UNIVERSITY OF GONDAR

INSTITUTE OF TECHNOLOGY
DEPARTMENT OF MECHANICAL ENGINEERING
MACHINERY DESIGN
PROJECT 2 SLIDING MESH GEAR BOX

GROUP MEMBER

ABEBAW ABEBE………………...............4059/08

ELIAS ASEGA ……………………………4385/08

Submitted to MR KIRUBEL

Summation date 06/06/2020 G.C

 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

Acknowledgment
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.
KIRUBEL (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 materials selected for this design are carbon steel 50c, carbon
steel FE410, grey cast iron FG 200 and AISI 52100 based on material selection criteria. The main
components that we have designed includes gear, shafts and [Link] detail design we have
a tangential, radial and axial force of 6035.71N, 2536.67N, 3484.72N. 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 and ANSYS 15 for analysis.

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Contents
Acknowledgment ..................................................................................................................................... i
Abstract .................................................................................................................................................. ii
NUMNICULATURE .................................................................................................................................viii
Greek letters....................................................................................................................................... ix
Abbreviation........................................................................................................................................ x
CHAPTER ONE ......................................................................................................................................... 1
INTRODUCTION ....................................................................................................................................... 1
1.1. Overview of project ...................................................................................................................... 1
1.2. Background of gearbox ................................................................................................................. 2
1.2.1. History of gearbox .................................................................................................................. 3
1.3 The purpose of a gearbox .............................................................................................................. 7
1.4 Function of gearbox in automobiles ............................................................................................... 8
1.5 Types of gearbox............................................................................................................................ 9
1.5.1 Selective type gear box ........................................................................................................... 9
1.5.2 Epicyclic gearbox ................................................................................................................... 18
1.6 Additional components component gearbox ................................................................................ 19
1.6.1 Shaft ..................................................................................................................................... 19
1.6.2 Bearings ................................................................................................................................ 21
1.7 Working principle of sliding mesh ................................................................................................ 25
1.8 Problem statement ...................................................................................................................... 26
1.9 Objective of the Project ............................................................................................................... 26
1.9.1General Objectives ................................................................................................................. 26
1.9.2 Specific Objectives ................................................................................................................ 27
1.10 Methodology ............................................................................................................................. 28
CHAPTER TWO ...................................................................................................................................... 29
LITERATURE REVIEW.............................................................................................................................. 29
CHAPTER THREE .................................................................................................................................... 32
DETAIL DESIGN ANALYSIS ...................................................................................................................... 32
3.1 Introduction ................................................................................................................................. 32
3.2 Gear design.................................................................................................................................. 33

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3.2.1 Gear geometry analysis ......................................................................................................... 33

3.2.2 Parameters for all gear Geometry ......................................................................................... 40
3.2.3 Parameters for reverse gear Geometry ................................................................................. 42
3.2.4 Force analysis of gear ............................................................................................................ 42
3.2.5 Strength analysis of gear ..................................................................................................... 45
3.2.6 Stress analysis of gears .......................................................................................................... 60
3.3 Shaft design ................................................................................................................................. 63
3.3.1 Material selection ................................................................................................................. 63
3.3.2 Design of Input Shaft ............................................................................................................. 71
3.3.3 Design of Intermediate Shaft ................................................................................................. 74
3.3.4. Bending stress calculation for gears...................................................................................... 77
3.3.5. Design of output shaft .......................................................................................................... 87
3.3.6. Design of reverse gear shaft ................................................................................................. 93
3.4 Bearing selection ......................................................................................................................... 97
3.4.1 Bearing material.................................................................................................................... 99
3.4.2 Bearing selection for the counter shaft.................................................................................. 99
3.4.3. Bearing selection for the idler shaft .................................................................................... 101
3.4.4. Bearing selection for the input shaft................................................................................... 101
3.5 Design of key ............................................................................................................................. 103
3.5.1 For counter shaft................................................................................................................. 104
3.5.2 for idler shaft ...................................................................................................................... 105
3.5.3 for input shaft ..................................................................................................................... 105
3.6. Design of Gear House................................................................................................................ 105
CHAPTER 4 .......................................................................................................................................... 108
RESULT AND DISCUSSION .................................................................................................................... 108
4.1 Result ........................................................................................................................................ 108
4.2 Discussion from the ANSYS result ............................................................................................... 111
CHAPTER FIVE...................................................................................................................................... 117
CONCLUSION AND RECOMMENDATION .............................................................................................. 117
5.1 Conclusion ................................................................................................................................. 117
5.2 Recommendation ...................................................................................................................... 117

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CHAPTER SIX........................................................................................................................................ 119

2D AND 3D DRAWING OF PARTS AND ASSEMBLY ................................................................................ 119
6.1 2D Drawing ................................................................................................................................ 119
6.2 Bill of material ........................................................................................................................... 122
6.3 3D Drawing ................................................................................................................................ 123
REFERENCE .......................................................................................................................................... 129
Appendix A .......................................................................................................................................... 130
Appendix 2 .......................................................................................................................................... 130
Appendix 3 .......................................................................................................................................... 131

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List of figure

Figure [Link] with housing ................................................................................................................. 2

Figure [Link] manual transmission systems .................................................................................. 9
Figure [Link] mesh ............................................................................................................................ 11
Figure 4. Gear position .......................................................................................................................... 12
Figure [Link] of constant mesh Gearbox ....................................................................................... 14
Figure [Link] gear box with dog clutch ..................................................................................... 15
Figure [Link] gearbox ..................................................................................................................... 18
Figure 8. Spherical roller bearing ........................................................................................................... 24
Figure [Link] roller bearing .............................................................................................................. 25
Figure [Link] tooth geometry .............................................................................................................. 40
Figure [Link] gear 4 and 5 ...................................................................................................................... 43
Figure [Link] 2 and 7 ............................................................................................................................. 44
Figure [Link] gear 1 & 8 ........................................................................................................................ 45
Figure [Link] combined loads diagram ................................................................................................ 65
Figure [Link] 1st gear resultant force...................................................................................................... 82
Figure [Link] with its parts............................................................................................................. 97
Figure [Link] of deformation of counter shaft .................................................................................. 111
Figure [Link] of equivalent stress of counter shaft ........................................................................... 112
Figure [Link] analysis of equivalent strain of counter shaft .............................................................. 112
Figure [Link] analysis of stress of main shaft .................................................................................. 113
Figure [Link] analysis of stress and deformation of main shaft ........................................................ 114
Figure [Link] analysis of strain of main shaft .................................................................................. 115
Figure [Link] analysis of deformation of bearing ............................................................................. 115
Figure [Link] analysis of stress of bearing ....................................................................................... 116
Figure [Link] thermal analysis of housing of gear box ..................................................................... 116
Figure 26.2d drawing of counter shaft .................................................................................................. 120
Figure 27.2d drawing of input shaft ..................................................................................................... 120
Figure 28.2d drawing of main shaft ..................................................................................................... 121
Figure [Link] of material..................................................................................................................... 122
Figure 30.3d drawing of counter shaft .................................................................................................. 123
Figure 31.3d drawing of main shaft ..................................................................................................... 123
Figure 32.3d drawing of input shaft ..................................................................................................... 124
Figure 33.3d drawing of bearing .......................................................................................................... 124
Figure 34Assymbly drawing of counter shaft and gear ......................................................................... 125
Figure [Link] drawing of main shaft and gear ............................................................................ 125

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Figure [Link] drawing of input shaft and gear ............................................................................ 126

Figure 37Upper housing ...................................................................................................................... 126
Figure [Link] housing ..................................................................................................................... 127
Figure [Link] view of gear box ..................................................................................................... 127
Figure [Link] of gear box .......................................................................................................... 128
Figure [Link] view of gear box .................................................................................................. 128
Figure 42Load distribution factor for spur gears................................................................................... 130
Figure 43Reliability factor kt ............................................................................................................... 130
Figure [Link] correction factor km ............................................................................................ 131

List of table

Table [Link] specification ................................................................................................................ 32

Table [Link] for gears, mm .......................................................................................................... 41
Table 3. Mechanical properties of steel used for shaft ........................................................................... 64
Table [Link] of size factor ................................................................................................................... 67
Table 5. Operating temperature table ..................................................................................................... 69
Table [Link] relative values of Kb and Kt ................................................................................................ 72
Table [Link] Kb and Kt of shaft loading ................................................................................................ 75
Table [Link] kb and kt for shaft loading ............................................................................................... 88
Table [Link] of kb and kt for shaft loading ........................................................................................... 93
Table 10. Comparison bearing type........................................................................................................ 98
Table [Link] bearing type ................................................................................................................... 100
Table [Link] of standard parallel tapered and gib head key ....................................................... 103
Table [Link] .......................................................................................................................... 104

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NUMNICULATURE
Symbol Name units

𝐴 Addendum [𝑚𝑚]

𝐵𝑏 Dedendum [𝑚𝑚]

𝑍 Number of teeth [𝑢𝑛𝑖𝑡 𝑙𝑒𝑠𝑠]

𝑑𝑝 Diameter of pinion ` [𝑚𝑚]

𝑑𝑔 Diameter of gear [𝑚𝑚]

𝑐𝑓 Surface condition factor [𝑢𝑛𝑖𝑡 𝑙𝑒𝑠𝑠]

𝑐ℎ Hard ness factor [𝑢𝑛𝑖𝑡 𝑙𝑒𝑠𝑠]

𝑐𝑝 Elastic coefficient [𝑢𝑛𝑖𝑡 𝑙𝑒𝑠𝑠]

𝑐𝑝𝑓 Pinion portion modifier [𝑢𝑛𝑖𝑡 𝑙𝑒𝑠𝑠]

𝐸 Modulus elasticity [𝑁/𝑚𝑚2 ]

𝐹 Face width of narrow [𝑚𝑚]

𝐼 Geometry factor [𝑚𝑚]

𝐾 Contact load factor [𝑢𝑛𝑖𝑡 𝑙𝑒𝑠𝑠]

𝑐𝑠 Service factor [𝑢𝑛𝑖𝑡 𝑙𝑒𝑠𝑠]

𝑘𝑏 Rim contact thickness [𝑚𝑚]

𝑘𝑓 Factor stress consent [𝑚𝑚]

𝑘𝑚 Load distribution factor [𝑢𝑛𝑖𝑡 𝑙𝑒𝑠𝑠]

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𝑘𝑠 Size factor [𝑢𝑛𝑖𝑡 𝑙𝑒𝑠𝑠]

𝑘𝑡 Temperature factor [𝑢𝑛𝑖𝑡 𝑙𝑒𝑠𝑠]

𝑁𝑝 Pinion’s speed [𝑟𝑝𝑚]

𝑝𝑑 Diameter pitch of pinion [𝑚𝑚]

𝑝𝑛 Normal base pitch [𝑚𝑚]

𝑝𝑥 Axial pitch [𝑚𝑚]

𝑅𝑎 Root mean square [𝑚𝑚]

𝑅𝑓 Tooth fillet radius [𝑚𝑚]

𝑉𝑎 Pitch circle radius gear [𝑚𝑚]

𝑣𝑓 Pitch circle radius pinion [𝑚𝑚]

𝑉𝑏𝑐𝑟 Gear base diagram surface ` [𝑚𝑚]

𝑊𝑓 Transmittal load [𝑚𝑚]

𝑧𝑛 Stress cycle factor [𝑢𝑛𝑖𝑡 𝑙𝑒𝑠𝑠]

𝑠𝑏 Bending stress [𝑁/𝑚𝑚2 ]

𝑠𝑐 Contact stress [𝑁/𝑚𝑚2 ]

Greek letters
∅ Pressure angle [𝑑𝑒𝑔𝑟𝑒𝑒]

∅𝑡 Transverse pressure angle [𝑑𝑒𝑔𝑟𝑒𝑒]

𝜇 Coefficient of friction [𝑢𝑛𝑖𝑡 𝑙𝑒𝑠𝑠]

𝜋 pi,
[𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑣𝑎𝑙𝑢𝑒, 3.14]

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𝜎 Bending stress [𝑁/𝑚𝑚2 ]

Abbreviation
IS Indian standard

ASTM American society for testing and materials

ASME American society of mechanical engineers

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CHAPTER ONE

INTRODUCTION
1.1. Overview of project
In a vehicle, the mechanism that transmits the power developed by the engine of automobile to the
driving wheels is called the transmission system (power train). It is composed of clutch, gearbox,
propeller shaft, universal joints, rear axle, wheel and tires. The power train serves two functions:
it transmits power from the engine to the drive wheels, and it varies the amount of speed and
torque. Power transmission system is operated either manually or automatically.
An automobile requires high torque when climbing hills and when starting, even though they are
performed at low speeds. On the other hand, when running at high speed on level roads, high
torque is not required because of momentum. So, requirement of device is occurred, which can
change the vehicle’s torque and its speed according to road condition or when the driver need. This
is known as transmission box. Gearbox often referred as transmission is a unit that uses gears and
gear train to provide speed and torque conversions from a rotating power source to another device.
Gearboxes are employed to convert input from a high-speed power sources to low speed (E.g. Lift,
cranes, and crushing machines) or into a many of speeds (Lathe, milling machine, and
Automobiles). A gearbox that converts a high-speed input into a single output is called a single
stage gearbox. It usually has two gears and shafts. A gearbox that converts a high-speed input into
a number of different speed output it is called multi speed gearbox. A multi speed gearbox has
more than two gears and shafts. A multi speed gearbox reduces the speed in different stages. Gears
are the most common means of transmitting power in mechanical engineering. There are tiny gears
for devices like wrist watches and there are large gears that some of you might have noticed in the
movie Titanic. Gears form vital elements of mechanisms in many machines such as vehicles, metal
tooling machine tools, rolling mills, hoisting and transmitting machinery, marine engines, and the
like. Toothed gears are used to change the speed, power, and direction between an input and output
shaft.

