Sliding Mesh Miki Final

ARBA MINCH UNIVERSITY
INSTITUTE OF TECHNOLOGY
FACALITY OF MECHANICAL ENGINEERING
DESIGN OF SLIDINIG MESH GEARBOX
NAME ID
CHAPTER ONE
1. INTRODUCTION
1.1 Background of gearbox
A gearbox is a mechanical method of transferring energy from one device to another and is used
to increase torque while reducing speed. Torque is the power generated through the bending or
twisting of a solid material. This term is often used interchangeably with transmission. Located
at the junction point of a power shaft, the gearbox is often used to create a right-angle change in
direction, as is seen in a rotary mower or a helicopter. Each unit is made with a specific purpose
in mind, and the gear ratio used is designed to provide the level of force required. This ratio is
fixed and cannot be changed once the box is constructed.
The only possible modification after the fact is an adjustment that allows the shaft speed to
increase, along with a corresponding reduction in torque. In a situation where multiple speeds are
needed, a transmission with multiple gears can be used to increase torque while slowing down
the output speed. This design is commonly found in automobile transmissions. The same
principle can be used to create an overdrive gear that increases output speed while decreasing
torque.
Gearbox housing and says that the development of the cast iron-base friction-bearing has made
possible the multiple-gear and the shaft types. For severe service, the qualifications of a
satisfactory gear-facing are density of structure, together with a reasonably high fatigue-strength;
the coefficient should be high and fairly constant over a wide range of temperature; the facing
must be able to withstand high temperature and friction without deterioration; the impregnating
compound must not bleed out at high temperature; and the permeation of the impregnating
solution must be complete so that the wear resistance is constant throughout the thickness of the
gear. The molded and the woven types of gear are treated at thickness. Engagement methods,
cooling and thermal efficiency, adjustment, methods of control, the lubricating of release
meshing sleeves and balancing are described. Since the gearbox virtually converts engine torque
into heat during the period of meshing just previous to full engagement, and since the heat must
be dissipated through the gear mechanism, the thermal efficiency of a gear is of great
importance. The severe service required of gear has emphasized the importance of having a gear
rid itself of the large quantity of rotation generated as a result of its lever use and, from his
experience, the author concludes that Careful consideration is given to the subject of meshing,
the unit pressure of the gear tooth is unimportant over a wide range of pressures. As a result of
conclusion, it is believed that a 4speed is the logical design for heavy-duty as well as light-duty
service. This is largely because it is much easier to provide for the necessary masses of
absorption metal in these gears than in the multiple-gear type. The masses of absorption metal
should be carried as a part of the shaft weight. Cast iron is the best metal to use as a friction
surface for engaging the tooth facing. The free graphitic content of cast iron provides a slight
lubricating effect and permits the surfaces to attain a smooth high polish. With their present
knowledge of the subject, the engineers of the gear/transmission. Co. attempt to provide several
elements for increasing the thermal efficiency of the gear. A considerable mass of metal is
provided in the driving gear, and this mass is designed to provide a large exposed area for a teeth
surface transmission. The mass serves as a reservoir that absorbs a large number of heat and
rubbing units without raising the temperature of the driving gear too quick.
Types of Gear Boxes:

The following types of gear box are used in automobiles:
 Sliding Mesh
 Constant Mesh
 Synchromesh.
Sliding Mesh Gear Box
It is the simplest gear box. The following figure shows 4-speed gear box in neutral position.4
gears are connected to the lay shaft/counter shaft. A reverse idler gear is mounted on another
shaft and always remains connected to the reverse gear of countershaft. This “H” shift pattern
enables the driver to select four different gear ratios and a reverse gear.
Gears in Neutral:
When the engine is running and clutch is engaged the clutch shaft gear drives the countershaft
gear. The countershaft rotates opposite in direction of the clutch shaft. In neutral position only
the clutch shaft gear is connected to the countershaft gear. Other gears are free and hence the
transmission main shaft is not turning. The vehicle is stationary.
First or low shaft gear:

First or low shaft gear:
By operating the gear shift lever the larger gear on the main shaft is moved along the shaft to
mesh with the first gear of the counter shaft. The main shaft turns in the same direction as that of
the clutch shaft. Since the smaller countershaft is engaged with larger shaft gear a gear reduction
of approximately 4:1 is obtained i.e., the clutch shaft turns 4 times for each revolution of main
shaft.
Second speed gear:
By operating the gear shift lever the third gear on the main shaft is moved along the shaft to
mesh with the third gear of the counter shaft. The main shaft turns in same direction as clutch
shaft. A gear reduction of approximately 3:1 is obtained.
Third speed gear:
By operating the gear shift lever, the second gear of the main shaft and countershaft are
demeshed and then the third gear of the main shaft are forced axially against the clutch shaft
gear. External Teeth on the clutch shaft gear mesh with the internal teeth in the third and top
gear. The main shaft turns in same direction as clutch shaft. A gear reduction of approximately
2:1is obtained i.e. the clutch shaft turns 2 times for each revolution of main shaft.
Fourth speed gear/ Top or High-Speed Gear:

By operating the gear shift lever the third gears of the main and countershaft is demeshed and
the gears present on the main shaft along with the shaft is forced axially against the clutch shaft
gear. External teeth present on the main shaft engage with the internal teeth present on the main
shaft. The main shaft turns along with the clutch shaft and a gear ratio of approximately 1:1 is
obtained.
Reverse gear:
By operating the gear shift lever, the last gear present on the main shaft is engaged with the
reverse idler gear. The reverse idler gear is always in mesh with the counters haft gear.
Interposing the idler gear between the counter-shaft reverse gear and main shaft gear, the main
shaft turns in the direction opposite to the clutch shaft. This reverses the rotation of the wheels
so that the wheel backs.
Constant Mesh Gear Box:
In this type of gear box, all gears of the main shaft are in constant mesh with the corresponding
gears of the countershaft (Lay shaft). Two dog clutches are provided on the main shaft- one
between the clutch gear and the second gear, and the other between the first gear and reverse
gear. The main shaft is splined and all the gears are free on it. Dog clutch can slide on the shaft
and rotates with it. All the gears on the countershaft are rigidly fixed with it. When the left-hand
dog clutch is made to slide to the left by means of the gear shift lever, it meshes with the clutch
gear and the top speed gear is obtained. When the left-hand dog clutch meshes with the second
gear, the second speed gear is obtained. Similarly, by sliding the right-hand dog clutch to the left
and right, the first speed gear and reverse gear are obtained respectively. In this gear box
because all the gears are in constant mesh, they are safe from being damaged and an unpleasant
grinding sound does not occur while engaging and disengaging them.
Synchromesh Gear Box:
In sliding Mesh Gear box, the two meshing gears need to be revolved at equal peripheral speeds
to achieve a jerk less engagement and it is true for constant mesh gear box in which the
peripheral speeds of sliding dog and the corresponding gear on the output shaft must be equal.
The peripheral speed is given by: Where d1 and N1 are pitch circle diameter and r.p.m.
of gear and d2 and N2 diameter and r.p.m. of attached dog respectively. Now N 1 ≠ N2 since d1 ≠
d2. Thus, there is a difference in gear and dog which necessitates double declutching. The driver
has to disengage the clutch twice in quick succession therefore it is referred as double
declutching. There are two steps involved in this process:
The clutch is disengaged i.e., first declutching and the gear system is placed in its neutral
position. Now the clutch is reengaged and acceleration pedal is pressed to adjust the engine
speed according to driver’s judgment. The clutch is disengaged (i.e., second declutching) again
the appropriate gear is engaged and then the clutch is reengaged.
It is that gear box in which sliding synchronizing units are provided in place of sliding dog
clutches as in case of constant mesh gear box. With the help of synchronizing unit, the speed of
both the driving and driven shafts is synchronized before they are clutched together through train
of gears. The arrangement of power flow for the various gears remains the same as in constant
mesh gear box. The synchronizer is made of frictional materials.
When the collar tries to mesh with the gear, the synchronizer will touch the gear first and use
friction force to drive the gear to spin at the same speed as the collar. This will ensure that the
collar is meshed into the gear very smoothly without grinding. Synchromesh gear devices work
on the principle that two gears to be engaged are first bought into frictional contact which
equalizes their speed after which they are engaged readily and smoothly.
The following types of devices are mostly used in vehicles:
 Pin type
 Synchronizer ring type
A synchronizing system is used for smooth meshing. Synchromesh works like a friction clutch.
In the following figure two conical surfaces cone-1 is the part of the collar and the cone-2 is the
part of the gear wheel. Cone1, 2 are revolving at different speeds. While cone-2 is revolving,
cone-1 gradually slides into it. Friction slows or speeds up the gear wheel. Finally, both the
cones revolve at same speed.
In this Fig collar and gear wheel are separate and they are revolving at different speeds. The
internal cone comes in contact with the outer cone of the gear wheel. Friction slows or speeds up
the gear wheel.
And when the collar and gear wheel rotate at same speed the spring-loaded outer ring of the
collar is pushed forward. The dog slide smoothly into mesh without clashing. The collar and gear
wheel lock and revolve at same speed. This the principle of synchromesh Ly.
1.2. The purpose of a gearbox
Gearbox is one of the major components of power transmission system which is a speed and
torque changing device between the engine and the driving wheels. It serves the following
purpose in the transmission system of an automobile;
 It exchanges engine power for greater torque and thus provides a mechanical advantage
to drive the vehicle under different conditions.
 It exchanges forward motion for reverse motion. Since the engine can turn in one
direction only, transmission gears mesh in such a manner to allow running the vehicle in
the reverse direction.
 It provides a neutral position to disallow power flow to the rest of power train.
The automobile requires high torque when climbing hills and when starting, even though
performed at low speeds. On the other hand, when running at high speeds on level roads, high
torque is not required because of momentum and it would be more preferable to have just the
wheel alone turning high speed. Since, the torque, which the engine can produce, is limited to
such as amount that the engine by itself cannot develop the required torque for starting and for
climbing hills. Therefore, gearbox acts in accordance with the running conditions.
 When driving power is required, it reduce the engine speed and transmits stronger torque
to the driving wheels and
 When high running speed is desired, it transmits high speed low-torque to the wheels.
 Gear Ratios: when one meshing gear rotates, the teeth of that gear cause the teeth of the
other gear to move so that the other gear also rotates. The relative speed of the two meshing
gears is called gear ratio which obtained by dividing the number of teeth on the driven gear
to the number of teeth of the driving gear.
 Torque and gear ratio: - A small gear driving a larger gear increases torque and decreases
speed. When large gear driving a smaller gear decreases torque and increases speed.
The way that a gearbox puts torque out is dependent on the lifetime of the gearbox. The lifetime
is determined by the number of gears that are present in the box and the direction that the gears
move in. The stronger the power that is created from the gears, the stronger the torque that is put
out will be. The speed by which it is put out is referred to as the gear ratio. This ratio determines
the type of gearbox that is present in a motor setting.
The amount of torque that a gearbox puts out and the numbers of revolutions per minute that it
reduces are both directly related to the efficiency of the gearbox. Gear boxes have several stages
in them and the number of stages changes the efficiency of the box. The more gear stages that are
present in a gearbox, the greater the efficiency will be. When there are fewer, the efficiency will
be reduced and the gearbox will not put out as much torque.
Our projects focus on the sliding mesh gear box type.
1.Sliding mesh type gearbox
1. Primary shaft (Clutch shaft)
2. Spigot bearing.
3. Main shaft.
4. Lay shaft (counter shaft)
1. Primary Shaft
This shaft transmits the drive from the clutch to the gearbox. At the end, the shaft is supported by
a spigot bearing positioned close to the spines on to which the clutch driven plate is connected.
The main load on this shaft is taken by a bearing; normally a sealed radial ball type, positioned
close to an input gear called a constant mesh pinion. The gear is so named because it is always in
mesh with a larger gear small driving gear is called a pinion and a large gear a wheel.
2. Lay Shaft
This shaft, which is normally fixed to the gearbox casing, supports the various-sized driving
pinions of the lay shaft gear cluster.
3. 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.
Gear position
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. The 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 countershaft reverse gear.
Interposing the idler gear, between reverse the main shaft turns in a direction opposite to clutch
shaft.
Advantages and Disadvantages of sliding mesh gearbox
Advantages:
Since more no. of gears are in mesh in constant meshing gearbox more fluctuating loads on
shafts resulting in more vibrations and noise. But in smog less load on shafts since one gear is
in mesh at all-time resulting in less vibrations.
Due to all gears are in constant mesh in cmg less is the efficiency as compared to sliding mesh
gearbox where only one gear is in mesh.
 Easy manufacturing
 Easy mechanism
Disadvantages:
Since gears are in constant mesh in cmg, helical or herringbone gears can be used and in sliding
mesh only straight spur gears can be used.
More effort is required in sliding mesh compared to cmg where only dog clutch has to slide so
need for extra mechanism to reduce efforts required.
More chances of failure since gear tooth while sliding has to bear more impact loading and for
frequent changing of gears more chances of gear failure but in cmg only chance of failure is of
dog clutch.
Less lifespan compared to cmg due more wearing of gears in sliding mesh.
Increased cost since tooth designed must be of high stability under fluctuating loads.
CMG contains easy replicability of dog clutch but in case of SMG, failure is of gears, so if it
fails than it requires time and money to manufacture new gear to perform the same task.
Last and most important it is preferable due to its more efficiency.
1.6 Additional components component gearbox

Some of the components used in gear box are:
 Shaft
 Bearing
 Selector Forks
 Shafts:
1.6.1 Shaft
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.
Classification of shafts
Shafts involved in power transmission may be classified as:
1. Transmission shafts  Line shaft

