubrication is to reduce friction, wear, and heating of machine parts that
move relative to each other. A lubricant is any substance that, when inserted between the
moving surfaces, accomplishes these purposes. In a sleeve bearing, a shaft, or journal, rotates or
oscillates within a sleeve, or bushing, and the relative motion is sliding. In an antifriction
bearing, the main relative motion is rolling. A follower may either roll or slide on the cam. Gear
teeth mate with each other by a combination of rolling and sliding. Pistons slide within their
cylinders. All these applications require lubrication to reduce friction, wear, and heating.
The following points cover some of the properties which lubricating oil must include:
1. The lubricant must have good adhesive qualities, i.e. it must stay on the gear teeth,

90
 resisting centrifugal force and the pressures created by the tooth meshing forces.
2. It must protect the gear tooth surfaces from all forms of corrosion, as this could reduce
thegear life drastically.
3. When operating over a wide temperature range, the oil must remain in a fairly constant
form, not becoming too thin when hot and thus losing part of its lubricating power, nor
too thick to pour or run freely when cold.
4. It should remain unaffected chemically by heat, especially regarding oxidation.
5. It must flow freely and be capable of dissipating any heat caused by friction or churning
asquickly as possible.
6. It must resist emulsification with water and yet still be capable of providing the
necessarylubrication even with small quantities of water in suspension.
7. It should not form stable foam within the gear casing while the transmission is in use.
⮞The type of lubricant can be selected by calculating the viscosity.
The procedure of calculating the viscosity is as follows.
��
�= Where
�∗�∗�
Ft = the tangential force and equal to =1400N
b = the face width and equal to =0.08cm
m = the module =0.01cm

91
CHAPTER SIX
CONCLUSION AND RECOMMENDATION
6.1 Result
RESULT OF GEAR

PINION 2 GEAR 3 PINION 4 GEAR 5

No. teeth 18 72 20 76
Diameter(mm) 18 72 20 76
Tangential 0.826 0.904 0.561 0.664
load(KN)
Axial load(KN) 0.3 0.32 0.2 0.24
Normal Tooth 0.88 0.94 0.58 0.7
load(KN)
Radial tooth 0.92 0.992 0.61 0.74
load(KN)
Static tooth 1.148 1.2 0.46 0.48
load(KN)
Wear tooth 45.66 182.64 14.22 54.0
load(KN)
Dynamic tooth 9.47 6.43 3.53 8.79
load(KN)
Pitch circle 19.15 76.62 76.62 80.8
diameter(mm)
Root circle 15.5 69.5 17.5 73.5
diameter
Pitch line velocity 0.942 3.769 0.26 0.994
Circular pitch 3.14 3.14 3.14 3.14
Velocity factor 0.94 0.799 0.982 0.937
Equivalent no. of 21.69 86.7 24.1 91.59
teeth
Lewis factor 0.111 0.143 0.116 0.144
FIRST STAGE SCOND STAGE

Contact ratio 1.2 1.2

module 1 1
Stress allowable 65.2 118

Shaft
INPUT INTERMEDIATE OUTPUT
GEAR SHAFT 8 16 38
DIAMETER
HUB DIAMETER 12 30 68.4
HUB LENGTH 17 40 48

92
6.2 Conclusion
This paper explains the design of sliding mesh gear box with proper material selection
and design analysis to avoid major problems or failure which happen most frequently
during this machine. This problem influences negatively on the function of this device.
Transmission box change the engine speed into torque when climbing hails and when
the vehicle required. Sometimes it is known as torque converter. They have many
things that make them more suitable for the current and modern automotive technology.
Among the different characteristics that thin gearbox positively have, double
declutching in the one and the fundamental. Lubrication type, the material
used, the geometry, the type of sliding mesh used, (single cone, dual cone, multiple
cone), the type of bearing selected, all these determine the gear boxes well-functioning
so special attention must be paid for them while designing. The working area of gear is
range of more worn out, heat, wear and excessive friction and this action is occurred
more often on gear teeth. So it is possible to eliminate those problems by proper
material selection and design analysis on it. in addition to manual calculation we
checked its safety with the help of ANSYS Workbench FEM software’s.
The ANSYS Workbench structural simulation and analysis in FEM is a key to facilitate
the assessment of structural analysis of gears which provides relatively simple method
for analyzing of material strength. Besides, the analysis shows that maximum
equivalent stress and deformation is less than tensile yield strength of material.in
addition to static analysis it also shows the thermal analysis on the clutch disk like heat
flux and temperature distribution.

93
6.3 Recommendation
For future similar works we recommend the following points to be considered during
the design process, To consider the lubrication system including opening
Assembling sensor systems for indicating oil and temperature level or other
Parameter Consider heat dissipation system.
There is no enough time to work this project properly using softwares like ansys and
other engineering softwares.

94
REFERENCE
[1]A text book of machine design, R.S. KHURMI & J.K. GUPTA, [A Textbook for the
Students of B.E. / B.Tech., U.P.S.C. (Eng. Services); Section ‘B’ of A.M.I.E. (I)]
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[9]Microsoft office draw tool of table and smart art

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Appendix

Counter shaft

Main shaft

Input shaft

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 Bearing

Counter shaft and gear

Main shaft and gear

Input shaft and gear

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 Upper housing

Lower housing

Extrude view of gear box

98
Assembly of gear box

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