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Figure [Link] with housing

1.2. Background of gearbox

During past years, the author discusses 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:

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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
or a 3speed gear or others 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 quickly.

The course of over resent years of automotive history, almost all components have undergone
enormous technological development Reliability, production costs and ease of maintenance, as
well as environmental compatibility have been and continue to be the criteria demanding new and
better solutions from automotive engineers.

1.2.1. History of gearbox

From starting with manual transmissions, to the introduction of automatic transmissions in 1939 –
learn about the evolution of the modern transmission. The transmission in automobiles is a system
of parts usually contained within a housing, connecting the engine to the wheels. Suitable torque,
or turning force, is generated by the engine only within a narrow range of engine speeds, i.e., rates
at which the crankshaft is turning. However, the wheels must turn with suitable torque over a wide
range of speeds. While its speed is held roughly constant, the engine turns an input shaft on the
transmission whose output shaft can be adjusted to turn the wheels at an appropriate speed.

The manual transmission is the simplest (and earliest) of transmissions, and consist of a system of
interlocking gearwheels. These wheels are arranged so that by operating a lever the driver can
choose one of several ratios of speed between the input shaft and the output shaft. These ratios are
called gears, first gear being the arrangement that gives the lowest output speed, second gear the

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next lowest, and so forth. To allow smooth shifting from one gear to another, a clutch is provided
to disengage the engine from the transmission. The commonly used dry single disk clutch has a
steel disk with a friction lining that is sandwiched between a flywheel on the engine shaft and a
pressure plate on the transmission input shaft. When the driver takes his foot off the clutch pedal,
springs squeeze the friction disk into the space between the flywheel and the pressure plate,
enabling the engine shaft to turn the transmission. For many cars and for normal driving conditions
a transmission with three forward gears and one reverse gear is sufficient. In cars having small
engines transmissions with four or five forward speeds are used; racing cars often have as many
as six forward speeds.

A synchromesh transmission is a manual transmission in which all forward gear wheels are held
in mesh at all times. Used on most American cars with a manual transmission, it allows the driver
to shift gears more smoothly and makes the car run more quietly.
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 we-Shift encompasses a huge amount of work and many
landmark accomplishments.

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.

A synchromesh transmission is a manual transmission in which all forward gear wheels are held
in mesh at all times. Used on most American cars with a manual transmission, it allows the driver
to shift gears more smoothly and makes the car run more quietly.

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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.

The automatic transmission, introduced in 1939, switches to the optimum gear without driver
intervention except for starting and going into reverse. The type of automatic transmission used
on current American cars usually consists of a fluid device called a torque converter and a set of
planetary gears. The torque converter transmits the engine’s power to the transmission using
hydraulic fluid to make the connection. For more efficient operation at high speeds, a clutch plate
is applied to create a direct mechanical connection between the transmission and the engine.

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 Mägi, 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,” explains Mägi

The development of automatic transmissions for trucks progressed very slowly. However, once
they arrived they were little short of epoch-making, says Mägi.

Volvo Trucks’ first automatic transmission the Power tronic arrived in 1992. Nine years later,
Volvo took another decisive technological leap ahead with the introduction of the first generation

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of the we-Shift. Today this transmission is the jewel in Volvo Trucks’ crown, and has won
widespread customer recognition.

Volvo Power train’s Åke Zander relates that it was only with the advent of the I-Shift that
customers finally started appreciating automated transmission.

“Volvo has always had a strong selling point with its gearboxes, but when the I-Shift arrived in
2001, it received a particularly warm welcome. The I-Shift brought increased functionality,
reliability, drive ability and fuel efficiency, something that was entirely new on the market,” he
explains.

The we-Shift is a splitter and range-change gearbox with three non-synchromesh gears in the main
gearbox. With its splitter and range ratios, the transmission has a total of twelve forward gears,
which are engaged and synchronized entirely electronically. The I-Shift communicates with the
engine. For instance, it activates engine braking (the Volvo Engine Brake) as necessary, slowing
down the engine and optimizing each gear change in a way that no driver with a manual gearbox
can replicate.

The latest generation of the we-Shift was introduced in 2009 with the launch of Euro 5. Using a
variety of software updates, it is optimized for various operating conditions, from highway to
construction site. Today, more than 70 percent of all new Volvo FH and FM trucks sold are fitted
with the we-Shift.

With this gearbox, the wheel comes full circle and Volvo has completed the journey from a three-
speed non-synchromesh gearbox to the I-Shift, in which the mechanical heart of the unit is also a
non-synchromesh three-speed gearbox.

“In the future, the entire conventional gearbox may become obsolete – for instance in series
hybrids, if or when we get a properly functioning hybrid system in trucks too. The next big step
ahead is hybridization, and that is already on its way in,” he says. Electric power transmission does
not require any gears at all in the way they are used in today’s gearboxes. Computers take over
control of power delivery from the engine to the driven wheels via intermediate electric motors
and battery packs.

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Zander agrees that hybrids are set to be the next major development step, but predicts that the
gearbox is still going to be around.

“It will be needed together with an electric motor. Most of Volvo Trucks’ products are too heavy
for electric power alone – the electric motor and batteries would be too big and expensive. And it
is always customer benefit that determines when and if a technological paradigm shift is viable.
Today Volvo Trucks’ hybrid trucks are equipped with the I-Shift,” he says.

The introduction of microprocessor-controlled electronic sensors has enhanced the performance

of automatic transmissions still more. Data about engine speed, exhaust pressure, and other
performance characteristics are sent to a processor that controls the changing of gears and the
clutch plate in the torque converter via electrical switches, or solenoids. New approaches to
transmission design combine the best features of manual and automatic transmissions to provide
more efficient ways of channeling engine power to the wheels.

Manumatic Transmission

A manumatic transmission is an automatic transmission with an added manual-shift mode;

typically, a floor-mounted shifter offers an alternative selector path supplemented by buttons
mounted on the steering wheel.

1.3 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.

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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 amount 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.

1.4 Function of gearbox in automobiles

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

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engine speed into torque when climbing hails and when the vehicle required. Sometimes it is
known as torque converter. Main function of gear box is as follow:

Provide the torque needed to move the vehicle under a variety of road and load conditions. It does
this by changing the gear ratio between the engine crankshaft and vehicle drive wheels.

 Be shifted into reverse so the vehicle can move backward

 Be shifted into neutral for starting the engine.

Figure [Link] manual transmission systems

1.5 Types of gearbox

The following types of gearboxes are used in automobiles:

1. Selective type
Sliding mesh
Constant mesh
Synchromesh
2. Progressive type
3. Epicyclical type

1.5.1 Selective type gear box

It is that 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.

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Advantages of selective type gear boxes:

 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.

[Link] Sliding mesh type gearbox

1. Constant mesh gears.
2. Primary shaft (Clutch shaft)
3. Spigot bearing.
4. Main shaft.
5. Lay shaft (counter shaft)

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Figure [Link] mesh

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

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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

Figure 4. 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

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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.

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 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.

[Link] Constant mesh gearbox

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.

Figure [Link] of constant mesh Gearbox

Advantage of Constant mesh Gearbox compared to Sliding mesh Gearbox

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As the gear remain always in mesh, it is no longer necessary to use straight spur gear. Instead
helical gear is used which are quieter running.

Wear of dog teeth on engaging and disengaging is reduced because here all the teeth of the dog
clutches are involved compared to only two or three teeth in the case of sliding gears.

[Link] 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

Figure [Link] gear box with dog clutch

Synchronizers

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

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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. Figure shows the construction and
working of a synchromesh gearbox. In most of the cars, however, the synchromesh devices are not
fitted to all the gears as is shown in this figure.

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 G 1 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. For direct gear, member G 1 and
hence member F1 (through spring-loaded balls) is slide towards left till cones M1 and M2 rub and
friction makes their speed equal. Further pushing the member G1 to left causes it to overdrive the
balls and get engaged with dogs K1.

Now the drive to the main shaft is direct from B via F1 and the spines. However, if member G1 is
pushed too quickly so that there, is not sufficient time for synchronization of speeds, a clash may
result. Likewise, defect will arise in case springs supporting the balls T 1 have become weak
similarly for second gear the members F1 and G1 are slide to the right so that finally the internal
teeth on G1 are engaged with L1.

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Then the drive to main shaft will be from B via U1, U2, C, F1 and spines. For first gear, G2 and F2
are moved towards left. The drive will be from B via U 1, U2, D, F2 and spines to the main shaft.
For reverse gear, G2 and F2 are slid towards right.

In this case the drive will be from B via U1, U2, U5, E, F2 and spines to the main shaft Advantages
of Synchromesh gearbox.

The synchromesh type of gearbox has the big advantage of allowing smooth and quick shifting of
gears without danger of damaging the gears and without necessity for double clutching. The
synchromesh gear box is considered the most advanced and has been adapted in most cars.

Advantages and Disadvantages of Synchromesh Mesh Gearbox:

Advantages:

 Smooth and Noise free shifting of gears which is most suitable for cars.
 No loss of torque transmission from the engine to the driving wheels during gear shifts.
 Double clutching is not required.
 Less vibration.
 Quick shifting of gears without the risk of damaging the gears.

Disadvantages:

 It is extortionate due to its high manufacturing cost and the number of moving parts.
 When teeth make contact with the gear, the teeth will fail to engage as they are spinning at
different speeds which cause a loud grinding sound as they clatter together.
 Improper handling of gear may easily prone to damage.
 Cannot handle higher loads.

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1.5.2 Epicyclic gearbox

Figure [Link] gearbox

An epicyclical gearbox consists of two, three or even four epicyclic 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.

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.

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 External contrasting hand brackets or multiple clutches of relatively small dimensions are
used for changing the gears.

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

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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

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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

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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.

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 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

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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

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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 [Link] 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.

1.7 Working principle of sliding mesh

Simplest type of gear box, gears are changed by sliding one gear on the other. This gear box
consists of three shafts; main shaft, clutch shaft and a counter shaft. In a four-speed gear box, the
counter shaft has four gears which are rigidly connected to it.

Clutch shaft has one gear and main shaft has two gears. The two gears on the main shaft can slide
in the horizontal direction along the splines of the main shaft. However, the gears on the counter
shaft cannot slide. The clutch gear is rigidly fixed to the clutch shaft. The clutch always connected
to the counter shaft drive gear. The two gears on the main shaft can be slide by the shifter yoke by
operating the shift lever (not shown in Figures). These two gears are second gear and low/reverse
gear respectively. These gears can be meshed with corresponding gears on the counter shaft with
the help of shifter yoke and shift lever. Shift lever is operated by hand in four wheelers for changing
the gears. A reverse idler gear is mounted on another (third) shaft and is always in mesh with
reverse gear on counter.

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1.8 Problem statement

The main purpose of a gearbox is to transmit power according to variable needs from an input
power source to the desired output member. Gearboxes work on the principle of meshing of teeth,
which result in the transmission of motion and power from the input source to the output. Hence
due to continuous meshing of gear, high friction and excessive heat introduce among the gear
tooth. This later will create problems such as wearing of tooth, slipping of gear, wobble effect and
it may fatigue for the driver as well as it can shortening the lifecycle of the component. More, there
may be clutch dragging, noisy driving condition and sticking of pedal on the clutch. Furthermore,
there may be abnormal jerking movements while changing gears. This may create unsafe condition
for the driver and can cause a serious injury on both the driver and the car. Hence to reduce the
friction and wearing of the tooth as well as to improve the life of the gearbox we try to design in
highly carefulness and wise manner through adequate material selection. Using gear box by power
transfer one part to other part by friction are there is a big problem gearbox noise and vibration
case of corrosion, Reason of Damage on Gearbox Subjective caused by failure in design of
manufacturing, use operation and maintenance gearbox, Objective damages caused by operational
processes and environmental causes. Implies that when we rotate the shaft in side housing of
gearbox dust will pull into the box due to natural law of attraction. The big problem gearbox noise
and vibration case of corrosion or deterioration of materials by chemical or electrochemical
reaction with the environment strong acids or alkalis and oil in side gear box after using again and
again will be goes to degraded that mean directly oil loss ingredient so that cause to metal or gear
is corroded this result is damage of gearbox due to corrosion. 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 can be included.