• Jack shaft
• Counter shaft
2. Machine shaft
1 Transmission shafts
A Transmission shaft is a mechanical component for transmitting torque and rotation, usually
used to connect other components of a drive train that cannot be connected directly because of
distance or the need to allow for relative movement between them. Transmission shafts are
carriers of torque: they are subject to torsion and shear stress, equivalent to the difference
between the input torque and the load. They must therefore be strong enough to bear the stress,
whilst avoiding too much additional weight as that would in turn increase their inertia.
I. Line Shaft
Prior to the widespread use of electric motors small enough to be connected directly to each
piece of machinery, line shafting was used to distribute power from a large central power source
to machinery throughout an industrial complex. A typical line shaft would be suspended from the
ceiling of one area and would run the length of that area. One pulley on the shaft would receive
the power from the parent line shaft elsewhere in the building. The other pulleys would supply
power to pulleys on each individual machine or to subsequent line shafts.
II. Jack Shaft
A jackshaft, also called a countershaft, is a common mechanical design component used to

transfer or synchronize rotational force in a machine. A jackshaft is often just a short stub with
supporting bearings on the ends and two pulleys, gears, or cranks attached to it
III. Counter Shaft

Counter shafts receive power from line shaft and transmit to a machine.
2 Machine Shafts
These shafts form an integral part of the machine itself. The crank shaft is an example for
machine shaft.
Shaft Layouts
The general layout of the shafts, including axial location of gears and bearings, must now be
specified in order to perform a free-body force analysis and to obtain shear force and bending
moment diagrams. If there is no existing design to use as a starter, then the determination of the
shaft layout may have many solutions. A free-body force analysis can be performed without
knowing shaft diameters, but cannot be performed without knowing axial distances between
gears and bearings. It is extremely important to keep axial distances small. Even small forces can
create large bending moments if the moment arms are large. Also, recall that beam deflection
equations typically include length terms raised to the third power. It is worth examining the
entirety of the gearbox at this time, to determine what factors drive the length of the shaft and the
placement of the components. A rough sketch is sufficient for this purpose.
A drive shaft is a mechanical component for transmitting torque and rotation, usually used to
connect other components of a drive train that cannot be connected directly because of distance
or the need to allow for relative movement between them. Drive shafts are carriers of torque:
they are subject to torsion and shear stress, equivalent to the difference between the input torque
and the load. They must therefore be strong enough to bear the stress, whilst avoiding too much
additional Weight as that would in turn increase their inertia.
1.6.2 Bearings
Bearings are highly engineered, precision-made components that enable machinery to move at
extremely high speeds and carry remarkable loads with ease and efficiency. It must be able to
offer high precision, reliability and durability, as well as the ability to rotate at high speeds with
minimal noise and vibration. Bearings are found in applications ranging from automobiles,
airplanes, computers, construction equipment, machine tools, DVD players, refrigerators and
ceiling fans. If something twists, turns or moves, it probably has a bearing in it.
A bearing is a machine element that constrains relative motion between moving parts to only the
desired motion. The design of the bearing may, for example, provide for free linear movement of
the moving part or for free rotation around a fixed axis; or, it may prevent a motion by
controlling the vectors of normal forces that bear on the moving parts. Bearings are classified
broadly according to the type of operation, the motions allowed, or to the directions of the loads
(forces) applied to the parts. The term "bearing" is derived from the verb "to bear"; a bearing
being a machine element that allows one part to bear (i.e., to support) another. The simplest
bearings are bearing surfaces, cut or formed into a part, with varying degrees of control over the
form, size, roughness and location of the surface. Other bearings are separate devices installed
into a machine or machine part. The most sophisticated bearings for the most demanding
applications are very precise devices; their manufacture requires some of the highest standards of
current technology. A necessity for the efficient working of the bearings is that the running
surface should be adequately supplied with lubricant. For this purpose the oil is supplied through
a lubricating ring firmly clamped on the shaft at the after end and a wiper device fitted in the
upper part. This device, together with correctly formed oil grooves in the bearing shells ensure
that in bearings the oil supply is maintained in all circumstances even at low revolutions.
CLASSIFICATION OF BEARING
Bearings may be classified as given below
1 Depending upon the direction of load to be supported.
The bearing under this group are classified as:
A. Radial bearings: The load acts perpendicular to the direction of motion of the moving
element.
B. Thrust bearings: The load acts along the axis of rotation.
2 Depending upon the nature of contact.
The bearing under this group are classified as:
A. Sliding contact bearings: 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
bearings. To minimize the friction these surfaces are usually separated by film of lubrication.
B. Rolling contact bearings: The steel balls or rollers are interposed between the moving and
fixed element. The object of rolling contact bearing is to minims the friction by substituting pure
rolling motion for sliding motion. Since the rolling friction is much less than the sliding friction,
rolling contact bearings are called anti-friction bearings.
Many rolling contact bearings are widely used in power transmission because they have the
following advantages.
• Can be adopted for combined radial and axial loads without any complications.
• More compact design.
• Maintenance cost is low.
• Low starting friction.
• Easier to provide lubrication and requires small consumption of lubrication.
• Accuracy alignment of parts can be maintained.
• Reliable in service.
The following types of bearing are commonly used gear trains
1. Deep groove ball bearings
2. Cylindrical roller bearings
3. Spherical roller bearings
4. Tapered roller bearings
Deep groove ball bearings
Single Row Deep Groove Ball Bearings
This bearing consists of inner and outer rings with deep symmetrical ball race, ways, separator
and complement of Balls. This beading is designed primarily for radial load but due to its design
features it is capable of carrying equal amount of thrust load in either direction and is capable of
operating at high speed too. This bearing has the lowest frictional losses and therefore, it is the
most widely used among all types of bearings.
Double Row Deep Groove Ball Bearings
Double row deep groove bearing embodied the same design principle as that of the single row
deep grooves ball bearings. The bearing has a lower axial displacement than it occurs in the
single row deep groove ball bearing. These bearings are capable of carrying substantial thrust
loads in either direction and due to double rows of ball they are also capable of carrying.
Cylindrical Roller Bearings
In this type of bearings, the rollers race tracks are essentially cylindrical, however they may be
ground slightly curved in order to achieve thereby small degree of flexibility. The rollers are
guided between two lips on either the inner race or the outer race. Other types provided with no
lip, one lip or two lips, according to the function which the bearing has to perform. Ball Bearings
have a point contact on the races whereas all types of cylindrical roller bearings have a line
contact. Due to line contact the cylindrical roller bearings have a very high radial load carrying
capacity as compared to ball bearings of the same size. Due to their separable design, cylindrical
roller bearings are more convenient for mountings than ball bearings.
Spherical roller bearing
A spherical bearing is a bearing that permits angular rotation about a central point in two
orthogonal directions within a specified angular limit based on the bearing geometry. Typically
these bearings support a rotating shaft in the [bore] of the inner ring that must move not only
rotationally, but also at an angle.
Figure 8. Spherical roller bearing
Construction of spherical bearings can be hydrostatic or strictly mechanical. A spherical bearing

by itself can consist of an outer ring and an inner ring and a locking feature that makes the inner
ring captive within the outer ring in the axial direction only. The outer surface of the inner ring
and the inner surface of the outer ring are collectively considered the raceway and they slide
against each other, either with a lubricant or a maintenance free based liner. Some spherical
bearings incorporate a rolling element such as a race of ball-bearings, allowing lower friction.
The design of this bearing permits radial load and heavy thrust load in either direction.
Tapered roller bearing
Taper roller bearing consists of two main units, a cup and a cone. The cup is on the outer race
whereas the cone consists of inner race, the separator and compliment of taper rollers. The taper
rollers are guided by the high load on the inner race. The taper roller bearings are manufactured
with interchangeable cups and cone on the shaft separately.
Figure 9.Tapered roller bearing
These bearings are capable of carrying both the radial and axial loads and permit fine
adjustment for end play. Greater care is required to ensure the proper alignment of bearings and
maintenance of proper axial clearance is essential to avoid bearing failure. Due to more
development in the design of the taper roller bearings, these are also available with 2 rows and 4
rows.
CHAPTER TWO
LITERATURE REVIEW
ATTHURU MANIKANTA REDDY1, AAKASH.K 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.
Design and Simulation of 7 Speed Manual Gear Box by Rahul Kumar 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 7forward and 1 reverse gear but on his paper
presents a novel7 speed MT designed with just 6 gear pairs giving 7 forwarded 2 reverse gears
thereby saving both the material cost as well as meeting the space constraints.
Tanvirkhan A.Malek has presented on Design, Modeling and Stress Analysis of high speed
helical gear according to Bending strength and Contact strength using AGMA
and ANSYS in April 2015. In the gear design the bending stress and surface strength of the gear
tooth are considered to be one of the main contributors for the failure of the gear in a gear set.
Thus, the analysis of stresses has become popular as an area of research on gears to minimize or
to reduce the failures and for optimal design of gears. In this paper bending and contact stresses
are calculated by using analytical method as well as Finite element analysis. To estimate bending
stress modified Lewis beam strength method is used. Pro-e solid modeling software is used to
generate the 3-D solid model of helical gear. Ansys software package is used to analyze the
bending stress. Contact stresses are calculated by using modified AGMA contact stress method.
In this also Pro-e solid modeling software is used to generate contact gear tooth model. Ansys
software package is used to analyze the contact stress. Finally these two methods bending and
contact stress results are compared with each other.
CHAPTER THREE
METHODOLOGY AND MATERIALS
3.1 Methodology
In order to design of gearbox, we followed many steps. And we apply the following
methodologies:
Collect
Define the Select gear
requrments configuratoins calculate force and stress
Analysis Design gear box Material selections

lubrication system layout
fsdacdorccccacccvvav
Optimze Creat graph Prototype

Perform finitie
design Collectph and testing
elament analysis
Collect information Collect
3.2 Material selection
Selecting the right material for a gearbox is crucial to ensure that it can withstand the operating
conditions, loads, and environmental factors it will be exposed to. Several factors need to be
considered when choosing materials for gearbox components, including strength, wear
resistance, fatigue resistance, toughness, and compatibility with lubricants.
1, shaft:
We have selected 50C4, because it has high modulus of elasticity and minimizes deflection as
combination of bending moment and torque on rotating shaft created multi axial stress.
• Ultimate tensile strength =σut= 640 - 760MPa
• Yield strength=σy= 370MPa
The material used for shafts should have the following properties:
 It should have high strength.

 It should have good machinability.
 It should have low notch sensitivity factor.
 It should have good heat treatment properties.
 It should have high wear resistant properties.
2, gear:
Gary cast iron FG200 is a common grade of gray cast iron, which is widely used for design gear.
Ultimate strength = 200Mpa
Modulus of elasticity (E) = 82Gpa
The material used forgear should have the following properties:
 Gary cast iron FG200 exhibits good compressive strength.

 It has a high hardness
 It is relatively easy to machine
 It has good thermal conductivity.
3, pinion: AISI 8620is a designation for a plain carbon steel
The material used for pinion should have the following properties:
 Plain carbon steel Fe 410 exhibits good tensile strength

 It has reasonable ductility
 Fe 410 steel is weld able
. Corrosion Resistance: Plain carbon steel Fe 410 is susceptible to corrosion
4, Housings:
The material used for Housing should have the following properties:
Cast iron is a common material for gearbox housings due to its good damping properties and
ability to absorb vibration.
 Cast iron has excellent compressive strength.

 It exhibits good wear resistance.
 Some types of cast iron exhibit good resistance to corrosion.
 Cast iron has a relatively high coefficient of thermal expansion.
3.2 Sliding mesh type gearbox
A sliding mesh gearbox is a type of manual transmission used in some older vehicles. In a sliding
mesh gearbox, the gears on the main shaft and the lay shaft are constantly meshed together. To
engage a particular gear, the driver must slide a collar on the main shaft to lock it with the
desired gear. This sliding action allows different gears to be engaged for different speeds or
driving conditions.
• Primary shaft (Clutch shaft)
• Main shaft.
• Lay shaft (counter shaft)
2. Simplicity: The design of a sliding mesh gearbox is relatively simple, which can make it easier
to manufacture, maintain, and repair compared to more complex transmission systems.
3. Direct power transfer: Sliding mesh gearboxes provide direct power transfer from the engine
to the wheels, which can be advantageous in certain high-torque or heavy-load situations.
3.5 Gearbox specification
Gearbox specification of Toyota stout RK101
Manual gearbox Specification
Product Manual Vehicle Transmission Gearbox
Four Speed Gearbox
First gear 3.7

Gear Ratio
Second gear 2.28
Third gear 1.5
Top gear 1
Reverse gear 3.7
Drive Torque 151.9Nm @ 2200 - 95rpm
Type Sliding Mesh

3.3 Conceptual design alternative
 Comparison of four-speed gearbox and three speed gear box
Advantage of four-speed sliding mesh gearbox over three-speed sliding mesh gearbox
1. Performance and Adaptability
The additional gear in a four-speed gearbox provides a broader range of gear ratios, allowing for
better adaptability to diverse driving conditions. This means the vehicle can operate more
efficiently at different speeds, leading to enhanced performance in varied terrains and driving
scenarios.
1. Fuel Efficiency
The wider range of gear ratios in a four-speed gearbox enables the engine to run within its
optimal power band more often, potentially boosting fuel efficiency. By allowing for more
precise matching of engine speed to vehicle speed, the gearbox contributes to improved overall
efficiency, especially during highway driving or when tackling inclines.
3. Smoother Power Delivery
The presence of an additional gear facilitates smoother transitions between gears, leading to a
more refined power delivery to the wheels. This results in a more seamless driving experience,
with smoother acceleration and improved response to changes in speed and terrain.
4. Precision and Drivability

A four-speed gearbox offers more nuanced control over the vehicle's power delivery, leading to
enhanced precision and drivability. This can be particularly advantageous in scenarios requiring
careful power modulation, such as navigating city streets or executing smooth overtaking
maneuvers.
5. Wide Usability Range