1.9 Objective of the Project

1.9.1General Objectives
The general objective of this project is to design four speed sliding mesh gearbox with torque and
speed of 360Nm @ 3000-3500rpm

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1.9.2 Specific Objectives

The specific objectives of this project are:

 To design each and individual component of sliding mesh gear box such as:
 Gear
 Main shaft, Input shaft, counter shaft
 Bearing
 Keyway
 housing
 To select the appropriate material
 Comparing for basic similarity and difference of selected materials and state the cause of
difference
 To Compute the geometry analysis for sliding mesh gears and reverse gear
 To Compute force and strength analysis for sliding mesh gears and reverse gear
 To Design of input, counter and output shafts
 To Select of bearing
 To Model the 3D Geometry of constant mesh gearbox
 Analysis the result using software

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1.10 Methodology
In order to design of gearbox, we followed many steps. And we apply the following
methodologies:

Collect Brief introduction Justification of

information and and description of design
data sliding mesh gear consideration
box

Detail design
Proper material Literature review
based on given
selection
specification

Model using Import from

Analysis using
SOLID WORK solid work 18 to
ANSYS 15
2018 ANSYS 15

Determine wear,
maximum
deformation and
equivalent
stresses

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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 [Link] 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

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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.

GIANLUCA LUCENTE, MARCELLO MONTANA AND CARLO ROSSI [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.

Design and analysis of intermediate shaft in power transmission by N. Manikanta Reddy, D. Naga
Chaitanya, S. Romith:One of the most common mechanical engineering tasks is transmission of
power from a source, such as an engine or motor, through a machine to an output actuation. This
generally requires some speed-reduction. A common efficient way of doing this is through gear-
trains. They design and analyze by Finite Element Method (FEM). Intermediate shaft in a power

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transmission system including complete specifications of the gears, bearings, keys, retaining rings
and shafts. The aim of this project is that through this simple, but realistic machine design and
analysis example.

E. GALVAGNO, M. VELARDOCCHIA AND A. VIGLIANI 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, 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.

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CHAPTER THREE

DETAIL DESIGN ANALYSIS

3.1 Introduction
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. The main
components that we have designed includes gear, shafts, bearing and housing

Specification

Table [Link] specification

Manual gearbox Specification

Product Manual Vehicle Transmission Gearbox

Four Speed Gearbox

Top gear 1

Gear Ratio Third gear 1.3

Second gear 2.1

First gear 3.4

Reverse gear 3.5

Drive Torque 360Nm @ 3000 - 3500rpm

Type Sliding Mesh

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3.2 Gear design

3.2.1 Gear geometry analysis
𝐺𝑒𝑎𝑟 𝑅𝑎𝑡𝑖𝑜 (𝑖)

𝑇𝑜𝑝 𝑔𝑒𝑎𝑟 = 1

3𝑟𝑑 𝑔𝑒𝑎𝑟 = 1.3

2𝑛𝑑 𝑔𝑒𝑎𝑟 = 2.1

1𝑠𝑡 𝑔𝑒𝑎𝑟 = 3.4

𝑅𝑒𝑣𝑒𝑟𝑠𝑒 𝑔𝑒𝑎𝑟 = 3.5

𝑭𝒓𝒐𝒎 𝟏𝒔𝒕 𝒈𝒆𝒂𝒓 𝒓𝒂𝒕𝒊𝒐

𝑣1 = 𝑣8

𝑤1 𝑟1 = 𝑤8 𝑟8

𝑤1𝑟1
𝑤8 = … … … … … … … … … … 𝑏𝑢𝑡 𝑤5 = 𝑤8
𝑟8

𝑤4 𝑟1 𝑟5
= ∗ = 3.4 … … … … … … … . . . (1)
𝑤1 𝑟8 𝑟4

𝑇ℎ𝑒 𝑐𝑒𝑛𝑡𝑒𝑟 𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒 (𝑙 )

𝑙 = 𝑟1 + 𝑟8 = 𝑟2 + 𝑟7 = 𝑟3 + 𝑟6 = 𝑟4 + 𝑟5

𝐹𝑜𝑟 𝑡ℎ𝑒 1𝑠𝑡 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 and
50. Most commonly used take one constant value of module (i.e. m=4) and calculate the pitch
circle diameters of the gears.
𝑇𝑎𝑘𝑒 𝑡ℎ𝑒 𝑚𝑜𝑑𝑢𝑙𝑒 (𝑚) = 4

𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑎𝑛𝑔𝑙𝑒 (∅) 𝑤𝑖𝑙𝑙 𝑏𝑒 20

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𝑇ℎ𝑒𝑛 𝑚𝑖𝑛𝑖𝑚𝑢𝑚 𝑡𝑒𝑒𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑝𝑖𝑛𝑖𝑜𝑛 (𝑧𝑝𝑚𝑖𝑛 ) 𝑤𝑖𝑙𝑙 𝑏𝑒

2 𝑘𝑐𝑜𝑠 𝜑
𝑧𝑝 = [𝑚 + √𝑚2 + (1 + 2𝑚)𝑠𝑖𝑛2∅]
(1 + 2𝑚𝑔)2 + 1

𝐴𝑠𝑠𝑢𝑚𝑒: 𝑘 = 1 … . . 𝑓𝑜𝑟 𝑓𝑢𝑙𝑙 𝑑𝑒𝑝𝑡ℎ 𝑡𝑒𝑒𝑡ℎ. Since gear tooth form. ... Standard full-depth
teeth have working depths of 2/P. If the teeth have equal addenda (as in standard
interchangeable gears), the addendum is 1/P. Stub teeth have a working depth usually 20% less
than full-depth teeth. Full-depth teeth have a larger contact ratio than stub teeth.

𝜑 = 30 … … 𝑚𝑎𝑥𝑖𝑚𝑢𝑚 𝑎𝑛𝑔𝑙𝑒

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 1412 o composite
is 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
≈ 𝑓𝑟𝑜𝑚 𝑠𝑡𝑑 𝑡𝑎𝑘𝑒 12

𝑧𝑝 = 𝑧8 … … … 𝑏𝑢𝑡 𝑡𝑎𝑘𝑒 𝑚𝑖𝑛𝑖𝑚𝑢𝑚 𝑓𝑜𝑟𝑡𝑎𝑔𝑒 𝑣𝑎𝑙𝑢𝑒 𝑧8 = 14 = 𝑧𝑝

𝑧𝑝 = 𝑧8 ∗ 𝑚𝑔 = 54

𝑧1 54
𝐹𝑟𝑜𝑚 𝑡ℎ𝑒 1𝑠𝑡 𝑔𝑒𝑎𝑟 𝑟𝑎𝑡𝑖𝑜, = =4
𝑧8 14

𝑤4 𝑟1 𝑟5
𝑇ℎ𝑒𝑟𝑒𝑓𝑜𝑟𝑒, 𝑓𝑜𝑟 𝑔𝑒𝑎𝑟 𝑟𝑎𝑡𝑖𝑜 = ∗
𝑤1 𝑟8 𝑟4

𝑧1 𝑧5
= ∗ = 3.4
𝑧8 𝑧4

𝑧5 𝑧8
= 3.4 ∗
𝑧4 𝑧1

𝑧5 1
= 3.4 ∗ ( )
𝑧4 4

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𝑧5
= 0.567, … … … … . . 𝑧5 = 𝑧4 (0.567)
𝑧4

𝑤4 𝑟2 𝑟5
𝐹𝑟𝑜𝑚 2𝑛𝑑 𝑔𝑒𝑎𝑟 𝑟𝑎𝑡𝑖𝑜, = ∗
𝑤2 𝑟7 𝑟4

𝑧2 𝑧5
= ∗ = 2.1
𝑧7 𝑧4

𝑧2 𝑧4
= 2.1 ∗
𝑧7 𝑧5

𝑧2 1
= 2.1 ∗ ( )
𝑧7 0.567

𝑧2
= 3.71 … … … . … 𝑧2 = 𝑧7 (3.71)
𝑧7

𝑭𝒓𝒐𝒎 𝟐𝒏𝒅 𝒈𝒆𝒂𝒓 𝒓𝒂𝒕𝒊𝒐

𝑣2 = 𝑣7

𝑤2 𝑟2 = 𝑤7 𝑟7 … … … … … … … … … … … … 𝑏𝑢𝑡 𝑤5 = 𝑤7

𝑤7 = 𝑤5

𝑟4
𝑤4 ( )
𝑟5

𝑤2
𝑤7 = 𝑟
𝑤7 2

𝑤2 𝑟2 𝑟4
= 𝑤4 ∗
𝑟2 𝑟5

𝑟4
𝑤2 𝑟2 = 𝑤4 ∗ ∗𝑟
𝑟5 2

𝑤4 𝑟2 𝑟5
= ∗ = 2.1 … … … … (2)
𝑤2 𝑟7 𝑟4

𝑭𝒓𝒐𝒎 𝟑𝒓𝒅 𝒈𝒆𝒂𝒓 𝒓𝒂𝒕𝒊𝒐,

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𝑣4 = 𝑣5 … … (𝑇𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 𝑣𝑒𝑙𝑜𝑐𝑖𝑡𝑖𝑒𝑠 𝑎𝑡 𝑝𝑖𝑡𝑐ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑚𝑒𝑠ℎ𝑖𝑛𝑔 𝑔𝑒𝑎𝑟 𝑖𝑠 𝑒𝑞𝑢𝑎𝑙 )

𝑤4 𝑟4 = 𝑤5 𝑟5

𝑟5
𝑤5 = 𝑤4 ( )
𝑟4

𝑣3 = 𝑣6

𝑤3 𝑟3 = 𝑤6 𝑟6

𝑤3𝑟3
𝑤6 = … … … … … … … … … … … … . . 𝐵𝑢𝑡 𝑤5 = 𝑤6
𝑟6

𝑤6 = 𝑤5

𝑤3 𝑟3 𝑟5
= 𝑤4 ( )
𝑟6 𝑟4

𝑤3 𝑟3 = 𝑤(4 )(𝑟5 )
𝑟4

𝑤3 𝑟3 = 𝑤4(𝑟5 )𝑟
𝑟4 6

𝑤4 𝑟3
= ∗𝑟
𝑤3 𝑟6 5
= 1.3 . . … (3)
𝑟4

𝑤4 𝑟3 𝑟5
= ∗ = 1.3
𝑤3 𝑟6 𝑟4

𝑧3 𝑧5
= ∗ = 1.3
𝑧6 𝑧4

𝑧3 𝑧4
= 1.3 ∗
𝑧6 𝑧5

𝑧3 1
= 1.3 ∗ ( )
𝑧6 0.567

𝑧3
= 2.93 … … … . … … . 𝑧3 = 𝑧6 (2.93)
𝑧6

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𝑇ℎ𝑒 𝑐𝑒𝑛𝑡𝑒𝑟 𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒 (𝑙 )

𝑙 = 𝑟4 + 𝑟5 = 𝑟1 + 𝑟8

𝑑 𝑑4 𝑑5 𝑑1 𝑑8
𝑀𝑜𝑑𝑢𝑙𝑒 (𝑚) = 𝑡ℎ𝑒𝑛 𝑤𝑒 𝑘𝑛𝑜𝑤 𝑡ℎ𝑎𝑡 𝐿 = + = +
𝑁 2 2 2 2

𝑧4 𝑧5 𝑧1 𝑧8
= 𝑚 +𝑚 =𝑚 +𝑚
2 2 2 2

= 𝑧4 + 𝑧5 = 𝑧1 + 𝑧8 = 84 + 14 = 98

𝑧4 + 𝑧5 = 98 𝑏𝑢𝑡 𝑧5 = 𝑧4 (0.567)

𝑧4 + 𝑧4 (0.567) = 98

1.567𝑧4 = 98

𝑧4 = 62.53 ≈ 63

𝑧5 = 𝑧4 (0.567)

= 38(0.85) = 35.46 ≈ 36

𝑧2 + 𝑧7 = 98

𝑧7 (3.71) + 𝑧7 = 98

4.71𝑧7 = 98

𝑧7 = 20.81 ≈ 21

𝐴𝑛𝑑 𝑡ℎ𝑒𝑛, 𝑧2 = 𝑧7 (3.71) = 21 ∗ 3.71 = 78

𝑧3 + 𝑧6 = 98

𝑧6 (2.293) + 𝑧6 = 98

3.293𝑧6 = 98

𝑧6 = 29.76 ≈ 30

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𝐴𝑛𝑑 𝑡ℎ𝑒𝑛, 𝑧3 = 𝑧6(2.293)

= 30(2.293) = 68.79 ≈ 69

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

𝑣11 = 𝑣10 = 𝑣9

𝑤11 ∗ 𝑟11 = 𝑤10 ∗ 𝑟10 = 𝑤9 ∗ 𝑟9

𝑤11 ∗ 𝑟11
𝑤9 =
𝑟9

And also, we know that, 𝑤5 = 𝑤9

𝑟4 𝑤11∗ 𝑟11
𝑤4 ( ) =
𝑟5 𝑟9

𝑟4
𝑤11 ∗ 𝑟11 = 𝑤4 ∗ ∗𝑟
𝑟5 9

𝑤4 𝑟11 𝑟5
= ∗ = 3.5
𝑤11 𝑟9 𝑟4

The minimum number of teeth in the pinion to avoid interference:

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2 𝑘𝑐𝑜𝑠 𝜑
𝑧10 = [𝑚 + √𝑚2 + (1 + 2𝑚)𝑠𝑖𝑛2∅]
(1 + 2𝑚𝐺 )2 + 1

𝐴𝑠𝑠𝑢𝑚𝑒: 𝐾 = 1 𝜑 = 30
∅ = 20
𝑀𝑜𝑑𝑢𝑙𝑒 (𝑚) = 4
2 ∗ 1 ∗ 𝑐𝑜𝑠 30
𝑧10 = [4 + √42 + (4 + 2 ∗ 4) 𝑠𝑖𝑛20]
( 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 𝑧9 = 1.5 ∗ 𝑧10
𝑧10

= 1.5(18) = 27
𝑇ℎ𝑒𝑛, 𝑑9 = 𝑚𝑧9
= 2.5(27) = 67.5 ≈ 68
𝑑10 = 𝑚𝑧10
= 2.5(18) = 45𝑚𝑚

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3.2.2 Parameters for all gear Geometry

Figure [Link] 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=4) and calculate the pitch circle diameters of the
gears.
𝑑4 = 𝑚𝑧4 = 6 ∗ 63 = 378, 𝑑5 = 𝑚𝑧5 = 6 ∗ 36 = 216, 𝑑1 = 𝑚𝑧1 = 6 ∗ 84 = 224

𝑑8 = 𝑚𝑧8 = 6 ∗ 14 = 84, 𝑑3 = 𝑚𝑧3 = 6 ∗ 69 = 414, 𝑑6 = 𝑚𝑧6 = 6 ∗ 30 = 180

𝑑2 = 𝑚𝑧2 = 6 ∗ 52 = 468, 𝑑7 = 𝑚𝑧7 = 6 ∗ 21 = 126

𝑑7 𝑑 6
𝑙 = +
2 2

126 180
+ = 153
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

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𝐶𝑙𝑒𝑎𝑟𝑎𝑛𝑐𝑒 (𝑐 ) = 0.25𝑚 = 0.25(6) = 1.5𝑚𝑚

𝑇𝑜𝑡𝑎𝑙 𝑑𝑒𝑝𝑡ℎ = 𝑎 + 𝑑 = 6 + 7.5 = 13.5𝑚𝑚

𝐶𝑖𝑟𝑐𝑢𝑙𝑎𝑟 𝑝𝑖𝑡𝑐ℎ (𝑃𝑐 ) = 𝜋𝑚 = 𝜋(6) = 18.85𝑚𝑚

Table [Link] for gears, mm

8𝑚 8𝑚
𝑃𝑒𝑟𝑖𝑝ℎ𝑒𝑟𝑎𝑙 𝑠𝑝𝑒𝑒𝑑, < 𝑃𝑒𝑟𝑖𝑝ℎ𝑒𝑟𝑎𝑙 𝑠𝑝𝑒𝑒𝑑, >
𝑠𝑒𝑐 𝑠𝑒𝑐

BACKLASH, mm

Module Minimum Maximum module Backlash, mm

20 0.75 1.25 8 0.40

16 0.50 0.85 7 0.38

12 0.35 0.60 6 0.36

10 0.30 0.51 5 0.28

8 0.22 0.40 4 0.23

6 0.20 0.33 3.5 0.22

5 0.15 0.25 3 0.21

4 0.13 0.20 2.75 0.20

3 0.10 0.15 2.5 0.19

2.5 0.08 0.13 2 0.18

2 0.08 0.13

1.5 and finer 0.00 0.10

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𝑁𝑜𝑤, 𝑓𝑟𝑜𝑚 𝑎𝑏𝑜𝑣𝑒 𝑡𝑎𝑏𝑙𝑒, 𝑓𝑜𝑟 𝑚 = 4 𝑎𝑛𝑑 𝑣 < 8𝑚⁄𝑠 , 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

𝑃𝑐 + 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
tan 𝜑 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

𝑝𝑐 12.56
𝑇𝑜𝑜𝑡ℎ 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 (𝑠) = = = 6.28
2 2

𝐹𝑖𝑙𝑙𝑒𝑡 𝑟𝑎𝑑𝑖𝑢𝑠 = 0.375(𝑚), 0.375 ∗ 4 = 1.5𝑚𝑚

1.15𝑝𝑐 1.15 ∗ 5.0265

𝐹𝑎𝑐𝑒 𝑤𝑖𝑑𝑡ℎ = = = 25.018𝑚𝑚
𝑡𝑎𝑛𝜑 𝑡𝑎𝑛30

3.2.4 Force analysis of gear

2𝑡𝑜
𝑡𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 (𝑓𝑡 ) = … … … … . . 𝑏𝑢𝑡 𝑡𝑜 = 𝑇(𝑖 ) … . . 𝑇(𝑔𝑒𝑎𝑟 𝑟𝑎𝑡𝑖𝑜 )
𝑑𝑝

𝑓𝑡 𝑡𝑎𝑛 ∅
𝑑𝑝 = 7 𝑝𝑖𝑛𝑖𝑜𝑛 , 𝑟𝑎𝑑𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 (𝑓𝑟 ) = … … . . … … … … . ∅ = 20, 𝜑 = 30
𝑐𝑜𝑠 𝜑

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 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

𝑎𝑥𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 (𝑓𝑎 ) = 𝑓𝑡 tan 𝜑

𝑭𝒐𝒓 𝒈𝒆𝒂𝒓 𝟒&𝟓

Figure [Link] gear 4 and 5

𝑇 = 360𝑁𝑚 = 360000𝑁𝑚𝑚, 𝑁 = 3500𝑟𝑝𝑚

𝑑𝑝 = 𝑑5 = 216𝑚𝑚, 𝑑𝑔 = 𝑑4 = 378𝑚𝑚, 𝑖 = 1.3

𝑇𝑜 = 𝑇 ∗ 𝑖 = 360000 ∗ 1.3 = 468000

2 ∗ (468000)
𝐹𝑡 = = 4444.44𝑁
216

(4444.44)(𝑡𝑎𝑛20)
𝐹𝑟 = = 1867.9𝑁
𝑐𝑜𝑠 30

𝐹𝑎 = 𝐹𝑡 𝑡𝑎𝑛 30 = 4444.44(𝑡𝑎𝑛 30) = 2566𝑁

𝑭𝒐𝒓 𝒈𝒆𝒂𝒓 𝟑&𝟔

𝑇 = 360000𝑁𝑚𝑚, 𝑁 = 3500𝑟𝑝𝑚, 𝑑𝑝 = 𝑑6 = 180, 𝑑𝑔 = 𝑑3 = 414, 𝑖 = 3.4

𝑇𝑜 = 𝑇 ∗ 𝑖 = 360000 ∗ 3.4 = 1224000𝑁𝑚

𝑓𝑡 = 2 ∗ (1224000)/180 = 13600𝑁

𝑓𝑡 𝑡𝑎𝑛 ∅ 𝑡𝑎𝑛20
𝑓𝑟 = = 16000 ∗ = 8573.64𝑁
𝑐𝑜𝑠 30 𝑐𝑜𝑠30

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 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

𝑓𝑎 = 𝑓𝑡 𝑡𝑎𝑛30 = 13600𝑡𝑎𝑛 30 = 7851.96𝑁

𝑭𝒐𝒓 𝒈𝒆𝒂𝒓 𝟐&𝟕

Figure [Link] 2 and 7

𝑇 = 360000𝑁𝑚𝑚, 𝑁 = 3500𝑟𝑝𝑚, 𝑑𝑝 = 468𝑚𝑚, 𝑑𝑔 = 126𝑚𝑚, 𝑖 = 2.1

𝑇𝑜 = 𝑇 ∗ 𝑖 = 360000 ∗ 2.1 = 756000𝑁𝑚

2 ∗ (756000)
𝑓𝑡 = = 3230.77𝑁
468

𝑓𝑡 𝑡𝑎𝑛 ∅ (3230.77) 𝑡𝑎𝑛 20

𝑓𝑟 = = = 1357.82𝑁
𝑐𝑜𝑠 𝜑 𝑐𝑜𝑠 30

𝑓𝑎 = 𝑓𝑡 tan 30 = 3230.77(tan 30) = 1865.29𝑁

𝑭𝒐𝒓 𝒈𝒆𝒂𝒓 𝟏&𝟖

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 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

Figure [Link] gear 1 & 8

𝑇 = 360000𝑁𝑚𝑚, 𝑁 = 3500𝑟𝑝𝑚, 𝑑𝑝 = 𝑑1 = 224𝑚𝑚, 𝑑𝑔 = 𝑑8 = 84𝑚𝑚, 𝑖 = 3.4

𝑇𝑜 = 𝑡 ∗ 𝑖 = 360000 ∗ 3.4 = 1224000𝑁𝑚

2 ∗ 1224000
𝑓𝑡 = = 10928.57𝑁
224

𝑓𝑡 tan 20
𝑓𝑟 = = 4593.023𝑁
cos 30

𝑓𝑎 = 𝑓𝑡 tan 30 = 4593.023𝑡𝑎𝑛30 = 2651.783𝑁

𝑭𝒐𝒓 𝒓𝒆𝒗𝒆𝒓𝒔𝒆 𝒈𝒆𝒂𝒓 (𝟗&𝟏𝟎)

𝑇 = 360000𝑁𝑚𝑚, 𝑁 = 3500𝑟𝑝𝑚, 𝑑𝑝 = 𝑑9 = 68, 𝑑𝑔 = 𝑑10 = 45, 𝑖 = 3.5

𝑇𝑜 = 𝑇 ∗ 𝑖 = 360000 ∗ 3.5 = 1260000𝑁

2 ∗ (1260000)
𝑓𝑡 = = 37058.824𝑁
68

𝑓𝑡 tan 20
𝑓𝑟 = = 15574.957𝑁
cos 30

𝑓𝑎 = 𝑓𝑡 ∗ tan 30 = 682500 ∗ tan 30 = 21395.922𝑁

3.2.5 Strength analysis of gear

Material we select for pinion is plain carbon steel Fe 410

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Ultimate strength = 400Mpa

Modulus of elasticity (E) = 200Gpa

Material we select for gear is gray CI FG200

Ultimate strength = 200Mpa

Modulus of elasticity (E) = 82Gpa

Assumptions for all gears and pinions: pressure angle (∅) = 20℃

Factor of safety (n) = 2.5

Service factor (𝑐𝑠 ) will be chosen from [10] table 18.13. Then let it to be 1.25

Load distribution factor (𝑐𝑚 ) 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, 𝑧𝑝 = 𝑧5 = 36, 𝑧𝑔 = 𝑧4 = 63𝑦𝑝 = 0.154 − =
36

𝐿𝑒𝑤𝑖𝑠 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑦) 𝑓𝑜𝑟 𝑔𝑒𝑎𝑟 𝑤𝑖𝑙𝑙 𝑏𝑒

0.912 0.912
𝑦𝑝 = 0.154 − = 0.154 − = 0.1286
36 36

𝐿𝑒𝑤𝑖𝑠 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑦) 𝑓𝑜𝑟 𝑔𝑒𝑎𝑟 𝑤𝑖𝑙𝑙 𝑏𝑒

0.912 0.912
𝑦𝑔 = 0.154 − = 0.154 − = 0.1395
63 63

𝐿𝑒𝑡’𝑠 𝑐ℎ𝑒𝑐𝑘 𝑤𝑒𝑎𝑘𝑒𝑟 𝑤ℎ𝑒𝑒𝑙 𝑓𝑟𝑜𝑚 𝑝𝑖𝑛𝑖𝑜𝑛 𝑎𝑛𝑑 𝑔𝑒𝑎𝑟

𝜎1 𝑦𝑝 = 400 ∗ 0.12286 = 49.144𝑁/𝑚𝑚^2

𝜎1 𝑦𝑔 = 200 ∗ 0.1395 = 55.81𝑁/𝑚𝑚^2

𝐻𝑒𝑛𝑐𝑒, 𝜎1 𝑦𝑔 < 𝜎1 𝑦𝑝 𝑡ℎ𝑒𝑛 𝑔𝑒𝑎𝑟 𝑖𝑠 𝑤𝑒𝑎𝑘𝑒𝑟.