The wider range of gear ratios enables the vehicle to be utilized across a broader spectrum of
conditions, from city driving to highway cruising. The gearbox's ability to adapt to various speed
and torque requirements makes it a versatile choice for a wide array of driving environments.
In summary, the four-speed sliding mesh gearbox outshines the three-speed gearbox in providing
better adaptability, improved fuel efficiency, smoother power delivery, enhanced drivability,
broader usability, and alignment with industry trends and technological advancements.
Out speed analysis
¿ 2200 rpm
For speed 1; G.r = No , No = = 594.6 rpm
3.7
¿ 2200 rpm
For speed 2 ; G.r = No , No = = 964.9 rpm
2.28
2200 rpm
For speed 3; G.r = ¿ , No= =1466.7 rpm
No 1.5
¿ 2200 rpm
For speed 4; G.r = No ,No = = 2200 rpm
1
2200
For reverse gear; G.r = ¿ , No= = 594.6rpm
No 3.7
Out torque analysis
Pin 35 kw
τin = = = 15.9 Nm = 15900 Nmm
ωin 2200 rpm
for speed 1; τout = τin×G.r = 15900 ×3.7 = 58830 Nmm

for speed 2; τout = τin×Gr = 15900×2.28 =36252 Nmm
for speed 3; τout = τin ×Gr = 15900×1.5 =23850 Nmm
for speed 4; τout = τin×Gr = 15900×1 = 15900 Nmm
for reverse gear ; τout = τin×Gr =15900×3.7 = 58830 Nmm
3.6 Gear design
3.6.1 Gear geometry analysis
𝐺𝑒𝑎𝑟𝑅𝑎𝑡𝑖𝑜 (𝑖)
1st 𝑔𝑒𝑎𝑟 =3.7
2nd 𝑔𝑒𝑎𝑟 = 2.28
3rd 𝑔𝑒𝑎𝑟 = 1.5
top 𝑔𝑒𝑎𝑟 = 1
𝑅𝑒𝑣𝑒𝑟𝑠𝑒𝑔𝑒𝑎𝑟 =3.7
𝑭𝒓𝒐𝒎𝟏𝒔𝒕𝒈𝒆𝒂𝒓𝒓𝒂𝒕𝒊𝒐
𝑣1 = 𝑣8
𝑤1𝑟1 = 𝑤8𝑟8
w 1r1
𝑤8= ,𝑏𝑢𝑡 𝑤5 = 𝑤8
r8
w 4 r 1 r5
= × = 3.7 … … … … … … … . . . (1)
w1 r 8 r 4
𝑇ℎ𝑒𝑐𝑒𝑛𝑡𝑒𝑟𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒 (𝑙)
𝑙 = 𝑟1 + 𝑟8 = 𝑟2 + 𝑟7 = 𝑟3 + 𝑟6 = 𝑟4 + 𝑟5
𝐹𝑜𝑟 𝑡ℎ𝑒 1st 𝑠𝑡 𝑔𝑒𝑎𝑟 𝑟𝑎𝑡𝑖𝑜:

The module m is the ratio of the pitch diameter to the number of teeth. 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
and50. Most commonly used take one constant value of module (i.e. m=4) and calculate the pitch
circle diameters of the gears.
𝑇𝑎𝑘𝑒𝑡ℎ𝑒𝑚𝑜𝑑𝑢𝑙𝑒 (𝑚) = 4
𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒𝑎𝑛𝑔𝑙𝑒 (∅) 𝑤𝑖𝑙𝑙𝑏𝑒 20
𝑇ℎ𝑒𝑛𝑚𝑖𝑛𝑖𝑚𝑢𝑚𝑡𝑒𝑒𝑡ℎ 𝑜𝑓𝑡ℎ𝑒𝑝𝑖𝑛𝑖𝑜𝑛 (𝑧𝑝𝑚𝑖𝑛) 𝑤𝑖𝑙𝑙𝑏𝑒

2 kcos φ
𝑧𝑝 = [𝑚 + √𝑚2 + (1 + 2𝑚)2∅]
(1+2 mg)2+1
𝐴𝑠𝑠𝑢𝑚𝑒: 𝑘 = 1… .𝑓𝑜𝑟𝑓𝑢𝑙𝑙𝑑𝑒𝑝𝑡ℎ 𝑡𝑒𝑒𝑡ℎ. Since gear tooth form. ... Standard full-depthteeth have
working depths of 2/P. If the teeth have equal addenda (as in standardinterchangeable gears), the
addendum is 1/P. Stub teeth have a working depth usually 20% lessthan full-depth teeth. Full-
depth teeth have a larger contact ratio than stub teeth.
𝜑 = 30 … … 𝑚𝑎𝑥𝑖𝑚𝑢𝑚𝑎𝑛𝑔𝑙𝑒
Interference may only be avoided, if the point of contact between the two teeth is always on the
involute profiles of both the teeth. The minimum number of teeth on the pinion which will mesh
with any gear (also rack) without interference are given in systems of gear teeth
141/20compositeis minimum number of teeth on the pinion is 12.
𝑧𝑝= 2(1) cos 30/[2 ∗ (1 + 2(4)𝑠𝑖𝑛30] [4 + √16 + (1 + 2(4)𝑠𝑖𝑛20 = 11.86

≈ 𝑓𝑟𝑜𝑚𝑠𝑡𝑑𝑡𝑎𝑘𝑒 12
𝑧𝑝= 𝑧8 … … … 𝑏𝑢𝑡 𝑡𝑎𝑘𝑒 𝑚𝑖𝑛𝑖𝑚𝑢𝑚 𝑓𝑜𝑟𝑡𝑎𝑔𝑒 𝑣𝑎𝑙𝑢𝑒 𝑧8 = 14 = 𝑧𝑝
𝑧𝑝= 𝑧8 ∗𝑚𝑔 = 56
z 1 56
𝐹𝑟𝑜𝑚 𝑡ℎ𝑒 1st 𝑔𝑒𝑎𝑟 = =4
z 8 14
w 4 r 1 r5 z1 z5
𝑇ℎ𝑒𝑟𝑒𝑓𝑜𝑟𝑒, 𝑓𝑜𝑟𝑔𝑒𝑎𝑟𝑟𝑎𝑡𝑖𝑜 = × = × = 3.7
w1 r 8 r 4 z 8 z 4
z5 z8
= 3.7 ×
z4 z1
z5 1
= 3.7 ×
z4 4
z5
= 0.925
z4
𝑧5 = 𝑧4 (0.925)
w 4 r 2 r5
𝐹𝑟𝑜𝑚 2𝑛𝑑𝑔𝑒𝑎𝑟𝑟𝑎𝑡𝑖𝑜 = ×
w 2 r7 r 4
z2 z5
= × =2.28
z7 z 4
z2 z4
= 2.28 ×
z7 z5
z2 1
= 2.28 ×
z7 0.925
z2
= 2.46
z7
𝑧2 = 𝑧7 (2.46 )
𝑭𝒓𝒐𝒎2nd 𝒈𝒆𝒂𝒓 𝒓𝒂𝒕𝒊𝒐

𝑤2𝑟2 = 𝑤7𝑟7,……………. 𝑏𝑢𝑡 𝑤5 = 𝑤7
𝑤7 = 𝑤5
r4
w4 ( )
r5
w2
w7 = r2
w7
w2r 2 r4
= w4×
r2 r5
r4
W2r2 = w4 × ×r2
r5
w 4 r 2 r5
= × = 2.28 ………………………… (2)
w 2 r7 r 4
From third gear ratio

𝑣4 = 𝑣5 … … (𝑇𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙𝑣𝑒𝑙𝑜𝑐𝑖𝑡𝑖𝑒𝑠𝑎𝑡𝑝𝑖𝑡𝑐ℎ 𝑜𝑓𝑡ℎ𝑒𝑚𝑒𝑠ℎ𝑖𝑛𝑔𝑔𝑒𝑎𝑟𝑖𝑠𝑒𝑞𝑢𝑎𝑙)
𝑤4𝑟4 = 𝑤5𝑟5
r5
𝑤5 = 𝑤4 ( )
r4
𝑣3 = 𝑣6
𝑤3𝑟3 = 𝑤6𝑟6
w3r 3
W6 = , 𝐵𝑢𝑡 𝑤5 = 𝑤6
r6
𝑤6 = 𝑤5
w3r 3 r5
= w4( )
r6 r4
r5
W3r3 = w4 ( ) r6
r4
w4 r3
= ×r 5
w3 r6 = 1.5
r4
z3 z5
= × = 1.5
z6 z4
z3 z4
= 1.5 ×
z6 z5
z3 1
= 1.5 × ( )
z6 0.925
z3
= 1.62 ,
z6
𝑧3 = 𝑧6 (1.62)
𝑇ℎ𝑒𝑐𝑒𝑛𝑡𝑒𝑟𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒 (𝑙)
𝑙 = 𝑟4 + 𝑟5 = 𝑟1 + 𝑟8
d d 4 d5 d1 d 8
𝑀𝑜𝑑𝑢𝑙𝑒 (𝑚) = then we know that L = + = +
N 2 2 2 2
z4 z5 z1 z8
=m 2 +m
2 =m
2
+ m 2
= 𝑧4 + 𝑧5 = 𝑧1 + 𝑧8 = 56 + 14 = 70
𝑧4 + 𝑧5 = 70𝑏𝑢𝑡𝑧5 = 𝑧4 (0.925)
𝑧4 + 𝑧4 (0.925) = 70
1.925 𝑧4 = 70
𝑧4 = 36.4
𝑧5 = 𝑧4(0.925)
=36.4 (0.925) =33.6 ≈ 34
𝑧2 + 𝑧7 = 70
𝑧7 (1.925 ) + 𝑧7 = 70
2.925𝑧7 = 70
𝑧7 = 23.9 ≈ 24
𝐴𝑛𝑑 𝑡ℎ𝑒𝑛, 𝑧2 = 𝑧7 (1.925) = 24∗ 1.925 = 46.2
𝑧3 + 𝑧6 = 70
𝑧6 (1.5) + 𝑧6 = 70
2.5𝑧6 = 70
𝑧6 = 28
And then, z 3= z 6 (1.5)
=28 (1.5) =42
For reverse gear ratio
This can be obtained by using an idler gear, running in a train between a gear mounted and fixed
onto the input shaft and another gear mounted and fixed onto the output or pinion shaft. This
gear train will thus reverse the rotation of the output shaft, as against the rotation obtained by a
direct drive between gears mounted on the input and output shafts. One of the three gears in the
reverse gear train must be able to slide sideways into and out of mesh by the movement of a
selector fork. If the reverse selector fork is mounted on a separate selector shaft, this shaft must
also be controlled by the interlock system in the gearbox.
The reverse gear mechanism is constructed using only spur gears. This is because the gear on the
output or main shaft slides along the spline. Surface on the shaft to engage which the ideal,
which is in constant mesh with the gear on the counter shaft.
v 11 ¿ v 10=v 9
w 11 r 11=w10 r 10=w 9 r 9
w 11 r 11
w 9=
r9
And also, we know that, w 5=w 9
w4
( )
r 4 w 11 r 11
r5
=
r9
w 11 r 11=¿ w 4
( )
r4
r5
∗r 9
w 4 r 11 r
=
w11 r 9
* r 5 = 3.7
4
The minimum number of teeth in the pinion to avoid interference:
2 kcosφ
[m+ √ m + ( 1+2 m ) sin ∅ ]
2
z 10=
(1+ 2mG ) 2+ 1
Assume: K=1 φ=30
∅ =20 Module ( m )=4
2∗1∗cos 30
[4+ √ 4 + ( 1+2∗4 ) sin 20]
2
z 10=
(1+ 2∗4 ) 2+1
=17.35, .But take
without interference are given in 𝑠𝑦𝑠𝑡𝑒𝑚𝑠 𝑜𝑓 𝑔𝑒𝑎𝑟 𝑡𝑒𝑒𝑡ℎ 20° Stub involute composite is
minimum number of teeth on the pinion is 18. 𝑧10 = 18
z9
Assume =1.5 this implies z 9=1.5 z 10
z10
=1.5(18) = 27
Then, d9 = 𝑚𝑧9
=2.5(2.7) =67.5 ≈ 68
d 10=m z 10
= 2.5(18) =45mm
3.2.2 Parameters for all gear Geometry
Figure 10.gear tooth geometry
The module m is the ratio of the pitch diameter to the number of teeth. 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. Take one constant value of module (i.e. m=6) and calculate the pitch circle diameters of the
gears.
d 1=m z 1=6∗56=336
d 2=m z 2=6∗46.2=277
d 3=m z 3=6∗42=252
d 4 =m z 4=6∗36.4=218
d 5=m z 5=6∗34=204
d 6 =m z 6=6∗28=168
d 7=m z 7=6∗24=144
d 8 =m z 8=6∗14=84
d7 d6
l= +
2 2
144 168
+ =156
2 2
The above diameters are pitch diameter and the pitch line encircle the gear on points below the
tip of the gear with difference of the addendum value
𝐴𝑑𝑑𝑒𝑛𝑑𝑢𝑚 (𝑎) = 𝑚 = 6𝑚𝑚, 𝐷𝑒𝑑𝑒𝑛𝑑𝑢𝑚 (𝑏) = 1.25(6) = 7.5𝑚𝑚
𝐶𝑙𝑒𝑎𝑟𝑎𝑛𝑐𝑒 (𝑐) = 0.25𝑚 = 0.25(6) = 1.5𝑚𝑚
𝑇𝑜𝑡𝑎𝑙 𝑑𝑒𝑝𝑡ℎ = 𝑎 + b = 6 + 7.5 = 13.5𝑚𝑚
𝐶𝑖𝑟𝑐𝑢𝑙𝑎𝑟 𝑝𝑖𝑡𝑐ℎ (𝑃) = 𝜋𝑚 = 3.14*6 = 18.85 𝑚𝑚
𝑁𝑜𝑤, 𝑓𝑟𝑜𝑚 𝑎𝑏𝑜𝑣𝑒 𝑡𝑎𝑏𝑙𝑒, 𝑓𝑜𝑟 𝑚 = 4 𝑎𝑛𝑑 𝑣 < 8𝑚⁄ , 𝑏𝑎𝑐𝑘 𝑙𝑎𝑠ℎ = 0.20 𝑚𝑚
𝑠𝑜, 𝑐𝑖𝑟𝑐𝑢𝑙𝑎𝑟 𝑝𝑖𝑡𝑐ℎ = 𝑡𝑜𝑜𝑡ℎ 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 + 𝑤𝑖𝑑𝑡ℎ 𝑜𝑓 𝑠𝑝𝑎𝑐𝑒
𝑐𝑖𝑟𝑐𝑢𝑙𝑎𝑟 𝑝𝑖𝑡𝑐ℎ = (𝑊𝑖𝑑𝑡ℎ 𝑜𝑓 𝑠𝑝𝑎𝑐𝑒 − 𝑏𝑎𝑐𝑘 𝑙𝑎𝑠ℎ) + 𝑤𝑖𝑑𝑡ℎ 𝑠𝑝𝑎𝑐𝑒