𝑃𝑖𝑡𝑐ℎ 𝑙𝑖𝑛𝑒 𝑣𝑒𝑙𝑜𝑐𝑖𝑡𝑦 (𝑣):

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 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

𝜋 ∗ 𝑑𝑝 ∗ 𝑁 𝜋 ∗ 36 ∗ 3500 6.597𝑚
𝑣= 3
= =
60 ∗ 10 60 ∗ 103 𝑠𝑒𝑐

103 ∗ 𝑝 2𝜋𝑁𝑇
𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 (𝑓𝑡 ): 𝑓𝑡 = … … 𝑏𝑢𝑡 𝑝 =
𝑣 60

2𝜋𝑁𝑇
103 ∗ (60000) 103 ∗ (2𝜋𝑁𝑇) 103 ∗ (2𝜋 ∗ 3500 ∗ 360)
𝑓𝑡 = = = = 20𝑘𝑁
𝑣 60000𝑣 60000 ∗ 6.597

𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑙𝑜𝑎𝑑 (𝐹𝑚𝑎𝑥 ) = 𝑐𝑠 ∗ 𝑐𝑚 ∗ 𝑓𝑡 = 1.25 ∗ 1.3 ∗ 2 ∗ 10^4 = 32500𝑁

8𝑚
𝑉𝑒𝑙𝑜𝑐𝑖𝑡𝑦 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑐𝑣 )𝑓𝑜𝑟 𝑣 <
6.597𝑚
sec (𝑖. 𝑒. 𝑣 = 𝑠𝑒𝑐 )

3.05 3.05
𝑐𝑣 = = = 0.3161
3.05 + 𝑣 3.05 + 6.597

𝐸𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑙𝑜𝑎𝑑 (𝑓𝑒𝑓𝑓 )𝑤𝑖𝑙𝑙 𝑏𝑒:

𝐹𝑚𝑎𝑥 3250 0
𝑓𝑒𝑓𝑓 = = = 102815.56 𝑁
𝑐𝑣 0.3161

21𝑣 (𝑐𝑏 + 𝐹𝑚𝑎𝑥 )

𝐼𝑛𝑐𝑟𝑒𝑚𝑒𝑛𝑡 𝑙𝑜𝑎𝑑 (𝐹𝑖 ) =
21𝑣 + √𝑐𝑏 + 𝐹𝑚𝑎𝑥

𝑒
𝐵𝑢𝑡, 𝑐 = … … … … . . 𝐸𝑝 = 200𝐺𝑝𝑎
1 1
𝑘1 (𝐸 + 𝐸 )
𝑝 𝑔

𝐸𝑔 = 82𝐺𝑝, 𝑒 = 𝑒𝑝 + 𝑒𝑔

𝑒𝑝 = 32 + 2.5 (6 + 0.25√𝑑𝑝 )

𝑒𝑝 = 32 + 2.5(6 + 0.25√36) = 50.75

𝑒𝑔 = 32 + 2.5 (6 + 0.25√𝑑𝑔 )

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𝑒𝑔 = 32 + 2.5(6 + 0.25√63) = 51.96

𝑒 = 50.75 + 51.96 = 102.71𝜇𝑚

𝑘1 = 9 𝑓𝑜𝑟 20° 𝐹𝐷 𝑖𝑛𝑣𝑜𝑙𝑢𝑡𝑒 𝑡𝑒𝑒𝑡ℎ

102.71 ∗ 10−3 ∗ 103 𝑁

𝑐= = 663.69
1 1 𝑚𝑚
9( + )
200 82

21 ∗ 6.785 ( 663.69 ∗ 25 + 32500 )

𝑇ℎ𝑒𝑛 𝑛𝑜𝑤, 𝑙𝑒𝑡𝑠 𝑐𝑎𝑙𝑐𝑢𝑙𝑎𝑡𝑒 𝑖𝑛𝑐𝑟𝑒𝑚𝑒𝑛𝑡 𝑙𝑜𝑎𝑑: 𝐹𝑖 =
21 ∗ 6.785 + √ 663.69 ∗ 25 + 32500

6994909.24
= = 24.61𝑘 𝑁
284.23

𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝑙𝑜𝑎𝑑 (𝐹𝑑 ): 𝐹𝑑 = 𝐹𝑚𝑎𝑥 + 𝐹𝑖 = 32500 + 9359.034 = 57.1𝑘 𝑁

𝐵𝑒𝑎𝑚 𝑠𝑡𝑟𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑔𝑒𝑎𝑟 𝑡𝑒𝑒𝑡ℎ (𝐹𝑏 ):

200
𝐹𝑏 = 𝜎𝑑2 ∗ 𝜋 ∗ 𝑦𝑔 ∗ 𝑚 ∗ 𝑏 … … … … … … … … 𝜎𝑑2 = = 66.667𝑚 = 6, 𝑏 = 25𝑚𝑚
3

𝐹𝑏 = 66.667 ∗ 𝜋 ∗ 0.12255 ∗ 6 ∗ 25 = 3850.04𝑁

𝑊𝑒𝑎𝑟 𝑙𝑜𝑎𝑑 (𝐹𝑤 ):

𝐹𝑤 = 𝑑𝑝 ∗ 𝑏 ∗ 𝑄 ∗ 𝐾 … … … … … … … … … … … … … … … . 𝑑𝑝 = 84𝑚𝑚, 𝑏 = 25

2𝑧𝑔 2 ∗ 63
𝑄= = = 1.273
𝑧𝑔 + 𝑧𝑝 36 + 63

𝐵𝐻𝑁 2
𝐾 = 𝑙𝑜𝑎𝑑 𝑠𝑡𝑟𝑒𝑠𝑠 𝑓𝑎𝑐𝑡𝑜𝑟, 𝑓𝑟𝑜𝑚 𝑡𝑎𝑏𝑙𝑒 18.20 = 0.2413 ( ) ,
100

𝐿𝑒𝑡 𝑠𝑢𝑟𝑓𝑎𝑐𝑒 ℎ𝑎𝑟𝑑𝑛𝑒𝑠𝑠 𝑜𝑓 𝑝𝑖𝑛𝑖𝑜𝑛 𝑚𝑎𝑑𝑒 𝑜𝑓 𝐹𝑒 410 = 300 𝐵𝐻𝑁,

300 2
K = 0.2413 ( ) = 2.172
100

𝐹𝑤 = 25 ∗ 84 ∗ 1.273 ∗ 2.172 = 5806.41 𝑁

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𝑬𝒏𝒅𝒖𝒓𝒂𝒏𝒄𝒆 𝒔𝒕𝒓𝒆𝒏𝒈𝒕𝒉 𝒐𝒇 𝒈𝒆𝒂𝒓 (𝑭𝒆 ):

𝐹𝑒 = 𝑠𝑒 ∗ 𝑏 ∗ 𝜋 ∗ 𝑦𝑝 ∗ 𝑚 … … … … … … … … … … 𝑠𝑒 = 𝑘𝑎 ∗ 𝑘𝑏 ∗ 𝑘𝑐 ∗ 𝑘𝑑 ∗ 𝑘𝑒 ∗ 𝑘𝑓 ∗ 𝑠 ′ 𝑒

𝐵𝑢𝑡 𝑘𝑎 = 0.74, 𝑘𝑏 = 0.85, 𝑘𝑐 = 0.897, 𝑘𝑑 = 1.0, 𝑘𝑒 = 1.4, 𝑘𝑓 = 0.944

𝑠 ′ 𝑒 = 0.5𝑠𝑢𝑡 = 0.5 ∗ 400 = 200

𝑠𝑒 = 0.74 ∗ 0.85 ∗ 0.897 ∗ 1 ∗ 1.4 ∗ 0.944 ∗ 200 = 149.132 𝑀𝑝𝑎

𝐹𝑒 = 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

𝐿𝑒𝑤𝑖𝑠 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑦)𝑓𝑜𝑟 𝑝𝑖𝑛𝑖𝑜𝑛 𝑤𝑖𝑙𝑙 𝑏𝑒

0.912 0.912
𝑦𝑝 = 0.154 − = 0.154 − = 0.1236
𝑧𝑝 30

𝑙𝑒𝑤𝑖𝑠 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑦)𝑓𝑜𝑟 𝑔𝑒𝑎𝑟 𝑤𝑖𝑙𝑙 𝑏𝑒

0.912 0.912
𝑦𝑔 = 0.154 − = 0.154 − = 0.1408
𝑧𝑔 69

𝐿𝑒𝑡𝑠 𝑐ℎ𝑒𝑐𝑘 𝑤𝑒𝑎𝑘𝑒𝑟 𝑤ℎ𝑒𝑒𝑙 𝑓𝑟𝑜𝑚 𝑝𝑖𝑛𝑖𝑜𝑛 𝑎𝑛𝑑 𝑔𝑒𝑎𝑟

𝜎1 𝑦𝑝 = 400 ∗ 0.1236 = 49.44𝑁/𝑚𝑚^2

𝜎1 𝑦𝑔 = 200 ∗ 0.1408 = 28.16𝑁/𝑚𝑚^2

𝐻𝑒𝑛𝑐𝑒, 𝜎1 𝑦𝑔 < 𝜎1 𝑦𝑝 𝑡ℎ𝑒𝑛 𝑔𝑒𝑎𝑟 𝑖𝑠 𝑤𝑒𝑎𝑘𝑒𝑟.

𝑃𝑖𝑡𝑐ℎ 𝑙𝑖𝑛𝑒 𝑣𝑒𝑙𝑜𝑐𝑖𝑡𝑦 (𝑣):

𝜋 ∗ 𝑑𝑝 ∗ 𝑁 𝜋 ∗ 30 ∗ 3500 𝑚
𝑉 = = = 5.5
60 ∗ 103 60 ∗ 103 𝑠𝑒𝑐

UNIVERSITY OF GONDAR IOT 49

 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

103 ∗ 𝑝 2𝜋𝑁𝑇
𝑡𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 (𝑓𝑡 ): 𝑓𝑡 = … 𝑏𝑢𝑡 𝑝 =
𝑣 60

2𝜋𝑁𝑇
103 ∗ (60000) 103 ∗ (2𝜋𝑁𝑇) 103 ∗ (2𝜋 ∗ 3500 ∗ 360)
𝑓𝑡 = = = = 23.9903𝑘𝑁
𝑣 60000𝑣 60000 ∗ 5.5

𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑙𝑜𝑎𝑑 (𝐹𝑚𝑎𝑥 ) = 𝑐𝑠 ∗ 𝑐𝑚 ∗ 𝑓𝑡 = 1.25 ∗ 1.3 ∗ 23990.34 = 38984.31𝑁

8𝑚
𝑉𝑒𝑙𝑜𝑐𝑖𝑡𝑦 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑐𝑣 )𝑓𝑜𝑟 𝑣 < ( ) (𝑖. 𝑒. 𝑣 = 5.5𝑚/𝑠𝑒𝑐)
𝑠𝑒𝑐

3.05 3.05
𝑐𝑣 = = = 0.357
3.05 + 𝑣 3.05 + 5.5

𝐸𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑙𝑜𝑎𝑑 (𝑓𝑒𝑓𝑓 )𝑤𝑖𝑙𝑙 𝑏𝑒:

𝐹𝑚𝑎𝑥 38984.31
𝑓𝑒𝑓𝑓 = = = 109.28389𝑘𝑁
𝑐𝑣 0.357

21𝑣 (𝑐𝑏 + 𝐹𝑚𝑎𝑥 )

𝐼𝑛𝑐𝑟𝑒𝑚𝑒𝑛𝑡 𝑙𝑜𝑎𝑑 (𝐹𝑖 ) =
21𝑣 + √𝑐𝑏 + 𝐹𝑚𝑎𝑥

𝑒
𝐵𝑢𝑡, 𝑐 = … … … … . . 𝐸𝑝 = 200𝐺𝑝𝑎
1 1
𝑘1 ( + )
𝐸𝑝 𝐸𝑔

𝐸𝑔 = 82𝐺𝑝𝑎, 𝑒 = 𝑒𝑝 + 𝑒𝑔

𝑒𝑝 = 32 + 2.5 (6 + 0.25√𝑑𝑝 )

𝑒𝑝 = 32 + 2.5(6 + 0.25√30) = 50.42

𝑒𝑔 = 32 + 2.5 (6 + 0.25√𝑑𝑔 )

𝑒𝑔 = 32 + 2.5(6 + 0.25√69) = 52.19

𝑒 = 50.42 + 52.19 = 102.6𝜇𝑚

UNIVERSITY OF GONDAR IOT 50

 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

𝑘1 = 9 𝑓𝑜𝑟 20° 𝐹𝐷 𝑖𝑛𝑣𝑜𝑙𝑢𝑡𝑒 𝑡𝑒𝑒𝑡ℎ

102.6 ∗ 10−3 ∗ 103 𝑁

𝑐= = 662.98
1 1 𝑚𝑚
9 (200 + 82)

𝑇ℎ𝑒𝑛 𝑛𝑜𝑤, 𝑙𝑒𝑡𝑠 𝑐𝑎𝑙𝑐𝑢𝑙𝑎𝑡𝑒 𝑖𝑛𝑐𝑟𝑒𝑚𝑒𝑛𝑡 𝑙𝑜𝑎𝑑:

21 ∗ 5.5 (662.98 ∗ 25 + 38984.31 ) 6417042.555

𝐹𝑖 = = = 18.27124 𝑘𝑁
21 ∗ 5.5 + √662.98 ∗ 25 + 38984.31 351.21

𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝑙𝑜𝑎𝑑 (𝐹𝑑 ): 𝐹𝑑 = 𝐹𝑚𝑎𝑥 + 𝐹𝑖 = 38984.31 + 1827124.24 = 77.97𝑘𝑁

𝐵𝑒𝑎𝑚 𝑠𝑡𝑟𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑔𝑒𝑎𝑟 𝑡𝑒𝑒𝑡ℎ (𝐹𝑏 ):

200
𝐹𝑏 = 𝜎𝑑2 ∗ 𝜋 ∗ 𝑦𝑔 ∗ 𝑚 ∗ 𝑏 , where 𝜎𝑑2 = = 66.667, 𝑚 = 6, 𝑏 = 25𝑚𝑚
3

𝐹𝑏 = 66.667 ∗ 𝜋 ∗ 0.12255 ∗ 6 ∗ 25 = 3850.21𝑁

𝑊𝑒𝑎𝑟 𝑙𝑜𝑎𝑑 (𝐹𝑤 ):

𝐹𝑤 = 𝑑𝑝 ∗ 𝑏 ∗ 𝑄 ∗ 𝐾 … … … … … … … … … … … … … . 𝑑𝑝 = 96𝑚𝑚, 𝑏 = 69

2𝑧𝑔 2 ∗ 69
𝑄= = = 1.394
𝑧𝑔 + 𝑧𝑝 69 + 30

𝐵𝐻𝑁 2
𝐾 = 𝑙𝑜𝑎𝑑 𝑠𝑡𝑟𝑒𝑠𝑠 𝑓𝑎𝑐𝑡𝑜𝑟, 𝑓𝑟𝑜𝑚 𝑡𝑎𝑏𝑙𝑒 18.20 𝐾 = 0.2413 ( )
100

300 2
Let surface hardness of pinion made of Fe 410 = 300 BHN 𝐾 = 0.2413 (100) = 2.172

𝐹𝑤 = 25 ∗ 96 ∗ 1.394 ∗ 2.172 = 7266.64𝑁

𝐸𝑛𝑑𝑢𝑟𝑎𝑛𝑐𝑒 𝑠𝑡𝑟𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑔𝑒𝑎𝑟 (𝐹𝑒 ):

𝐹𝑒 = 𝑠𝑒 ∗ 𝑏 ∗ 𝜋 ∗ 𝑦𝑝 ∗ 𝑚 … … … … … … … … … … 𝑠𝑒 = 𝑘𝑎 ∗ 𝑘𝑏 ∗ 𝑘𝑐 ∗ 𝑘𝑑 ∗ 𝑘𝑒 ∗ 𝑘𝑓 ∗ 𝑠 ′ 𝑒

𝐵𝑢𝑡 𝑘𝑎 = 0.74, 𝑘𝑏 = 0.85, 𝑘𝑐 = 0.897, 𝑘𝑑 = 1.0, 𝑘𝑒 = 1.4, 𝑘𝑓 = 0.944

UNIVERSITY OF GONDAR IOT 51

 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

𝑠 ′ 𝑒 = 0.5𝑠𝑢𝑡 = 0.5 ∗ 400 = 200

𝑠𝑒 = 0.74 ∗ 0.85 ∗ 0.897 ∗ 1 ∗ 1.4 ∗ 0.944 ∗ 200

= 149.132 𝑀𝑝𝑎

𝐹𝑒 = 149.132 ∗ 25 ∗ 𝜋 ∗ 0.11057 ∗ 4

= 5180.337 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 𝟐 𝒂𝒏𝒅 𝟕

𝐿𝑒𝑤𝑖𝑠 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑦) 𝑓𝑜𝑟 𝑝𝑖𝑛𝑖𝑜𝑛 𝑤𝑖𝑙𝑙 𝑏𝑒

0.912 0.912
𝑦𝑝 = 0.154 − = 0.154 − = 0.1423
𝑧𝑝 78

0.912 0.912
𝒍𝒆𝒘𝒊𝒔 𝒇𝒂𝒄𝒕𝒐𝒓 (𝒚)𝒇𝒐𝒓 𝒈𝒆𝒂𝒓 𝒘𝒊𝒍𝒍 𝒃𝒆 𝑦𝑔 = 0.154 − = 0.154 − = 0.11057
21 21

𝐿𝑒𝑡’𝑠 𝑐ℎ𝑒𝑐𝑘 𝑤𝑒𝑎𝑘𝑒𝑟 𝑤ℎ𝑒𝑒𝑙 𝑓𝑟𝑜𝑚 𝑝𝑖𝑛𝑖𝑜𝑛 𝑎𝑛𝑑 𝑔𝑒𝑎𝑟

𝜎1 𝑦𝑝 = 400 ∗ 0.1423 = 56.92𝑁/𝑚𝑚^2

𝜎1 𝑦𝑔 = 200 ∗ 0.11057 = 22.11𝑁/𝑚𝑚^2

𝐻𝑒𝑛𝑐𝑒, 𝜎1 𝑦𝑔 < 𝜎1 𝑦𝑝 𝑡ℎ𝑒𝑛 𝑔𝑒𝑎𝑟 𝑖𝑠 𝑤𝑒𝑎𝑘𝑒𝑟.

𝜋 ∗ 𝑑𝑝 ∗ 𝑁 𝜋 ∗ 78 ∗ 3500 𝑚
𝑃𝑖𝑡𝑐ℎ 𝑙𝑖𝑛𝑒 𝑣𝑒𝑙𝑜𝑐𝑖𝑡𝑦 (𝑣): 𝑉 = = = 14.29
60 ∗ 103 60 ∗ 103 𝑠𝑒𝑐

103 ∗ 𝑝 2𝜋𝑁𝑇
𝑡𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 (𝑓𝑡 ): 𝑓𝑡 = … 𝑏𝑢𝑡 𝑝 =
𝑣 60

2𝜋𝑁𝑇
103 ∗ (60000) 103 ∗ (2𝜋𝑁𝑇) 103 ∗ (2𝜋 ∗ 3500 ∗ 360)
𝑓𝑡 = = = = 9233.51 𝑁
𝑣 60000𝑣 60000 ∗ 14.29

UNIVERSITY OF GONDAR IOT 52

 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑙𝑜𝑎𝑑 (𝐹𝑚𝑎𝑥 ) = 𝑐𝑠 ∗ 𝑐𝑚 ∗ 𝑓𝑡 = 1.25 ∗ 1.3 ∗ 9233.51 = 15004.46𝑁

8𝑚
𝑉𝑒𝑙𝑜𝑐𝑖𝑡𝑦 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑐𝑣 )𝑓𝑜𝑟 𝑣 <
2.618𝑚
sec (𝑖. 𝑒. 𝑣 = 𝑠𝑒𝑐 )

3.05 3.05
𝑐𝑣 = = = 0.176
3.05 + 𝑣 3.05 + 14.29

𝐹𝑚𝑎𝑥 15004.46
𝑬𝒇𝒇𝒆𝒄𝒕𝒊𝒗𝒆 𝒍𝒐𝒂𝒅 (𝒇𝒆𝒇𝒇 )𝑤𝑖𝑙𝑙 𝑏𝑒: 𝑓𝑒𝑓𝑓 = = = 85304.045 𝑁
𝑐𝑣 0.176

21𝑣 (𝑐𝑏 + 𝐹𝑚𝑎𝑥 )

𝐼𝑛𝑐𝑟𝑒𝑚𝑒𝑛𝑡 𝑙𝑜𝑎𝑑 (𝐹𝑖 ) =
21𝑣 + √𝑐𝑏 + 𝐹𝑚𝑎𝑥

𝑒
𝐵𝑢𝑡, 𝑐 = … … 𝐸𝑝 = 200𝐺𝑝𝑎
1 1
𝑘1 (𝐸 + 𝐸 )
𝑝 𝑔

𝐸𝑔 = 82𝐺𝑝𝑎, 𝑒 = 𝑒𝑝 + 𝑒𝑔

𝑒𝑝 = 32 + 2.5 (6 + 0.25√𝑑𝑝 )

𝑒𝑝 = 32 + 2.5(6 + 0.25√78) = 52.52

𝑒𝑔 = 32 + 2.5 (6 + 0.25√𝑑𝑔 )

𝑒𝑔 = 32 + 2.5(6 + 0.25√21) = 49.86

𝑒 = 52.52 + 49.86 = 102.384𝜇𝑚

𝑘1 = 9 𝑓𝑜𝑟 20° 𝐹𝐷 𝑖𝑛𝑣𝑜𝑙𝑢𝑡𝑒 𝑡𝑒𝑒𝑡ℎ

102.384 ∗ 10−3 ∗ 103 𝑁

𝑐= = 661.58
1 1 𝑚𝑚
9 (200 + 82)

𝑻𝒉𝒆𝒏 𝒏𝒐𝒘, 𝒍𝒆𝒕’𝒔 𝒄𝒂𝒍𝒄𝒖𝒍𝒂𝒕𝒆 𝒊𝒏𝒄𝒓𝒆𝒎𝒆𝒏𝒕 𝒍𝒐𝒂𝒅:

UNIVERSITY OF GONDAR IOT 53

 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

21 ∗ 14.29 (661.58 ∗ 25 + 15004.46 ) 9466026.956

𝐹𝑖 = = = 19815.84 𝑁
21 ∗ 14.29 + √661.58 ∗ 25 + 15004.46 477.7

𝑫𝒚𝒏𝒂𝒎𝒊𝒄 𝒍𝒐𝒂𝒅 (𝑭𝒅 ): 𝐹𝑑 = 𝐹𝑚𝑎𝑥 + 𝐹𝑖 = 15004.48 + 19815.84 = 34820.32 𝑁

𝐵𝑒𝑎𝑚 𝑠𝑡𝑟𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑔𝑒𝑎𝑟 𝑡𝑒𝑒𝑡ℎ (𝐹𝑏 ):

200
𝐹𝑏 = 𝜎𝑑2 ∗ 𝜋 ∗ 𝑦𝑔 ∗ 𝑚 ∗ 𝑏 … … 𝜎𝑑2 = = 66.667, 𝑚 = 6, 𝑏 = 25𝑚𝑚
3

𝐹𝑏 = 66.667 ∗ 𝜋 ∗ 0.106 ∗ 6 ∗ 25 = 2220.069 𝑁

𝑾𝒆𝒂𝒓 𝒍𝒐𝒂𝒅 (𝑭𝒘 ): 𝐹𝑤 = 𝑑𝑝 ∗ 𝑏 ∗ 𝑄 ∗ 𝐾 … … … … … … … … … 𝑑𝑝 = 120𝑚𝑚, 𝑏 = 25

2𝑧𝑔 2 ∗ 21
𝑄= = = 0.424
𝑧𝑔 + 𝑧𝑝 78 + 21

𝐵𝐻𝑁
𝐾 = 𝑙𝑜𝑎𝑑 𝑠𝑡𝑟𝑒𝑠𝑠 𝑓𝑎𝑐𝑡𝑜𝑟, 𝑓𝑟𝑜𝑚 𝑡𝑎𝑏𝑙𝑒 18.20 = 0.2413 ( 100 )2 ,

300 2
Let surface hardness of pinion made of Fe 410 = 300 BHN 𝐾 = 0.2413 (100) = 2.172

𝐹𝑤 = 25 ∗ 120 ∗ 0.7755 ∗ 2.172 = 5053.158 𝑁

Endurance strength of gear (𝑭𝒆 ):

𝐹𝑒 = 𝑠𝑒 ∗ 𝑏 ∗ 𝜋 ∗ 𝑦𝑝 ∗ 𝑚 … … … … … … … … … … 𝑠𝑒 = 𝑘𝑎 ∗ 𝑘𝑏 ∗ 𝑘𝑐 ∗ 𝑘𝑑 ∗ 𝑘𝑒 ∗ 𝑘𝑓 ∗ 𝑠 ′ 𝑒