𝑐𝑖𝑟𝑐𝑢𝑙𝑎𝑟 𝑝𝑖𝑡𝑐ℎ = 2 ∗ (𝑊𝑖𝑑𝑡ℎ 𝑜𝑓 𝑠𝑝𝑎𝑐𝑒) − 𝑏𝑎𝑐𝑘 𝑙𝑎𝑠ℎ
P c+0.20 18.85+0.2
𝑊𝑖𝑑𝑡ℎ 𝑜𝑓 𝑠𝑝𝑎𝑐𝑒 = = = 9.525𝑚𝑚
2 2
Pc 18.85
𝑇𝑒𝑒𝑡ℎ 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 (𝑠) = = = 9.425
2 2
𝐹𝑖𝑙𝑙𝑒𝑡 𝑟𝑎d𝑖𝑢𝑠 = 0.375𝑚, 0.375(6) = 2.25
Pc 18.85
𝐹𝑎𝑐𝑒 𝑤𝑖𝑑𝑡ℎ = 1.15 ∗ ( ) = 1.15 ∗ ) = 37.545 ≈ 38𝑚𝑚
tanφ tan 30
3.2.3 Parameters for reverse gear Geometry

A𝑑𝑑𝑒𝑛𝑑𝑢𝑚 (𝑎) = 4𝑚𝑚.𝐷𝑒𝑑𝑒𝑛𝑑𝑢𝑚 (𝑏) = 1.25𝑚 = 1.25(4) = 5𝑚𝑚
𝐶𝑖𝑟𝑐𝑢𝑙𝑎𝑟 𝑝𝑖𝑡𝑐ℎ (𝑝𝑐) = 𝜋𝑚 = 𝜋 ∗ 4 = 12.56
P c 12.56
𝑇𝑜𝑜𝑡ℎ 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 (𝑠) = = =6.28
2 2
f𝑖𝑙𝑙𝑒𝑡 𝑟𝑎𝑖𝑢𝑠 = 0.375(𝑚), 0.375 ∗ 4 = 1.5𝑚m
1.15∗P c 1.15∗5.0265
𝐹𝑎𝑐𝑒 𝑤𝑖𝑑𝑡ℎ = = =25.018 𝑚𝑚
tanφ tan 30
3.2.4 Force analysis of gear

2t o
𝑡𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 (𝑓𝑡 ) = ….… …… . . 𝑏𝑢𝑡 𝑡𝑜 = 𝑇(𝑖)… . . 𝑇(𝑔𝑒𝑎𝑟 𝑟𝑎𝑡𝑖𝑜)
dp
f t tan ∅
d p=7 pinion , radius load ( f r )= … … … … … … … .. ∅ =20 , φ=30
cos ∅
axial load ( f a ) =f t tanφ
F𝒐𝒓 𝒈𝒆𝒂𝒓 𝟒&5

T= 15900Nmm, N= 2200rpm
d p=d 5=204 mm , d g ¿ d 4=218 mm , G .r =1.5
T o=T∗G . r=15900∗1.5=23850 Nmm
2∗( 23850 )
Ft = =233.8 N
204
(233.8)(tan 20)
Fr= =98.2 N
cos 30
Fa=Ft tan30=233.8 ( tan30 )=134.98 N
f𝒐𝒓 𝒈𝒆𝒂𝒓 4&5
T =15900 Nmm, N =2200 rpm, d p=d 6=168 , d g =d 3=252 G .r =3.7
T o=T∗G . r=15900∗3.7=58830 Nmm
2∗58830
ft= =350.17 N
168
fttan ∅ 350.17∗tan 20
fr= = =147.16 N
cos 30 cos 30
fa=ft tan 30=350.17 tan 30=202.17 N

T =15900 Nmm, N =1rpm , d p=168 mm , d g=252 ,G . r=2.28
T o=T Gr=15900∗2.28=36252 Nmm
2∗36252
ft= =143.85 N
252
fttan ∅ 143.85 tan 20

fr= = =60.45 N
cosφ cos 30
fa=ft tan 30=143.85 tan 30=83.1 N
F𝒐𝒓 𝒈𝒆𝒂𝒓 𝟏&8
T =15900 Nmm, N =2200 rpmd p =d 1=336 mm , d g =d 8=84 mm , G. r =3.7
T o=T∗Gr=15900∗3.7=58830 Nmm
2∗58830
ft= =175.1 N
336
fttan ∅ 175.1 tan20

fr= = =73.59 N
cosφ cos 30
fa=ft tan 30=175.1 tan 30=101.1 N
𝑭𝒐𝒓 𝒓𝒆𝒗𝒆𝒓𝒔𝒆 𝒈𝒆𝒂𝒓 (𝟗&𝟏𝟎)
T =15900 Nmm, N =2200 rpm, d p=d 9=162 , d g=d 10=108Gr=3.7
T o=T∗Gr=15900∗3.7=58830 N
2∗58830
ft= =363.1 N
162
363.1 tan 20
fr= =152.6 N
cos 30
fa=ft tan 30=363.1∗tan 30=209.6 N
3.2.5 Strength analysis of gear
Material type Ultimate stress Modules elasticity
carbon steel AISI 8620 600Mpa 205Gpa
Gray CIFG200 200Mp 82Gpa
Material we select for pinion is plain carbon steel AISI 8620
Material we select for gear is gray CI FG200

Assumptions for all gears and pinions: pressure angle (∅) = 20℃
Factor of safety (n) = 2.5
Service factor (c s ) will be chosen from [10] table 18.13. Then let it to be 1.25 Load distribution
factor (c m) will be chosen from [10] table 18.15. Then let it to be 1.3.
For gear 4 and 5
0.912
𝐿𝑒𝑤𝑖𝑠 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑦) 𝑓𝑜𝑟 𝑝𝑖𝑛io𝑛 𝑤𝑖𝑙𝑙 𝑏𝑒, z p=z 5=34 , z g=z 4=36 y p=0.154− =¿0.127
34
𝐿𝑒𝑤𝑖𝑠 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑦) 𝑓𝑜𝑟 𝑔𝑒𝑎𝑟 𝑤𝑖𝑙𝑙 𝑏𝑒
0.912
y p=0.154− =0.127
34
0.912
y g=0.154− =0.1286
36
𝐿𝑒𝑡’𝑠 𝑐ℎ𝑒𝑐𝑘 𝑤𝑒𝑎𝑘𝑒𝑟 𝑤ℎ𝑒𝑒𝑙 𝑓𝑟𝑜𝑚 𝑝𝑖𝑛𝑖𝑜𝑛 𝑎𝑛𝑑 𝑔𝑒𝑎𝑟
𝜎1𝑦𝑝 = 600 ∗ 0.127= 76.2 𝑁/𝑚𝑚^2
𝜎1𝑦𝑔 = 200 ∗ 0.1286 = 25.72𝑁/𝑚𝑚^2
𝐻𝑒𝑛𝑐𝑒, 𝜎1𝑦𝑔 < 𝜎1𝑦𝑝 𝑡ℎ𝑒𝑛 𝑔𝑒𝑎𝑟 𝑖𝑠 𝑤𝑒𝑎𝑘𝑒𝑟.
𝑃𝑖𝑡𝑐ℎ 𝑙𝑖𝑛𝑒 𝑣𝑒𝑙𝑜𝑐𝑖𝑡𝑦 (𝑣):
π∗d p∗N π∗36∗2200 4.144 m

v= 3
= 3
=
60∗10 60∗10 sec
3
10 ∗p 2 πNT
𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 (𝑓𝑡):𝑓𝑡 = …………..but p=
v 60
3 2 πNT
10 ∗( ) 3
60000 10 ∗2 πNT
f t= = =600.55 KN
v 60000 v
Maximum load ( F max ¿=c s∗c m∗f t=1.25∗1.3∗600550=975893 N
8m
Velocity factor (c v ) for v<
vsec
3.05 3.05
cv= = =0.467
3.05+ v 3.05+ 3.4854
Effective load ( f eff ) will be:
F max 975893
f eff = = =2089.7 kN
cv 0.467
21 v (c b + F max )
Increment load ( F i) =
21 v +√ cb + F max
e
c=
But,
k1
( 1 1
+
E p Eg ) ….. E p =200 Gpa
E g=82 Gp , e=e p + e g
e p=32+2.5 (6+0.25 √ d p )
e p=32+2.5 ( 6+ 0.25 √36 )=50.75
e g =32+ 2.5(6+ 0.25 √ d g)
e g =32+ 2.5 ( 6+0.25 √ 35 )=50.69
e=50.75+50.69=101.44 μm
k 1=9 For 200 FD involute teeth

−3 3
101.44∗10 ∗10 N
c= =676.26
1 1 mm
9( + )
205 82
21∗6.785(676.26∗25+ 975893)
Then now, let’s calculate increment load: F i=
21∗6.785+ √ 676.26∗25+975893
141459036.7
=124174 N
976685.6
Dynamic load ( F d ) : F d=F max + F i=975893+124174=1100067 N
Beam strength of gear teeth (F ¿¿ b):¿
200
F b=σ d 2∗π∗y g∗m∗b ………………………………..σ d 2= =66.67 m=6 ,b=25 mm
3
F b=66.67∗π∗0.1279∗6∗25=160.6 N
Wear load ( F w)
F w =d p∗b∗Q∗K ……………………………………d p=84 mm , b=25
2zg
Q=
2∗35
z g +¿ z = =0.9859 ¿
p
36 +35
2
BHN
K=load stress factor, from table 18.20 =0.2413( )
100
Let surface hardness of pinion made of Fe410= 300 BHN
2
300
K=0.2413( ) =2.172
100
F w =25∗84∗0.9859∗2.172=4496.88 N
Endurance strength of gear ( F e ¿ :
F e =s e∗b∗π∗ y p∗m ………………….. se =k a +k b + k c + k d + k e + k f +s e

But k a=0.74 ,k b=0.85 , k c =0.897 ,=k d =1.0 , k e =1.4 , k f =0.944 ,
se =0.5 sut =0.5∗400=200
se =0.74∗0.85∗0.897∗1∗1.4∗0.944∗200=149.132 Mpa
F e =149.132∗25∗π∗0.1084∗4=5078.67 N
Since the dynamic load is greater than the wear and endurance load, then our design of gear 4
and 5 is safe.
𝑭𝒐𝒓 𝒈𝒆𝒂𝒓 𝟑 𝒂𝒏𝒅 𝟔
0.912
y p=0.154− =0.1236
30
0.912
y g=0.154− =0.1408
69
𝜎1𝑦𝑝 = 400 ∗ 0.12286 = 49.44𝑁/𝑚𝑚^2
𝜎1𝑦𝑔 = 200 ∗ 0.1395 = 28.16𝑁/𝑚𝑚^2
𝐻𝑒𝑛𝑐𝑒, 𝜎1𝑦𝑔 < 𝜎1𝑦𝑝 𝑡ℎ𝑒𝑛 𝑔𝑒𝑎𝑟 𝑖𝑠 𝑤𝑒𝑎𝑘𝑒𝑟
π∗d p∗N π∗37∗1800 3.49 m

v= 3
= 3
=
60∗10 60∗10 sec
3
10 ∗p 2 πNT
t𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 (𝑓𝑡):𝑓𝑡 = …………..but p=
v 60
3 2 πNT
10 ∗( ) 3
60000 10 ∗2 πNT
f t= = =4.3 KN
v 60000 v
Maximum load ( F max ¿=c s∗c m∗f t=1.25∗1.3∗4300=6987.5 N
8m
vsec
3.05 3.05
cv= = =0.4666
3.05+ v 3.05+ 3.49
F max 6987.5
f eff = = =15.2 kN
cv 0.4666
21 v (c b + F max )
21 v +√ cb + F max
e
c=
But,
k1
( 1 1
+
E p Eg ) ….. E p =200 Gpa
E g=82 Gp , e=e p + e g
e p=32+2.5 (6+0.25 √ d p )
e p=32+2.5 ( 6+ 0.25 √ 37 )=50.8
e g =32+ 2.5(6+ 0.25 √ d g)
e g =32+ 2.5 ( 6+0.25 √ 69 )=52.18
e=51.1+56.18=102.6 μm