𝐵𝑢𝑡 𝑘𝑎 = 0.74, 𝑘𝑏 = 0.85, 𝑘𝑐 = 0.897, 𝑘𝑑 = 1.0, 𝑘𝑒 = 1.4, 𝑘𝑓 = 0.944

𝑠 ′ 𝑒 = 0.5𝑠𝑢𝑡 = 0.5 ∗ 400 = 200

𝑠𝑒 = 0.74 ∗ 0.85 ∗ 0.897 ∗ 1 ∗ 1.4 ∗ 0.944 ∗ 200 = 149.132 𝑀𝑝𝑎

𝐹𝑒 = 149.132 ∗ 25 ∗ 𝜋 ∗ 0.1236 ∗ 6 = 8686.212 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 𝟏 𝒂𝒏𝒅 𝟖

UNIVERSITY OF GONDAR IOT 54

 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

𝐿𝑒𝑤𝑖𝑠 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑦)𝑓𝑜𝑟 𝑝𝑖𝑛𝑖𝑜𝑛 𝑤𝑖𝑙𝑙 𝑏𝑒

0.912 0.912
𝑦𝑝 = 0.154 − = 0.154 − = 0.143
𝑧𝑝 84

𝑙𝑒𝑤𝑖𝑠 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑦)𝑓𝑜𝑟 𝑔𝑒𝑎𝑟 𝑤𝑖𝑙𝑙 𝑏𝑒

0.912 0.912
𝑦𝑔 = 0.154 − = 0.154 − = 0.0888
𝑧𝑔 14

𝐿𝑒𝑡𝑠 𝑐ℎ𝑒𝑐𝑘 𝑤𝑒𝑎𝑘𝑒𝑟 𝑤ℎ𝑒𝑒𝑙 𝑓𝑟𝑜𝑚 𝑝𝑖𝑛𝑖𝑜𝑛 𝑎𝑛𝑑 𝑔𝑒𝑎𝑟

𝜎1 𝑦𝑝 = 400 ∗ 0.143 = 57.26

𝜎1 𝑦𝑔 = 200 ∗ 0.0888 = 17.76

𝐻𝑒𝑛𝑐𝑒, 𝜎1 𝑦𝑔 < 𝜎1 𝑦𝑝 𝑡ℎ𝑒𝑛 𝑔𝑒𝑎𝑟 𝑖𝑠 𝑤𝑒𝑎𝑘𝑒𝑟.

𝜋 ∗ 𝑑𝑝 ∗ 𝑁 𝜋 ∗ 84 ∗ 3500 𝑚
𝑃𝑖𝑡𝑐ℎ 𝑙𝑖𝑛𝑒 𝑣𝑒𝑙𝑜𝑐𝑖𝑡𝑦 (𝑣): 𝑉 = = = 15.39
60 ∗ 103 60 ∗ 103 𝑠𝑒𝑐

103 ∗ 𝑝 2𝜋𝑁𝑇
𝑡𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 (𝑓𝑡 ): 𝑓𝑡 = … … … … … … … … … … . . 𝑏𝑢𝑡 𝑝 =
𝑣 60

2𝜋𝑁𝑇
103 ∗ (60000) 103 ∗ (2𝜋𝑁𝑇) 103 ∗ (2𝜋 ∗ 3500 ∗ 360)
𝑓𝑡 = = = = 8571.43 𝑁
𝑣 60000𝑣 60000 ∗ 15.39

𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑙𝑜𝑎𝑑 (𝐹𝑚𝑎𝑥 ) = 𝑐𝑠 ∗ 𝑐𝑚 ∗ 𝑓𝑡 = 1.25 ∗ 1.3 ∗ 8571.43 = 13928.57 𝑁

8𝑚
𝑉𝑒𝑙𝑜𝑐𝑖𝑡𝑦 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑐𝑣 )𝑓𝑜𝑟 𝑣 < ,
2.618𝑚
sec (𝑖. 𝑒. 𝑣 = 𝑠𝑒𝑐 )

3.05 3.05
𝑐𝑣 = = = 0.165
3.05 + 𝑣 3.05 + 15.39

𝐹𝑚𝑎𝑥 13928.57
𝐸𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑙𝑜𝑎𝑑 (𝑓𝑒𝑓𝑓 )𝑤𝑖𝑙𝑙 𝑏𝑒: 𝑓𝑒𝑓𝑓 = = = 84210.76 𝑁
𝑐𝑣 0.165

UNIVERSITY OF GONDAR IOT 55

 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

21𝑣 (𝑐𝑏 + 𝐹𝑚𝑎𝑥 )

𝐼𝑛𝑐𝑟𝑒𝑚𝑒𝑛𝑡 𝑙𝑜𝑎𝑑 (𝐹𝑖 ) =
21𝑣 + √𝑐𝑏 + 𝐹𝑚𝑎𝑥

𝑒
𝐵𝑢𝑡, 𝑐 = … … … … . . 𝐸𝑝 = 200𝐺𝑝𝑎
1 1
𝑘1 (𝐸 + 𝐸 )
𝑝 𝑔

𝐸𝑔 = 82𝐺𝑝𝑎, 𝑒 = 𝑒𝑝 + 𝑒𝑔

𝑒𝑝 = 32 + 2.5 (4 + 0.25√𝑑𝑝 )

𝑒𝑝 = 32 + 2.5(6 + 0.25√84) = 52.73

𝑒𝑔 = 32 + 2.5 (6 + 0.25√𝑑𝑔 )

𝑒𝑔 = 32 + 2.5(4 + 0.25√14) = 44.34

𝑒 = 52.73 + 44.34 = 97.07𝜇𝑚

97.07 ∗ 10−3 ∗ 103 𝑁

𝑘1 = 9 𝑓𝑜𝑟 20° 𝐹𝐷 𝑖𝑛𝑣𝑜𝑙𝑢𝑡𝑒 𝑡𝑒𝑒𝑡ℎ 𝑐= = 627.25
1 1 𝑚𝑚
9 (200 + 82)

𝑇ℎ𝑒𝑛 𝑛𝑜𝑤, 𝑙𝑒𝑡𝑠 𝑐𝑎𝑙𝑐𝑢𝑙𝑎𝑡𝑒 𝑖𝑛𝑐𝑟𝑒𝑚𝑒𝑛𝑡 𝑙𝑜𝑎𝑑:

21 ∗ 15.39 (627.25 ∗ 25 + 13928.57 ) 159569597.73

𝐹𝑖 = = = 19322.37 𝑁
21 ∗ 15.39 + √627.25 ∗ 25 + 13928.57 495.26

𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝑙𝑜𝑎𝑑 (𝐹𝑑 ): 𝐹𝑑 = 𝐹𝑚𝑎𝑥 + 𝐹𝑖 = 13928.57 + 19322.37 = 33250.94 𝑁

𝐵𝑒𝑎𝑚 𝑠𝑡𝑟𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑔𝑒𝑎𝑟 𝑡𝑒𝑒𝑡ℎ (𝐹𝑏 ):

200
𝐹𝑏 = 𝜎𝑑2 ∗ 𝜋 ∗ 𝑦𝑔 ∗ 𝑚 ∗ 𝑏 … … … … … … … … 𝜎𝑑2 = = 66.667, 𝑚 = 6, 𝑏 = 25𝑚𝑚
3

𝐹𝑏 = 66.667 ∗ 𝜋 ∗ 0.0888 ∗ 6 ∗ 25 = 2764.74 𝑁

𝑊𝑒𝑎𝑟 𝑙𝑜𝑎𝑑 (𝐹𝑤 ):

UNIVERSITY OF GONDAR IOT 56

 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

𝐹𝑤 = 𝑑𝑝 ∗ 𝑏 ∗ 𝑄 ∗ 𝐾 … … … … … … … … … … … 𝑑𝑝 = 140𝑚𝑚, 𝑏 = 25

2𝑧𝑔 2 ∗ 14
𝑄= = = 0.286
𝑧𝑔 + 𝑧𝑝 84 + 14

𝐵𝐻𝑁
𝐾 = 𝑙𝑜𝑎𝑑 𝑠𝑡𝑟𝑒𝑠𝑠 𝑓𝑎𝑐𝑡𝑜𝑟, 𝑓𝑟𝑜𝑚 𝑡𝑎𝑏𝑙𝑒 18.20 = 0.2413 ( 100 )2

300 2
Let surface hardness of pinion made of Fe 410 = 300 BHN 𝐾 = 0.2413 (100) = 2.172

𝐹𝑤 = 25 ∗ 140 ∗ 0.286 ∗ 2.172 = 2172 𝑁

𝑬𝒏𝒅𝒖𝒓𝒂𝒏𝒄𝒆 𝒔𝒕𝒓𝒆𝒏𝒈𝒕𝒉 𝒐𝒇 𝒈𝒆𝒂𝒓 (𝑭𝒆 ):

𝐹𝑒 = 𝑠𝑒 ∗ 𝑏 ∗ 𝜋 ∗ 𝑦𝑝 ∗ 𝑚 … … … … … … 𝑠𝑒 = 𝑘𝑎 ∗ 𝑘𝑏 ∗ 𝑘𝑐 ∗ 𝑘𝑑 ∗ 𝑘𝑒 ∗ 𝑘𝑓 ∗ 𝑠 ′ 𝑒

𝐵𝑢𝑡 𝑘𝑎 = 0.74, 𝑘𝑏 = 0.85, 𝑘𝑐 = 0.897, 𝑘𝑑 = 1.0, 𝑘𝑒 = 1.4, 𝑘𝑓 = 0.944

𝑠 ′ 𝑒 = 0.5𝑠𝑢𝑡 = 0.5 ∗ 400 = 200

𝑠𝑒 = 0.74 ∗ 0.85 ∗ 0.897 ∗ 1 ∗ 1.4 ∗ 0.944 ∗ 200 = 149.132 𝑀𝑝𝑎

𝐹𝑒 = 149.132 ∗ 25 ∗ 𝜋 ∗ 0.143 ∗ 6 = 10049.58𝑁

Since the dynamic load is greater than the wear and endurance load, then our design of gear 4 and
5 is safe.

𝑭𝒐𝒓 𝒓𝒆𝒗𝒆𝒓𝒔𝒆 𝒈𝒆𝒂𝒓 (𝒈𝒆𝒂𝒓 𝟗 𝒂𝒏𝒅 𝟏𝟎)

𝐿𝑒𝑤𝑖𝑠 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑦)𝑓𝑜𝑟 𝑝𝑖𝑛𝑖𝑜𝑛 𝑤𝑖𝑙𝑙 𝑏𝑒

0.912 0.912
𝑦𝑝 = 0.154 − = 0.154 − = 0.103
𝑧𝑝 18

𝐿𝑒𝑤𝑖𝑠 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑦) 𝑓𝑜𝑟 𝑔𝑒𝑎𝑟 𝑤𝑖𝑙𝑙 𝑏𝑒

0.912 0.912
𝑦𝑔 = 0.154 − = 0.154 − = 0.143
𝑧𝑔 84

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 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

Let’s check weaker wheel from pinion and gear

𝜎1 𝑦𝑝 = 400 ∗ 0.103 = 41.33

𝜎1 𝑦𝑔 = 200 ∗ 0.1084 = 21.68

𝐻𝑒𝑛𝑐𝑒, 𝜎1 𝑦𝑔 < 𝜎1 𝑦𝑝 𝑡ℎ𝑒𝑛 𝑔𝑒𝑎𝑟 𝑖𝑠 𝑤𝑒𝑎𝑘𝑒𝑟.