−3 3
102.6∗10 ∗10 N
c= =662.98
1 1 mm
9( + )
200 82
21∗6.785(692.13∗25+27207)
21∗6.785+ √ 692.13∗25+27207
6417042.55
=18.27 KN
351.21
Dynamic load ( F d ) : F d=F max + F i=6987.5+ 18271.24=25,258 KN
200
3
F b=66.67∗π∗0.12255∗6∗25=3850.21 N
Wear load ( F w)
F w =d p∗b∗Q∗K ……………………………………d p=96 mm , b=69
2zg
Q=
2∗69
z g +¿ z = =1.394 ¿
p
69+ 30
2
BHN
100
2
300
K=0.2413( ) =2.172
100
F w =25∗96∗1.394∗2.172=7266.64 N

se =0.5 sut =0.5∗400=200
se =0.74∗0.85∗0.897∗1∗1.4∗0.944∗200=149.132 Mpa
F e =149.132∗25∗π∗0.1084∗4=5180.337 N
and 6 is safe.
𝑭𝒐𝒓 𝒈𝒆𝒂𝒓 𝟐 𝒂𝒏𝒅 7
0.912
y p=0.154− =0.1423
78
0.912
y g=0.154− =0.11057
21
𝜎1𝑦𝑝 = 400 ∗ 0.1423 = 56.92 𝑁/𝑚𝑚^2
𝜎1𝑦𝑔 = 200 ∗ 0.11057 = 22.11𝑁/𝑚𝑚^2
π∗d p∗N π∗78∗1800 7.35 m

v= 3
= 3
=
60∗10 60∗10 sec
3
10 ∗p 2 πNT
v 60
3 2 πNT
10 ∗( ) 3
60000 10 ∗2 πNT
f t= = =2059.5 N
v 60000 v
Maximum load ( F max ¿=c s∗c m∗f t=1.25∗1.3∗2059.5=6987.5 N
8m
vsec
3.05 3.05
cv= = =0.3
3.05+ v 3.05+7.35
F max 6987.5
f eff = = =23.3 kN
cv 0.3
21 v (c b + F max )
21 v +√ cb + F max
e
c=
But,
k1
( 1 1
+
E p Eg ) ….. E p =200 Gpa
E g=82 Gp , e=e p + e g
e p=32+2.5 (6+0.25 √ d p )
e p=32+2.5 ( 6+ 0.25 √ 78 )=52.52
e g =32+ 2.5(6+ 0.25 √ d g)
e g =32+ 2.5 ( 6+0.25 √ 21 )=49.86
e=51.1+56.18=102.384 μm

−3 3
102.6∗10 ∗10 N
c= =661.58
1 1 mm
9( + )
200 82
21∗6.785(692.13∗25+27207)
21∗6.785+ √ 692.13∗25+27207
9466026.956
=19815.84 N
477.7
Dynamic load ( F d ) : F d=F max + F i=6987.5+ 19815.84=34820.32 N
200
3
F b=66.67∗π∗0.106∗6∗25=2220.07 N
Wear load ( F w)
F w =d p∗b∗Q∗K ……………………………………d p=120 mm ,b=25
2zg
Q=
2∗21
z g +¿ z = =0.424 ¿
p
78+ 21
2
BHN
100
2
300
K=0.2413( ) =2.172
100
F w =25∗120∗0.7755∗2.172=5053.158 N

se =0.5 sut =0.5∗400=200
se =0.74∗0.85∗0.897∗1∗1.4∗0.944∗200=149.132 Mpa
F e =149.132∗25∗π∗0.1236∗6=8686.212 N
and 7 is safe.
F𝒐𝒓 𝒈𝒆𝒂𝒓 𝟏 𝒂𝒏𝒅 8
0.912
y p=0.154− =0.143
84
𝐿𝑒𝑤𝑖𝑠 𝑓𝑎𝑐𝑡𝑜r (𝑦) 𝑓𝑜𝑟 𝑔𝑒𝑎𝑟 𝑤𝑖𝑙𝑙 𝑏𝑒
0.912
y g=0.154− =0.089
14
𝜎1𝑦𝑝 = 400 ∗ 0.1423 = 57.26 𝑁/𝑚𝑚^2
𝜎1𝑦𝑔 = 200 ∗ 0.11057 = 17.76 𝑁/𝑚𝑚^2
π∗d p∗N π∗84∗1800 7.9 m

v= 3
= 3
=
60∗10 60∗10 sec
3
10 ∗p 2 πNT
v 60
3 2 πNT
10 ∗( ) 3
60000 10 ∗2 πNT
f t= = =1903.1 N
v 60000 v
Maximum load ( F max ¿=c s∗c m∗f t=1.25∗1.3∗1903.1=3092.5 N
8m
vsec
3.05 3.05
cv= = =0.278
3.05+ v 3.05+7.9
F max 3092.5
f eff = = =11.5kN
cv 0.27
21 v (c b + F max )
21 v +√ cb + F max
e
c=
But,
k1
( 1 1
+
E p Eg ) ….. E p =200 Gpa
E g=82 Gp , e=e p + e g
e p=32+2.5 (6+0.25 √ d p )
e p=32+2.5 ( 6+ 0.25 √ 84 ) =52.73
e g =32+ 2.5(6+ 0.25 √ d g)
e g =32+ 2.5 ( 6+0.25 √ 14 ) =44.34
e=52.73+ 44.34=97.07 μm

−3 3
102.6∗10 ∗10 N
c= =627.25
1 1 mm
9( + )
200 82
21∗6.785(692.13∗25+27207)
21∗6.785+ √ 692.13∗25+27207
159569597.73
=19322.37 N
495.26
Dynamic load ( F d ) : F d=F max + F i=11500 +19322.37=30822.3 N
200
3
F b=66.67∗π∗0.106∗6∗25=2220.07 N
Wear load ( F w)
F w =d p∗b∗Q∗K ……………………………………d p=140 mm ,b=25
2 zg
Q=
2∗14
z g +¿ z = =0.286 ¿
p
84+14
2
BHN
100
2
300
K=0.2413( ) =2.172
100
F w =25∗140∗0.286∗2.172=2172 N

se =0.5 sut =0.5∗400=200
se =0.74∗0.85∗0.897∗1∗1.4∗0.944∗200=149.132 Mpa
F e =149.132∗25∗π∗0.143∗6=10049.58 N
and 8 is safe.
𝑭𝒐𝒓 𝒓𝒆𝒗𝒆𝒓𝒔𝒆 𝒈𝒆𝒂𝒓 (𝒈𝒆𝒂𝒓 𝟗 𝒂𝒏𝒅 𝟏𝟎)
0.912
y p=0.154− =0.103
18
0.912
y g=0.154− =0.143
84
𝜎1𝑦𝑝 = 400 ∗ 0.103 = 41.33 𝑁/𝑚𝑚^2
𝜎1𝑦𝑔 = 200 ∗ 0.1084 = 21.68 𝑁/𝑚𝑚^2
π∗d p∗N π∗18∗1800 1.7 m

v= 3
= 3
=
60∗10 60∗10 sec
3
10 ∗p 2 πNT
v 60
3 2 πNT
10 ∗( ) 3
60000 10 ∗2 πNT
f t= = =8843.71 N
v 60000 v
Maximum load ( F max ¿=c s∗c m∗f t=1.25∗1.3∗8843.71=14,371 N
8m
vsec
3.05 3.05
cv= = =0.642
3.05+ v 3.05+1.7
F max 14371
f eff = = =22.4 kN
cv 0.642
21 v (c b + F max )
21 v +√ cb + F max
e
c=
But,
k1
( 1 1
+
E p Eg ) ….. E p =200 Gpa
E g=82 Gp , e=e p + e g
e p=32+2.5 (6+0.25 √ d p )
e p=32+2.5 ( 6+ 0.25 √ 18 )=49.65
e g =32+ 2.5(6+ 0.25 √ d g)
e g =32+ 2.5 ( 6+0.25 √ 84 )=44.34
e=52.73+ 44.34=102.38 μm

−3 3
102.6∗10 ∗10 N
c= =661.56
1 1 mm
9( + )
200 82
21∗6.785(692.13∗25+27207)
21∗6.785+ √ 692.13∗25+27207
5650670.025
=15924.109 N
354.85
Dynamic load ( F d ) : F d=F max + F i=22400+ 15924.1=38324.1 N
200
3
F b=66.67∗π∗0.1084∗6∗25=3405.5 N
Wear load ( F w)
F w =d p∗b∗Q∗K ……………………………………d p=25 mm , b=25
2zg
Q=
2∗18
z g +¿ z = =1.65 ¿
p
84+18
2
BHN
100
2
300
K=0.2413( ) =2.172
100
F w =25∗25∗1.65∗2.172=2235.88 N

se =0.5 sut =0.5∗400=200
se =0.74∗0.85∗0.897∗1∗1.4∗0.944∗200=149.132 Mpa
F e =149.132∗25∗π∗0.103∗6=7238.51 N
and 10 is safe.
3.2.6 Stress Analysis Of Gears

F t∗¿d
Twisting moment (Mt) = ¿,Ft=tangential load of the gear
2
d=pitch diameter of the gear
Fb
Allowable static stress (σ ) = , F =F max of the gear
b∗π∗y∗m b
b= face width of the gear, y= Lewis of the gear, m= modules
Crushing stress = 74 G .r +1
a √ G .r + 1 E ( M t )
G .rb
G. r +1
Bending stress= M t ,G . r=gear ratio
amby
a=addendum,
E= modules of elasticity,
M t =twisting moment
For gear 4 and 5 (3rd gear)
𝐹𝑡 = 20000 𝑁, 𝐹𝑏 = 𝐹𝑚𝑎𝑥 = 3850.04𝑁

𝑏 = 25𝑚𝑚, 𝑚 = 6, 𝑖 = 1.436, 𝑦 = 0.1286, 𝐸 = 200𝐺𝑝𝑎, 𝑎 = 6𝑚𝑚
20000∗126
𝑇ℎ𝑒𝑛, 𝑡𝑤𝑖𝑠𝑡𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 𝑀𝑡 = (𝐹𝑡 ∗ 𝑑)/ 2 = = 126000𝑁𝑚𝑚 = 126.0 𝑁m
2
Crushing stress= 74 i+ 1
a √ i+1 E ( M t )
ib
=74
a √
1.3+1 1.3+ 1∗200 ( 1260000 )
1.3∗25
=7898.91
N
mm2
i+1 1.3+1 N
Bending stress = M t= ∗126000=2503.9
amby 6∗6∗25∗0.1286 mm
2
For gear 3 and 6
𝐹𝑡 = 23990.3 𝑁, 𝐹𝑏 = 38550.21 𝑁,
𝑏 = 25𝑚𝑚, 𝑚 = 6, 𝑖 = 2.5, 𝑦 = 0.1236, = 200𝐺𝑝𝑎, 𝑎 = 6𝑚𝑚.
𝑇ℎ𝑒𝑛, 𝑡𝑤𝑖𝑠𝑡𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 𝑀𝑡 =( 𝐹𝑡∗𝑑)/ 2 = (23990.3 ∗180)/2
= 2159127 𝑁𝑚𝑚 = 215.9127 𝑁𝑚
a √ i+1 E ( M t )
ib
= 74
6 √
2.5+1 2.5+1∗200 ( 2159127 )
2.5∗25
=2310.627
N
mm 2
i+1
Bending stress = M
amby t
2.5+1
¿ ∗215.9127
36∗25∗0.1236
N
¿ 6793.4 2
mm
𝑭𝒐𝒓 𝒈𝒆𝒂𝒓 𝟐 𝒂𝒏𝒅 7

𝐹𝑡 = 9233.51 𝑁, 𝐹𝑏 = 2220.069 𝑁,
𝑏 = 25𝑚𝑚, 𝑚 = 6, 𝑖 = 2.1, 𝑦 = 0.1423, 𝐸 = 200𝐺𝑝𝑎, 𝑎 = 6𝑚𝑚
𝑇ℎ𝑒𝑛,𝑠𝑡𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 𝑀𝑡 =( 𝐹𝑡 ∗ 𝑑)/ 2 =( 923.351 ∗ 120) 2
= 55401.06 𝑁𝑚𝑚 = 55.40106 𝑁m
a √ i+1 E ( M t )
ib
= 74
6 √
2.1+1 2.1+1∗200 ( 55401.06 )
2.1∗25
=5554.4
N
mm2
i+1 2.1+1 N
Bending stress = M t= ∗55401=1341.011
amby 36∗25∗0.1432 mm
2
𝑭𝒐𝒓 𝒈𝒆𝒂𝒓 𝟏 𝒂𝒏𝒅 𝟖
𝐹𝑡 = 8571.43 𝑁, 𝐹𝑏 = 2764.74 𝑁,
𝑏 = 25𝑚𝑚, 𝑚 = 6, 𝑖 = 3.4, 𝑦 = 0.143 𝐸 = 200𝐺𝑝𝑎, 𝑎 = 6𝑚𝑚
𝑇ℎ𝑒𝑛,𝑠𝑡𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 𝑀𝑡 =( 𝐹𝑡 ∗ 𝑑)/ 2 = (8571.43 ∗ 84)/ 2
= 36000.006𝑁𝑚𝑚 = 36.0000 𝑁m
a √ i+1 E ( M t )
ib
= 74
6 √
3.4+1 3.4+1∗200 ( 36000.006 )
3.4∗25
=1579.4
N
mm2
i+1
Bending stress = M
amby t
3.4+1
¿ ∗36000.006
36∗25∗0.143
N
¿ 12.3077 2
mm
𝑭𝒐𝒓 𝒓𝒆𝒗𝒆𝒓𝒔𝒆 𝒈𝒆𝒂𝒓 𝟗 𝒂𝒏𝒅 𝟏0
𝐹𝑡 = 40000𝑁, 𝑑𝑝 = 45, 𝐹𝑏 = 3405.5,
𝑏 = 25𝑚𝑚. 𝑚 = 6, = 3.5, 𝑦 = 0.103 𝐸 = 200𝐺𝑝, 𝑎 = 6𝑚𝑚
𝑇ℎ𝑒𝑛,𝑠𝑡𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 𝑀𝑡 =( 𝐹𝑡 ∗ 𝑑 )/2
= (3900.28 ∗ 45)/ 2
= 90000𝑁𝑚𝑚 = 90.0𝑁m
a √ i+1 E ( M t )
ib
= 74 3.5+1
6 √ 3.5+1∗200 ( 900000 )
3.5∗25
N
¿ 796.02226 2
mm
i+1
Bending stress = M
amby t
3.5+1 N
¿ ∗900000=314.6853
36∗25∗0.143 mm
2
For Vertical Loads

To perform the vertical load analysis, we have to consider maximum vertical load value since we
have to vertical component. Hence through the numerical analysis process we select the
maximum
vertical load value. Take maximum vertical load value for each subjected gear.
4444.44N 3230.77N
∑𝐹=0
𝑅𝐴 + 𝑅𝐵 = 4444.44𝑁 + 3230.77𝑁
𝑅𝐴 + 𝑅𝐵 = 7675.21𝑁
∑ 𝑀𝐴 = 0
488𝑅𝐵 – [(4444.44𝑁 ∗ 68𝑚𝑚) + (3230.77𝑁 ∗ 392.5𝑚𝑚)]
= 488𝑅𝐵 – 1570299.145𝑁𝑚𝑚 = 0
𝑅𝐵 = 3217.83𝑁
Then from the total force summation we can get RA,
𝑅𝐴 + 𝑅𝐵 = 7675.21𝑁
𝑅𝐴 = 15507.13𝑁 - 8567.3𝑁 = 4457.38𝑁
Bending moment- Bending moment for vertical loads at critical location

Interval 0-68mm
RA=4457.38N
∑ 𝐹𝑦 = 0
∑ 𝑀𝑥 = 0
𝑉 = 4457.38N
(𝑋) = 4457.38𝑥
𝐴𝑡 𝑥 = 68 𝑀(𝑋) = 4457.38 ∗ 68𝑚𝑚 = 303102.1𝑁𝑚𝑚 = 303.1021𝑁𝑚
Interval 68-392.5mm
RA=4457.38N
∑ 𝐹𝑦 = 0
∑ 𝑀𝑥 = 0
𝑉 = 4457.38𝑁 - 4444.44𝑁 = 129.4
(𝑋) = 4457.38𝑥 - 4444.44 (𝑥 - 68𝑚𝑚)
𝐴𝑡 𝑥 = 392.5𝑚𝑚
𝑀(𝑋) = 4457.38 ∗ 392.5 - 4444.44 (392.5 - 68𝑚𝑚)
= 307300.87𝑁𝑚𝑚 = 307.3𝑁𝑚
Interval 320-485mm
RA=4457.38N
∑ 𝐹𝑦 = 0
∑ 𝑀𝑥 = 0
𝑉 = 4457.38𝑁 - 4444.44𝑁 - 3230.77𝑁 = -3217.83
(𝑋) = 4457.38𝑥 - 4444.44(𝑥 - 68) - 3230.77(𝑥 - 392.5 + 68)
𝐴𝑡 𝑥 = 488𝑚𝑚
𝑀(𝑋) = 4457.38 ∗ 488 - 4444.44 (488 - 68) - 9471.42 (488 - 392.5 + 68)
𝑀(𝑥) = 0𝑁𝑚𝑚
For Horizontal Loads

To perform the horizontal load analysis, we have to consider maximum horizontal load value
since
we have two horizontal components. Hence through the numerical analysis process we select the
maximum horizontal load value. Take maximum horizontal load value for each subjected gear.
1751.43N 1617.6 N
RA 68mm 148mm 160mm RB
∑𝐹=0
𝑅𝐴 + 𝑅𝐵 = 1751.43𝑁 + 1617.6 𝑁
𝑅𝐴 + 𝑅𝐵 = 3369.03𝑁
∑ 𝑀𝐴 = 0
488𝑅𝐵 – [(1751.43𝑁 ∗ 68𝑚𝑚) + (1617.6𝑁 ∗ 392.5𝑚𝑚)] = 0
488𝑅𝐵 – 754005.24𝑁𝑚𝑚 = 0
𝑅𝐵 = 1545.09𝑁
𝑇ℎ𝑒𝑛 𝑓𝑟𝑜𝑚 𝑡ℎ𝑒 𝑡𝑜𝑡𝑎𝑙 𝑓𝑜𝑟𝑐𝑒 𝑠𝑢𝑚𝑚𝑎𝑡𝑖𝑜𝑛 𝑤𝑒 𝑐𝑎𝑛 𝑔𝑒𝑡 𝑅𝐴, 𝑅𝐴 + 𝑅𝐵 = 3369.03𝑁
𝑅𝐴 = 3369.03𝑁 - 1545.09𝑁 = 1823.94𝑁
Bending moments - Bending moment for vertical loads at critical location

Interval 0-68mm
RA=1823.94𝑁
∑ 𝐹𝑦 = 0
∑ 𝑀𝑥 = 0
𝑉 = 1823.94
(𝑋) = 1823.94𝑥
𝐴𝑡 𝑥 = 68 (𝑋) = 1823.94𝑁 ∗ 68𝑚𝑚 = 124027.92𝑁𝑚𝑚 = 124.028𝑁𝑚
Interval 68-392.5mm
RA=1823.94𝑁
∑ 𝐹𝑦 = 0
∑ 𝑀𝑥 = 0
𝑉 = 1823.94𝑁 - 1751.43𝑁 = 72.51𝑁
𝑀(𝑋) = 1823.94𝑥 - 1751.43(𝑥 - 68𝑚𝑚)
𝐴𝑡 𝑥 = 392.5𝑚𝑚
𝑀(𝑋) = 1823.94 ∗ 392.5 - 1751.43 (392.5 - 68𝑚𝑚)
= 147557.415𝑁𝑚𝑚 = 147.55𝑁𝑚
Interval 392.5-488mm
RA=1823.94𝑁
∑ 𝐹𝑦 = 0
∑ 𝑀𝑥 = 0
𝑉 = 1823.94𝑁 - 1751.43𝑁 - 1617.6𝑁 = -1545.09
(𝑋) = 1823.94𝑥 - 1751.43(𝑥 - 68) - 1617.6(𝑥 - 392.5 + 68)
𝐴𝑡 𝑥 = 488𝑚𝑚
𝑀(𝑋) = 1823.94 ∗ 488 - 1751.43 (488 - 68) - 1617.6(488 - 392.5 + 68)
𝑀(𝑥) = 0𝑁𝑚𝑚
For Vertical And Horizontal Loads

Are the same to other gears which is perform the only difference is distance vertical
anhorizontal
&vertical component of force. Vertical load analysis, we have to consider maximum verticalload
value since we have to vertical component. Hence through the numerical analysis process select
the maximum vertical load value. Take maximum vertical load value for each subjected gear.To
perform the horizontal load analysis, we have to consider maximum horizontal load value since
we have two horizontal components. Hence through the numerical analysis process we select the
maximum horizontal load value. Take maximum horizontal load value for each subjected gear.
3.3.5. Design Of Output Shaft

The gearbox output is the final link in the internal running gear shafts. In a front-engine vehicle,
where the engine and gearbox are built as a complete unit, the output shaft is usually in line with
the engine crankshaft and the gearbox input shaft, whereas in a rear-engine vehicle, the gearbox
output shaft is usually the pinion shaft. Whichever type of vehicle arrangement is used, the
outputshaft carries the mating gears of the internal ratios. This means that the stress loading
calculationsand the factors dictating the physical size of the output shaft is exactly the same as
those for the intermediate shaft.
Output shaft is mounted in a bearing assembly in the gearbox housing together with a cylindrical
roller bearing in the clutch housing (loose bearing) and with a grooved ball bearing (fixebearing).
For mass reduction, the output shaft has a deep bore. The end of the shaft must be chamfered;
corners must be rounded, free from burrs and sharp edges to protect seals from damage during
assembly. For the given 𝑇 = 360𝑁𝑚. From previous section we know the values of the load on
the shaft.Note: It must be remembered that when calculating the stresses and deflections in
output shafts,the input load is that of the intermediate shaft multiplied by the maximum reduction
in gear ratio between the intermediate and output shafts. Using the formulae and information
given on the previous pages of this chapter, the designer should be able to arrive at a stress
loading sufficiently accurate to determine the sizes of the shafts required to cope with the input
torque, but it must always be remembered that higher torque loadings can be generated within
the gearbox due tooutside influences.
𝑤𝑡 = 10928.57𝑁
𝑤𝑟 = 𝑤𝑡 tan Ø
= 10928.57𝑁 (tan 20) = 3977.8𝑁

𝑅𝑒𝑠𝑢𝑙𝑡𝑎𝑛𝑡 𝑓𝑜𝑟𝑐𝑒
𝑊 = (𝑊𝑡2 + 𝑊𝑟2)0.5
= √((10928.57𝑁2 + 3977.82)) = 5814.97𝑁

Bending moment M = WL
=5814.97𝑁(0.084= 488.5 Nm.... (Bending equation for cantilever beam)
Shaft loading for minimum diameter calculation. By ASME code equation for shaft design we
have
Table 8.Table kb and kt for shaft loading
Type of loading 𝐊𝐛 𝐊𝐭
Stationary shaft
Gradually applied load 1.0 1.0
Suddenly applied load 1.5- 2.0 1.5- 2.0
Rotating shaft
suddenly applied load
With minor shock 1.5- 2.0 1.0- 1.5
With heavy shocks 2.0- 3.0 1.5- 3.0

16
ᴨ ( 1−k ) T √ b
By ASME code equation for shaft design we have d3 = (K M 2 )+(K ¿ ¿ t T 2)¿
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 Kt = 1.0. Taking C50 steel for the shaft, σy = 360
σ y 360
MPτy = = = 180 M M pa ……………..(1)
2 2
τ y 180
Assume FS=3, τ = = = 60 M Pa
FS 3
3
16
d = ᴨ(1−k )σ √ ¿ ¿
yp
6
3 16× 10
d= 2 √¿¿
ᴨ ( 1−0.2 ) 60 N /mm
d = 36.87mm ≅ 40mm . . . . . . . . . . . (For better design)
Bending calculation for gears

For gear having d=112mm. From previous section we know the values of the load on the
intermediate shaft. Load calculation for gear d=112mm, 𝐹𝑡 = 6035.71𝑁, 𝐹𝑟 = 2536.72𝑁
Resultant force will be
𝐹 = 0.5 √ ¿ ¿ = 6547.1N
WL 6035.71 N (0.)
M= = 168.99 Nm
4 4
Vertical and horizontal load

The normal load acting on the tooth
Ft
𝑊𝑛1 = 035.71/𝑐𝑜𝑠20 = 6423.06𝑁
cos 20
Fr
𝑊𝑛2 = 536.72/ 𝑐𝑜𝑠20 = 2383.7𝑁
cos 20
The normal load acts at 20° to the vertical. Resolving the normal load vertically and horizontally,
we get. Vertical component of the vertical load acting on the shaft
𝑊𝑉1 = 𝑊𝑁 𝑐𝑜𝑠20°
= 6423.06𝑐𝑜𝑠20 = 6035.71𝑁
= 2383.7𝑐𝑜𝑠20 = 2239.9𝑁
And horizontal component of W i.e. the horizontal load acting on the shaft at
𝑊𝐻1 = 𝑊𝑁 𝑠𝑖𝑛20°
= 6423.06𝑁 𝑠𝑖𝑛20 = 2196.8𝑁
= 2383.7𝑁 𝑠𝑖𝑛20 = 815.2𝑁
For gear 6- From previous section we know the values of the load on the intermediate shaft
Load calculation for gear d=112mm, 𝐹𝑡 = 10156.25𝑁, 𝐹𝑟 = 4268.43𝑁
Resultant force will be 𝐹 = ((10156.25)2 + (4268.432)0.5) = 11016.58𝑁
WL 11016.58 N (0.112)
𝑀= = = 275.4 𝑁𝑚
4 4
Vertical and horizontal load, the normal load acting on the tooth
Ft
𝑊𝑛1 = 0156.25/𝑐𝑜𝑠20 = 10808.05𝑁
cos 20
Fr
𝑊𝑛2 = 268.43/ 𝑐𝑜𝑠20 = 4542.36𝑁
cos 20
we get. Vertical component of the vertical load acting on the shaft
= 10808.05𝑐𝑜𝑠20 = 10156.25𝑁
= 4542.36𝑐𝑜𝑠20 = 4268.4𝑁
= 10808.05𝑁 𝑠𝑖𝑛20 = 3696.578𝑁
= 4542.36𝑁 𝑠𝑖𝑛20 = 1553.57𝑁
For gear 7- From previous section we know the values of the load on the intermediate shaft
Load calculation for gear d=76mm, 𝐹𝑡 = 3230.77𝑁, 𝐹𝑟 = 1357.82𝑁
Resultant force will be 𝐹 = 0.5√ ¿ ¿ = 1752.25N
WL 1752.25 N (0.468)
𝑀= = = 205 Nm
4 4
Vertical and horizontal load, the normal load acting on the tooth
Ft
𝑊𝑛1 = = 3438.11𝑁
cos 20
Fr
𝑊𝑛2 = = 1444.96𝑁
cos 20
we get vertical component of the vertical load acting on the shaft
= 3438.11𝑐𝑜𝑠20 = 3230.77𝑁
= 1444.96𝑐𝑜𝑠20 = 1357.82𝑁
= 3438.11 𝑠𝑖𝑛20 = 1175.9𝑁
= 1444.96𝑠𝑖𝑛20 = 494.2𝑁
For gear 8-From previous section we know the values of the load on the intermediate shaft
Load calculation
for d=84mm, 𝐹𝑡 = 10928.57𝑁, 𝐹𝑟 = 4593.023𝑁
𝐹 = 0.5√ ¿ ¿ = 5927.25 N
WL 5927.25(0.084)
𝑀= = = 124.5𝑁𝑚
4 4
Vertical and horizontal load the normal load acting on the tooth
Ft
𝑊𝑛1 = = 11630.2𝑁
cos 20
Fr
𝑊𝑛2 = = 4887.8𝑁
cos 20
= 11630.2𝑐𝑜𝑠20 = 10928.8 𝑁
= 4887.8𝑐𝑜𝑠20 = 4593.023𝑁
= 11630.2𝑠𝑖𝑛20 = 3977.76𝑁
= 4887.8𝑁𝑠𝑖𝑛20 = 1671.7𝑁
3.3.6. Design Of Reverse Gear Shaft

This can be obtained by using an idler gear, running in a train between a gear mounted and fixed
onto the input shaft and another gear mounted and fixed onto the output or pinion shaft. This
gear
train will thus reverse the rotation of the output shaft, as against the rotation obtained by a direct
drive between gears mounted on the input and output shafts. One of the three gears in the reverse
gear train must be able to slide sideways into and out of mesh by the movement of a selector
fork.
If the reverse selector fork is mounted on a separate selector shaft, this shaft must also be
controlled
by the interlock system in the gearbox.
For the given T=360Nm, L=0.068mm
𝑇𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 𝑜𝑛 𝑡ℎ𝑒 𝑠ℎ𝑎𝑓𝑡, 𝑤𝑡 = 𝑇/(𝐷/2) = 360𝑁𝑚/(0.046/2) = 15652.174𝑁
𝑅𝑎𝑑𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 𝑜𝑛 𝑡ℎ𝑒 𝑠ℎ𝑎𝑓𝑡 𝑤𝑟 = 𝑤𝑡𝑡𝑎𝑛 Ø = 15652.174𝑁 ∗ (tan 20) = 5696.93
𝑅𝑒𝑠𝑢𝑙𝑡𝑎𝑛𝑡 𝑓𝑜𝑟𝑐𝑒 𝑊 =0.5√ (W t 2 +W r 2)
= (0.5)√(15652.1742 + 15652.1742) = 16656.7𝑁
Bending moment
WL 16656.7(0.068)
M= = = 283.2Nm. (Bending equation for cantilever beam)
4 4
Shaft loading for minimum diameter calculation, By ASME code equation for shaft design we
have
Table 9.Table of kb and kt for shaft loading

Type of loading 𝐊𝐛 𝐊𝐭
Stationary shaft

Suddenly applied load 1.5- 2.0 1.5- 2.0
Rotating shaft
1.0
Gradually applied load 1.5
suddenly applied load
With minor shock 1.5- 2.0 1.0- 1.5
With heavy shocks 2.0- 3.0 1.5- 3.0
By ASME code equation for shaft design we have
16
d=
3
√¿ ¿
ᴨ ( 1−k ) T
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 Kt = 1.0. Taking C50 steel for the shaft, σy = 360 MP
σ y 360
𝜏y = = =180 MPa . . . . . . . . .. (1)
2 2
τ y 180
Assume FS=3, 𝜏 = = = 60 MPa
FS 3
3
16
d = ᴨ(1−k )σ √ ¿ ¿
yp
6
3 16× 10
d= 2 √¿¿
ᴨ ( 1−0.2 ) 60 N /mm
d = 336.96mm ≅ 337mm,(For better design, take the next maximum shaft diameter)
Check for the deflection at the pinion center
3 3
FL 16656.7 ×0.6 8
δ= = = 8.167 ∗ 10(-13)
48 EI 48 ×210 ×10 3 ¿ ¿
Since δ< 0.01m = 0.01*2 = 0.02 mm, the design is correct.
Check for slope at the bearing at two end points

2
2 16656.7 × 0.6 8
FL
α= = 3 ᴨ ×30 = 3.6 ∗ 10-11𝑟𝑎𝑑,
4
16 EI 16 ×210 ×10 ×
4
Therefore α< 0.0008 rad. Hence the design is correct.

Hence the reverse gear shaft is subjected with idler gear. In which the gear can help to create the
back-ward motion. Therefore, the gear having
𝐹𝑡 = 37058.82𝑁, 𝐹𝑟 = 15574.96𝑁
𝐹 = 0.5√ ¿ ¿ = 20099.35𝑁
WL 20099.35(0.068)
M= = = 341.69Nm
4 4
Vertical and horizontal load
The normal load acting on the tooth
Ft 37058.324
𝑊𝑛1 = ¿ = 39436.64𝑁
cos 20 cos 20
Fr
𝑊𝑛2 = = 15574.96𝑁 / 𝑐𝑜𝑠20 = 16574.53𝑁
cos 20
= 39436.64𝑁𝑐𝑜𝑠20 = 37058.32 𝑁
= 16574.53𝑁𝑐𝑜𝑠20 = 17927.42𝑁
= 39436.64𝑁𝑠𝑖𝑛20 = 13488.13𝑁
= 16574.53𝑁𝑠𝑖𝑛20 = 5668.82𝑁
For resultant force
20099.35N
45mm
=0, 𝑅𝐴 = 20099.35𝑁
Bending moments - Bending moment for resultant load at critical location
Interval 0-68mm
𝑉 = −20099.35𝑁
(𝑋) = 20099.35𝑥
𝐴𝑡 𝑥 = 68𝑚𝑚 M(X) = 20099.35×68mm = 1366755.8𝑁𝑚𝑚 = 1366.7558𝑁𝑚
3.8 Bearing Selection
Figure .Bearing with its parts

Bearing is used to support a load while permitting relative motion between two elements of a
machine. The term rolling contact bearings refers to the wide variety of bearings that use
spherical
balls or some other type of roller between the stationary and the moving elements. The most
common type of bearing supports a rotating shaft, resisting purely radial loads or a combination
of radial and axial (thrust) loads. Some bearings are designed to carry only thrust loads. Most
bearings are used in applications involving rotation, but some are used in linear motion
applications.
The components of a typical rolling contact bearing are the inner race, the outer race, and the
rolling elements. Figure shows the common single-row, deep-groove ball bearing. Usually the
outer race is stationary and is held by the housing of the machine. The inner race is pressed onto
the rotating shaft and thus rotates with it. Then the balls roll between the outer and inner races.
The load path is from the shaft, to the inner race, to the balls, to the outer race, and finally to the
housing. The presence of the balls allows a very smooth, low-friction rotation of the shaft. The
typical coefficient of friction for a rolling contact bearing is approximately 0.001 to 0.005. These
values reflect only the rolling elements themselves and the means of retaining them in the
bearing.
The presence of seals, excessive lubricant, or unusual loading increases these values.
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
Table . Comparison bearing type
Bearing type Radial load Thrust load Misalignment
capacity capacity capacity
Single-row, deep-groove ball Good Fair Fair
Double-row, deep-groove ball Excellent Good Fair
Angular contact Good Excellent Poor
Cylindrical roller Excellent Poor Fair
Needle Excellent Poor Poor
Spherical roller Excellent Fair/good Excellent
Tapered roller Excellent Excellent poor
3.8.1 Bearing Material

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.
Impurities
are carefully minimized to obtain a very clean steel. The material is through-hardened to the
range
of 58-65 on the Rockwell C scale to give it the ability to resist high contact stress. Some tool
steels,
particularly M1 and M50, are also used. Case hardening by carburizing is used with such steels
as AISI 3310, 4620, and 8620 to achieve the high surface hardness required while retaining a
toughcore. Careful control of the case depth is required because critical stresses occur in
subsurface zones. Some more lightly loaded bearings and those exposed to corrosive
environments use AISI 440C stainless steel elements. Rolling elements and other components
can be made from ceramic materials such as silicon nitride (Si3N4). Although their cost is higher
than that of steel, ceramics offer significant advantages as shown in Table 14-2. (See Reference
6.) Their light weight, high strength, and high temperature capability make them desirable for
aerospace, engine, military, and other demanding applications. 14-6 Despite using steels with
very high strength, all bearings have a finite life and will eventually fail due to fatigue because of
the high contact stresses. But, obviously, the lighter the load, the longer the life, and vice versa.
3.8.2 Bearing Selection For The Counter Shaft
Assumption: Since our shaft is rotary, then the inner race of bearing is rotary too.
 The Service is continuous
 Applied Load is steady
Rotation factor (v) = 1, For inner ring (race rotating)
Service factor (𝑐𝑠) = 1.0,For constant or light shock
Impact factor (IF) = 1.2, Stress factor (𝑘𝑟) = 1.0
Step1: shaft diameter = 30 mm, since the gear that lies on the counter shaft is gear 5 then, Radial
load (𝐹𝑟) = 2536.67, Axial load (𝐹𝑎) = 3484.72
Step 2: In order to determine the type of bearing we will select, to know radial load factor (X)
and
Fa
axial load factor (Y), we require
Fr
Table .Ball bearing type
Fa 𝐹𝑎
= 0.653
Ball bearing type Fr 𝐹𝑟
Single row deep groove 0.5 – 0.8
Double row deep groove 0.8 – 1.5
Angular contact 1.5 – 2.0
Self-aligned 0.2 – 0.5
Fa F
For single row bearings, ≤ 𝑒, then we use 𝑥1=1 and 𝑌1=0, A ¿ 𝑒, then we use 𝑥2= 0.4 and
VFr VFr
𝑌2=0.4cot𝛼 ……. Take 𝛼 = 2.5°
Step3: design of life requirement, Since the average life of the bearing is 5 years at 8 hours per
day, therefore life of the bearing in hours, Life of bearing per hour (𝐿𝐻)
𝐿𝐻 = 5 × 360 × 8 = 14400 hours, (Assuming 360 working days per year)
Life of the bearing in revolutions (L)
L = 60(N) × 𝐿𝐻= 60 × 3500 × 14400 = 3024× 106 rev
Step4: calculation of dynamic equivalent load (𝑐𝑑)
1
L 10
𝑐𝑑 = [ 6
¿ a × (IF)Pe………………a = (for ball bearing)
Kr ×(10 ) 3
Then now, we have to calculate unknown parameter 𝑝𝑒 to find the dynamic equivalent load (𝑐𝑑)
𝑝𝑒1 = 𝑥1 × 𝐹𝑟
= 1 × 2536.67 = 2536.67
𝑝𝑒2 = 𝑥2 ×𝐹𝑟 + (0.4cot𝛼) 𝐹𝑎
= 0.4×2536.67 + (0.4cot2.5) × 3884.72
= 36604.554
Since 𝑝𝑒1 < 𝑝𝑒2, then our 𝑝𝑒= 36604.554
L 1
𝑐𝑑 = [ 6 ¿ a × ( IF ) Pe
Kr ×(10 )
1
216 ×107 a
¿[ ¿ × (1.2 ) ×36604.554
1 ×(106 )
¿ 28464.46
Then now from deep groove ball bearing table, we have to check which dynamic load is more
precise with the calculated one. Thus, from the series63 table [6] the nearest Dynamic load (𝑐𝑑)
=25300, Static load (𝑐0) = 16970
Then this implies the bearing with the above load is 6307, which have bore of 35mm. but for our
shaft diameter this bore is large. Thus, we have to select the bearing that much with shaft
diameter
30 mm. Then our bearing would be 6305, bore = 30mm, 𝑂𝑢𝑡𝑒𝑟 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 = 52𝑚𝑚, 𝑊𝑖𝑑𝑡ℎ =
15𝑚𝑚. Since we need bearing at the two ends of the shaft. Thus, the number of the bearing is
two too.
3.8.3. Bearing Selection For The Idler Shaft
Since the shaft diameter of idler gear is similar with that of counter shaft then our bearing would
be 6305, bore = 30mm, 𝑂𝑢𝑡𝑒𝑟 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 = 52𝑚𝑚, 𝑊𝑖𝑑𝑡ℎ = 15𝑚𝑚. We need one bearing at
the left side of the shaft.
3.8.4. Bearing Selection For The Input Shaft
Assumption: Since our shaft is rotary, then the inner race of bearing is rotary too.
The Service is continuous, Applied Load is steady
Rotation factor (v) = 1, For inner ring (race rotating)
Service factor (𝑐𝑠) = 1.0, For constant or light shock
Impact factor (IF) = 1.2, Stress factor (𝑘𝑟) = 1.0
Step 1: shaft diameter = 30mm, since the gear that lies on the input shaft is gear 4 then, Radial
load (𝐹𝑟) = 2536.67, Axial load (𝐹𝑎) = 3484.72
Step 2: In order to determine the type of bearing we will select, to know radial load factor (X)
Fa Fa F
and axial load factor (Y), we require , = 0.653 , for single row bearings a ≤ 𝑒, then we
Fr Fr vFr
use
Fa
𝑥1=1 and 𝑌1=0, ¿ 𝑒, then we use 𝑥2= 0.4 and 𝑌2=0.4cot𝛼,Take 𝛼 = 2.5°
vFr
Step3: design of life requirement, Since the average life of the bearing is 5 years at 8 hours per
day, therefore life of the bearing in hours, Life of bearing per hour (𝐿𝐻)
𝐿𝐻 = 5 × 360 × 8 = 14400 hours, (Assuming 360 working days per year)
Life of the bearing in revolutions (L). L = 60(N) × 𝐿𝐻 = 60 × 3500 × 14400 = 3024× 106 rev
1
L 10
Step4: calculation of dynamic equivalent load (𝑐𝑑), 𝑐𝑑 =[ 6
¿ a × (IF) 𝑝𝑒 …. a =
Kr ×(1 0 ) 3
(for ball bearing). Then now, we have to calculate unknown parameter 𝑝𝑒 to find the dynamic
equivalent load (𝑐𝑑)
𝑝𝑒1 = 𝑥1 × 𝐹𝑟
= 1 × 2536.67 = 2536.67
𝑝𝑒2 = 𝑥2 × 𝐹𝑟 + (0.4cot𝛼) 𝐹𝑎
= 0.4×2536.67 + (0.4cot2.5) × 3884.72
= 36604.554
Since,1 < 𝑝𝑒2, then our 𝑝𝑒= 36604.554
1
L
𝑐𝑑 =[ ¿ a ×(IF) 𝑝𝑒
Kr ×(1 06)
1
= ¿ ¿ a ×(1.2)× 36604.554 = 28464.46
Then now from deep groove ball bearing table, we have to check which dynamic load is more
precise with the calculated one. Thus, from the series63 table the nearest Dynamic load
(𝑐𝑑) =25300, static load (𝑐0) = 16970. Then this implies the bearing with the above load is 6307,
which have dimeter of 30 mm. Thus, we have to select the bearing that much with shaft diameter
30mm.
Then our bearing would be 6306, bore = 30mm, Outer diameter = 52mm, Width = 15mm. Since
we need bearing at one end of the shaft. Thus, the number of the bearing is one.
3.9 Design of key

For the design of key lets select carbon steel -50c4 as material selection. 𝑠𝑢𝑡=640 𝑀𝑝𝑎,
𝑠𝑦𝑡 =370 𝑀𝑝𝑎. By ASME code 𝜏𝑎𝑙𝑙𝑜𝑤𝑎𝑏𝑙𝑒 = 0.3×𝑠𝑦𝑡 = 0.3×370 = 111 N/ ,
𝜏𝑎𝑙𝑙𝑜𝑤𝑎𝑏𝑙𝑒 = 0.18×𝑠𝑢𝑡 = 0.18 × 640 = 115.2 N/𝑚𝑚2
Since crushing stress is twice of shear stress (i.e. 𝛿𝑐𝑘 = 2𝜏𝑘 ) therefore, a square key may be
used.
From the below table, by using diameter of shaft we will have:
Table ..Proportion of standard parallel tapered and gib head key

Shaft Key cross-section Shaft Key cross-section
diameter up diameter up
Width(mm) Thickness(mm) Width(mm) Thickness(mm)
to and to and
including including
(mm) (mm)
6 2 2 85 25 14
8 3 3 95 28 16
10 4 4 110 32 18
12 5 5 130 36 20
17 6 6 150 40 22
22 8 7 170 45 25
30 10 8 200 50 28
38 12 8 230 56 32
44 14 9 260 63 32
50 16 10 290 70 36
58 18 11 330 80 40
65 20 12 380 90 45
75 22 14 440 100 50
Then from appendix above table we will have some parameters of the key for each shaft as
follow:
3.9.1 For counter shaft

With shaft diameter 30, Thickness of key (t) and width (w) will be found by interpolation as
follows:
Table 13.interpolation
Shaft diameter Width of key Thickness of key
30 10 8
𝑤𝑖𝑑𝑡ℎ 𝑜𝑓 𝑘𝑒𝑦 (𝑊) = 10𝑚𝑚, 𝑇ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 𝑜𝑓 𝑘𝑒𝑦 (𝑡) = 8𝑚𝑚,

𝐿𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑘𝑒𝑦 (𝑙) = 1.5𝑑 = 1.5 ×30 = 45𝑚𝑚.
𝑠ℎ𝑎𝑓𝑡 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 30, 𝑤𝑖𝑑𝑡ℎ 𝑜𝑓 𝑘𝑒𝑦 (𝑊) = 10𝑚𝑚, 𝑇ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 𝑜𝑓 𝑘𝑒𝑦 (𝑡) = 8𝑚𝑚
𝑙𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑘𝑒𝑦 (𝑙) = 1.5𝑑 = 1.5 × 30 = 40𝑚𝑚
Induced shear stress in key by considering the key in shearing:
d
T max = L× W × τ k × ,𝑇𝑚𝑎𝑥 = 2658788, d = 30
2
Tmax
2658788
𝜏𝑘 = d = = 41.1MPa
l× w × 345862
2
Induced shear stress in key by considering the key in crushing
𝛿𝑐𝑘 = 2𝜏𝑘 = 2 ∗ 41.1 = 82.2 𝑀𝑝𝑎
Since both induced shear and crushing stress in the key are less than that of allowable stress.
Thus,
our design of key is safe.
3.9.2 For Idler Shaft
Since the diameter of the counter and idler shaft same procedure is needed to design idler gear.
Thus,𝑡ℎ 𝑜𝑓 𝑘𝑒𝑦 (𝑊) = 10𝑚𝑚, 𝑇ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 𝑜𝑓 𝑘𝑒𝑦 (𝑡) = 8𝑚𝑚,
𝐿𝑒𝑛𝑔𝑡ℎ𝑜𝑓 𝑘𝑒𝑦 (𝑙) = 1.5𝑑 = 1.5 ∗ 30 = 45𝑚𝑚
3.9.3 For Input Shaft

𝑠ℎ𝑎𝑓𝑡 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 30, 𝑤𝑖𝑑𝑡ℎ 𝑜𝑓 𝑘𝑒𝑦 (𝑊) = 10𝑚𝑚, 𝑇ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 𝑜𝑓 𝑘𝑒𝑦 (𝑡) = 8𝑚𝑚
𝑙𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑘𝑒𝑦 (𝑙) = 1.5𝑑 = 1.5 ∗ 30 = 40𝑚𝑚
Induced shear stress in key by considering the key in shearing:
d
𝑇𝑚𝑎𝑥 = 𝑙 ∗ 𝑊 ∗ 𝜏𝑘 ∗ , 𝑇𝑚𝑎𝑥 = 2658788, d = 30
2
T max
2658788
𝜏𝑘 = l× w × d = 345862 = 41.1MPa
2
Induced shear stress in key by considering the key in crushing

𝛿𝑐𝑘 = 2𝜏𝑘 = 2 × 41.1 = 82.2 𝑀𝑝𝑎
Since both induced shear and crushing stress in the key are less than that of allowable stress.
Thus, our design of key is safe.
3.10 Design of Gear House

When toothed gears are used as independent units to reduce the velocity of driven shafts, the
combined assembly of gears, shafts and bearings is enclosed in separate oil- tight and dust proof
rigid housings.
The housing serves as: -
 A base for mounting gears

 Ensure a proper relative alignment of their axes
 A support for bearings and bearing seals and as an oil bath for the gears.
The gear housing parts should be as simple as possible in the form with a minimum number of
projections, ribs, beads etc. to ensure stiffness. The housing is usually cast from grey cast iron,
sometimes they may be steel castings. If individually manufactured, the housing can be made
welded of steel plate. For our project, we selected cast housing, cast from grey cast iron. And the
housing dimensions can be determined from the following empirical relation.
𝑇ℎ𝑒 𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 𝑡ℎ𝑒 𝑡𝑤𝑜 𝑠ℎ𝑎𝑓𝑡𝑠 = 𝐶 = 250𝑚𝑚
𝑇ℎ𝑒 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 𝑜𝑓 ℎ𝑜𝑢𝑠𝑖𝑛𝑔 𝑤𝑎𝑙𝑙 (𝑇ℎ) = 0.0025 × 𝐶 + 5𝑚𝑚
= 0.0025 × 250 + 5 = 5.63 𝑚𝑚
𝑇ℎ𝑒 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 𝑜𝑓 ℎ𝑜𝑢𝑠𝑖𝑛𝑔 𝑢𝑝𝑝𝑒𝑟 𝑎𝑛𝑑 𝑙𝑜𝑤𝑒𝑟 𝑓𝑙𝑎𝑛𝑔𝑒 (𝑡𝑓) = 2 × 𝑇ℎ = 2 × 6 = 12𝑚𝑚
𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑓𝑜𝑢𝑛𝑑𝑎𝑡𝑖𝑜𝑛 𝑏𝑜𝑙𝑡𝑠 (𝑑𝑓) = 0.036 ∗ 𝐶 + 12𝑚𝑚
= 0.036 × 242 + 12𝑚𝑚 = 20𝑚𝑚
𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑏𝑜𝑙𝑡𝑠 𝑛𝑒𝑎𝑟 𝑡𝑜 𝑏𝑒𝑎𝑟𝑖𝑛𝑔 (𝑑1) = 0.75 × 𝑑𝑓
= 0.75 × 20 = 15𝑚𝑚
𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑏𝑜𝑙𝑡𝑠 𝑐𝑜𝑛𝑛𝑒𝑐𝑡𝑖𝑛𝑔 𝑡ℎ𝑒 ℎ𝑜𝑢𝑠𝑖𝑛𝑔 𝑏𝑎𝑠𝑒 𝑎𝑛𝑑 𝑢𝑝𝑝𝑒𝑟 𝑐𝑜𝑣𝑒𝑟
(𝑑2) = 0.6 ∗ 𝑑𝑓 = 0.6 × 20 = 12𝑚𝑚
𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑏𝑒𝑎𝑟𝑖𝑛𝑔 𝑐𝑜𝑣𝑒𝑟 𝑏𝑜𝑙𝑡𝑠 (𝑑3) = 0.4 × 𝑑𝑓
= 0.4 × 20 = 8𝑚𝑚
𝑊𝑖𝑑𝑡ℎ 𝑜𝑓 𝑢𝑝𝑝𝑒𝑟 𝑓𝑙𝑎𝑛𝑔𝑒 (𝑊𝑓, 𝑢𝑝𝑝𝑒𝑟) = 2.2 × 𝑑2 + (7 𝑡𝑜 10)
= 2.2 × 12 + 8 𝑚𝑚 = 34𝑚𝑚
𝑊𝑖𝑑𝑡ℎ 𝑜𝑓 𝑙𝑜𝑤𝑒𝑟 𝑓𝑙𝑎𝑛𝑔𝑒 (𝑊𝑓, 𝑙𝑜𝑤𝑒𝑟) = 2.2 × 𝑑𝑓 + (7 𝑡𝑜 10)
= 2.2 × 20 + 8 𝑚𝑚 = 52𝑚𝑚
𝑇ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 𝑜𝑓 𝑟(𝑇) = 0.85 ×𝑇 = 0.85 × 6 = 5𝑚𝑚
Therefore, based on the above value and dimensions of gears, the overall dimension of the gear
housing can be: -
 The overall length of the housing = L= 750mm
 The height of the housing = H = 350mm
 The width of the housing = W = 550mm
CHAPTER 4
RESULT AND DISCUSSION

4.1 Result
Symbol Meaning Value
Z1 Number of teeth for gear 1 56
Z2 Number of teeth for gear 2 46.2
Z4 Number of teeth for gear 4 36.4

M Module 4
M Module for reverse gear 2.5
d1 diameters of the gear 1 336 mm
d5 diameters of the gear 5 204mm
d10 diameters of the gear 10 108mm
Pc Circular pitch 18.85 mm
A Addendum 4 mm
B dedendum 5 mm
C Clearance 1 mm
S Teeth thickness 6.28 mm
R Fillet radius 1.5 mm
B Face width 38 mm
T torque 10.81 Nm
N Revolution per minute 1850 rpm
Ft Tangential force 6035.71 N
Fr Radial force 2536.67 N
Fa Axial force 3484.72 N
Diameter of stepped shaft (maximum) 4 mm
Diameter of shaft 30 mm
Diameter of input shaft 30 mm
T Thickness of key 8 mm
L Length of key 45 mm
Width of key 10 mm
Thickness of key 8 mm
Length of key 40 mm
Shear stress in key 41.4 Mpa
Distance b/n the two shafts 242 mm
Thickness of housing 5.61 mm

Thickness of housing upper and lower flange 12 mm
The overall length of the housing 750 mm
The height of the housing 350 mm
The width of the housing 550 mm
Bearing shaft diameter 30 mm
Bearing of the outer diameter 52 mm
Width of the bearing 15 mm
Bearing of the idler shaft bore 25 mm
Bearing of the input shaft diameter 30 mm

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ARBA MINCH UNIVERSITY

DESIGN OF SLIDINIG MESH GEARBOX

1.1 Background of gearbox

Types of Gear Boxes:

First or low shaft gear:

Fourth speed gear/ Top or High-Speed Gear:

Our projects focus on the sliding mesh gear box type.

1.Sliding mesh type gearbox

1. Primary shaft (Clutch shaft)

4. Lay shaft (counter shaft)

Advantages and Disadvantages of sliding mesh gearbox

Last and most important it is preferable due to its more efficiency.

1.6 Additional components component gearbox

Shafts involved in power transmission may be classified as:

1. Transmission shafts  Line shaft

II. Jack Shaft

A jackshaft, also called a countershaft, is a common mechanical design component used to

III. Counter Shaft

Bearings may be classified as given below

1 Depending upon the direction of load to be supported.

The bearing under this group are classified as:

2 Depending upon the nature of contact.

The bearing under this group are classified as:

• More compact design.

• Maintenance cost is low.

• Low starting friction.

• Easier to provide lubrication and requires small consumption of lubrication.

• Accuracy alignment of parts can be maintained.

The following types of bearing are commonly used gear trains

1. Deep groove ball bearings

2. Cylindrical roller bearings

3. Spherical roller bearings

4. Tapered roller bearings

Deep groove ball bearings

Single Row Deep Groove Ball Bearings

Cylindrical Roller Bearings

Spherical roller bearing

Construction of spherical bearings can be hydrostatic or strictly mechanical. A spherical bearing

Tapered roller bearing

Figure 9.Tapered roller bearing

Analysis Design gear box Material selections

Optimze Creat graph Prototype

• Ultimate tensile strength =σut= 640 - 760MPa

• Yield strength=σy= 370MPa

 It should have high strength.

Ultimate strength = 200Mpa

Modulus of elasticity (E) = 82Gpa

The material used forgear should have the following properties:

 Gary cast iron FG200 exhibits good compressive strength.

Ultimate strength = 600Mpa

Modulus of elasticity (E) = 205Gpa

 Plain carbon steel Fe 410 exhibits good tensile strength

. Corrosion Resistance: Plain carbon steel Fe 410 is susceptible to corrosion

 Cast iron has excellent compressive strength.

3.2 Sliding mesh type gearbox

• Lay shaft (counter shaft)

Gearbox specification of Toyota stout RK101

Manual gearbox Specification