𝑃𝑖𝑡𝑐ℎ 𝑙𝑖𝑛𝑒 𝑣𝑒𝑙𝑜𝑐𝑖𝑡𝑦 (𝑣):

𝜋 ∗ 𝑑𝑝 ∗ 𝑁 𝜋 ∗ 18 ∗ 3500 𝑚
𝑉 = 3
= 3
= 3.3
60 ∗ 10 60 ∗ 10 𝑠𝑒𝑐

2𝜋𝑁𝑇
103 ∗ 𝑝 2𝜋𝑁𝑇 103 ∗ (60000)
𝑡𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 (𝑓𝑡 ): 𝑓𝑡 = … … 𝑏𝑢𝑡 𝑝 = =
𝑣 60 𝑣

103 ∗ (2𝜋𝑁𝑇) 103 ∗ (2𝜋 ∗ 3500 ∗ 360)

𝑓𝑡 = = = 40000 𝑁
60000𝑣 60000 ∗ 3.3

𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑙𝑜𝑎𝑑 (𝐹𝑚𝑎𝑥 ) = 𝑐𝑠 ∗ 𝑐𝑚 ∗ 𝑓𝑡 = 1.25 ∗ 1.3 ∗ 40000 = 65000 𝑁

8𝑚
𝑉𝑒𝑙𝑜𝑐𝑖𝑡𝑦 𝑓𝑎𝑐𝑡𝑜𝑟 (𝑐𝑣 )𝑓𝑜𝑟 𝑣 < ,
2.618𝑚
sec (𝑖. 𝑒. 𝑣 = )
𝑠𝑒𝑐

3.05 3.05
𝑐𝑣 = = = 0.48
3.05 + 𝑣 3.05 + 3.3

𝐸𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑙𝑜𝑎𝑑 (𝑓𝑒𝑓𝑓 )𝑤𝑖𝑙𝑙 𝑏𝑒:

𝐹𝑚𝑎𝑥 65000
𝑓𝑒𝑓𝑓 = = = 135327.87 𝑁
𝑐𝑣 0.48

21𝑣 (𝑐𝑏 + 𝐹𝑚𝑎𝑥 )

𝐼𝑛𝑐𝑟𝑒𝑚𝑒𝑛𝑡 𝑙𝑜𝑎𝑑 (𝐹𝑖 ) =
21𝑣 + √𝑐𝑏 + 𝐹𝑚𝑎𝑥

𝑒
𝐵𝑢𝑡, 𝑐 = … … … … . . 𝐸𝑝 = 200𝐺𝑝𝑎
1 1
𝑘1 (𝐸 + 𝐸 )
𝑝 𝑔

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 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

𝐸𝑔 = 82𝐺𝑝𝑎, 𝑒 = 𝑒𝑝 + 𝑒𝑔

𝑒𝑝 = 32 + 2.5 (4 + 0.25√𝑑𝑝 )

𝑒𝑝 = 32 + 2.5(6 + 0.25√18) = 49.65

𝑒𝑔 = 32 + 2.5 (6 + 0.25√𝑑𝑔 )

𝑒𝑔 = 32 + 2.5(4 + 0.25√84) = 52.73

𝑒 = 49.65 + 52.73 = 102.38𝜇𝑚

𝑘1 = 9 𝑓𝑜𝑟 20° 𝐹𝐷 𝑖𝑛𝑣𝑜𝑙𝑢𝑡𝑒 𝑡𝑒𝑒𝑡ℎ

102.38 ∗ 10−3 ∗ 103 𝑁

𝑐= = 661.56
1 1 𝑚𝑚
9 (200 + 82)

Then now, let’s calculate increment load:

21 ∗ 3.3 (661.57 ∗ 25 + 65000 ) 5650670.025

𝐹𝑖 = = = 15924.109 𝑁
21 ∗ 3.3 + √661.56 ∗ 25 + 65000 354.85

𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝑙𝑜𝑎𝑑 (𝐹𝑑 ): 𝐹𝑑 = 𝐹𝑚𝑎𝑥 + 𝐹𝑖 = 65000 + 15924.109 = 80924.109 𝑁

𝐵𝑒𝑎𝑚 𝑠𝑡𝑟𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑔𝑒𝑎𝑟 𝑡𝑒𝑒𝑡ℎ (𝐹𝑏 ):

200
𝐹𝑏 = 𝜎𝑑2 ∗ 𝜋 ∗ 𝑦𝑔 ∗ 𝑚 ∗ 𝑏 … … … … … … … 𝜎𝑑2 = = 66.667, 𝑚 = 4, 𝑏 = 25𝑚𝑚
3

𝐹𝑏 = 66.667 ∗ 𝜋 ∗ 0.1084 ∗ 6 ∗ 25 = 3405.5 𝑁

𝑊𝑒𝑎𝑟 𝑙𝑜𝑎𝑑 (𝐹𝑤 ): 𝐹𝑤 = 𝑑𝑝 ∗ 𝑏 ∗ 𝑄 ∗ 𝐾 … … … … … … … … … … … … . 𝑑𝑝 = 25𝑚𝑚, 𝑏 = 25

2𝑧𝑔 2 ∗ 84
𝑄= = = 1.65
𝑧𝑔 + 𝑧𝑝 84 + 18

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 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

𝐵𝐻𝑁 2
𝐾 = 𝑙𝑜𝑎𝑑 𝑠𝑡𝑟𝑒𝑠𝑠 𝑓𝑎𝑐𝑡𝑜𝑟, 𝑓𝑟𝑜𝑚 𝑡𝑎𝑏𝑙𝑒 18.20 = 0.2413 ( ) ,
100

300
Let surface hardness of pinion made of 𝐹𝑒 410 = 300 𝐵𝐻𝑁 𝐾 = 0.2413 (100)2 = 2.172

𝐹𝑤 = 25 ∗ 25 ∗ 1.65 ∗ 2.172 = 2235.88 𝑁

Endurance strength of gear (𝑭𝒆 ):

𝐹𝑒 = 𝑠𝑒 ∗ 𝑏 ∗ 𝜋 ∗ 𝑦𝑝 ∗ 𝑚 … … … … … … … … … … 𝑠𝑒 = 𝑘𝑎 ∗ 𝑘𝑏 ∗ 𝑘𝑐 ∗ 𝑘𝑑 ∗ 𝑘𝑒 ∗ 𝑘𝑓 ∗ 𝑠 ′ 𝑒

𝐵𝑢𝑡 𝑘𝑎 = 0.74, 𝑘𝑏 = 0.85, 𝑘𝑐 = 0.897, 𝑘𝑑 = 1.0, 𝑘𝑒 = 1.4, 𝑘𝑓 = 0.944

𝑠 ′ 𝑒 = 0.5𝑠𝑢𝑡 = 0.5 ∗ 400 = 200

𝑠𝑒 = 0.74 ∗ 0.85 ∗ 0.897 ∗ 1 ∗ 1.4 ∗ 0.944 ∗ 200 = 149.132 𝑀𝑝𝑎

𝐹𝑒 = 149.132 ∗ 25 ∗ 𝜋 ∗ 0.103 ∗ 6 = 7238.51 𝑁

Since the dynamic load is greater than the wear and endurance load, then our design of gear 4 and
5 is safe.

3.2.6 Stress analysis of gears

𝐹𝑡 ∗ 𝑑
𝑇𝑤𝑖𝑠𝑡𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 (𝑀𝑡 ) = … … 𝐹𝑡 = 𝑡𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 𝑙𝑜𝑎𝑑 𝑜𝑓 𝑡ℎ𝑒 𝑔𝑒𝑎𝑟
2

𝑑 = 𝑝𝑖𝑡𝑐ℎ 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑡ℎ𝑒 𝑔𝑒𝑎𝑟

𝐹𝑏
𝐴𝑙𝑙𝑜𝑤𝑎𝑏𝑙𝑒 𝑠𝑡𝑎𝑡𝑖𝑐 𝑠𝑡𝑟𝑒𝑠𝑠 (𝜎) = … … … 𝐹𝑏 = 𝐹𝑚𝑎𝑥 𝑜𝑓 𝑡ℎ𝑒 𝑔𝑒𝑎𝑟
𝑏∗𝜋∗𝑦∗𝑚

𝑏 = 𝑓𝑎𝑐𝑒 𝑤𝑖𝑑𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑔𝑒𝑎𝑟, 𝑦 = 𝑙𝑒𝑤𝑖𝑠 𝑜𝑓 𝑡ℎ𝑒 𝑔𝑒𝑎𝑟, 𝑚 = 𝑚𝑜𝑑𝑢𝑙𝑒𝑠

𝑖 + 1 𝑖 + 1 𝐸 (𝑀𝑡 )
𝐶𝑟𝑢𝑠ℎ𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 = 74 √
𝑎 𝑖𝑏

𝑖+1
𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 = 𝑀 … … … … … … 𝑖 = 𝑔𝑒𝑎𝑟 𝑟𝑎𝑡𝑖𝑜
𝑎𝑚𝑏𝑦 𝑡

UNIVERSITY OF GONDAR IOT 60

 DESIGN OF SLIDING MESH GEAR BOX 2012E.C

𝑎 = 𝑎𝑑𝑑𝑒𝑛𝑑𝑢𝑚, 𝐸 = 𝑚𝑜𝑑𝑢𝑙𝑒𝑠 𝑜𝑓 𝑒𝑙𝑎𝑠𝑡𝑖𝑐𝑖𝑡𝑦, 𝑀𝑡 = 𝑡𝑤𝑖𝑠𝑡𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡

For gear 4 and 5 (3rd gear)

𝐹𝑡 = 20000 𝑁, 𝐹𝑏 = 𝐹𝑚𝑎𝑥 = 3850.04𝑁

𝑏 = 25𝑚𝑚, 𝑚 = 6, 𝑖 = 1.3, 𝑦 = 0.1286, 𝐸 = 200𝐺𝑝𝑎, 𝑎 = 6𝑚𝑚

𝐹𝑡 ∗ 𝑑 20000 ∗ 126
𝑇ℎ𝑒𝑛, 𝑡𝑤𝑖𝑠𝑡𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 𝑀𝑡 = = = 126000𝑁𝑚𝑚 = 126.0 𝑁𝑚
2 2

𝑖 + 1 𝑖 + 1 𝐸 (𝑀𝑡 )
𝐶𝑟𝑢𝑠ℎ𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 = 74 √
𝑎 𝑖𝑏

1.3 + 1 1.3 + 1 ∗ 200 (1260000) 𝑁

= 74 √ = 7898.91
6 1.3 ∗ 25 𝑚𝑚2

𝑖+1 1.3 + 1 𝑁
𝑏𝑒𝑛𝑑𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 = 𝑀𝑡 = ∗ 126000 = 2503.888
𝑎∗𝑚∗𝑏∗𝑦 6 ∗ 6 ∗ 25 ∗ 0.1286 𝑚𝑚2

For gear 3 and 6 𝐹𝑡 = 23990.3 𝑁, 𝐹𝑏 = 38550.21 𝑁, 𝑏 = 25𝑚𝑚, 𝑚 = 6, 𝑖 = 2.5, 𝑦 =

𝐹𝑡 ∗𝑑 23990.3 ∗180
0.1236, 𝐸 = 200𝐺𝑝𝑎, 𝑎 = 6𝑚𝑚. 𝑇ℎ𝑒𝑛, 𝑡𝑤𝑖𝑠𝑡𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 𝑀𝑡 = =
2 2

= 2159127 𝑁𝑚𝑚 = 215.9127 𝑁𝑚

𝑖 + 1 𝑖 + 1 𝐸 (𝑀𝑡 )
𝐶𝑟𝑢𝑠ℎ𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 = 74 √
𝑎 𝑖𝑏

2.5 + 1 2.5 + 1 ∗ 200 (2159127) 𝑁

= 74 √ = 2310.627
6 2.5 ∗ 25 𝑚𝑚2

𝑖+1 2.5 + 1 𝑁
𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 = 𝑀𝑡 = ∗ 215.9127 = 6793.3697
𝑎 ∗ 𝑚𝑏𝑦 36 ∗ 25 ∗ 0.1236 𝑚𝑚2

𝑭𝒐𝒓 𝒈𝒆𝒂𝒓 𝟐 𝒂𝒏𝒅 𝟕

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𝐹𝑡 = 9233.51 𝑁 , 𝐹𝑏 = 2220.069 𝑁, 𝑏 = 25𝑚𝑚,

𝑚 = 6, 𝑖 = 2.1, 𝑦 = 0.1423, 𝐸 = 200𝐺𝑝𝑎, 𝑎 = 6𝑚𝑚

𝐹𝑡 ∗ 𝑑 923.351 ∗ 120
𝑇ℎ𝑒𝑛, 𝑡𝑤𝑖𝑠𝑡𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 𝑀𝑡 = = = 55401.06 𝑁𝑚𝑚
2 2
= 55.40106 𝑁𝑚

𝑖 + 1 𝑖 + 1 𝐸 (𝑀𝑡 )
𝐶𝑟𝑢𝑠ℎ𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 = 74 √
𝑎 𝑖𝑏

2.1 + 1 2.1 + 1 ∗ 200 (55401.06) 𝑁

= 74 √ = 5554.3923
6 2.1 ∗ 25 𝑚𝑚2

𝑖+1 2.1 + 1 𝑁
𝑏𝑒𝑛𝑑𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 = 𝑀𝑡 = ∗ 55401.06 = 1341.011
𝑎𝑚𝑏𝑦 36 ∗ 25 ∗ 0.1423 𝑚𝑚2

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

𝐹𝑡 ∗ 𝑑 8571.43 ∗ 84
𝑇ℎ𝑒𝑛, 𝑡𝑤𝑖𝑠𝑡𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 𝑀𝑡 = = = 36000.006𝑁𝑚𝑚 = 36.0000 𝑁𝑚
2 2

𝑖 + 1 𝑖 + 1 𝐸 (𝑀𝑡 )
𝐶𝑟𝑢𝑠ℎ𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 = 74 √
𝑎 𝑖𝑏

3.4 + 1 3.4 + 1 ∗ 200 (36000.006) 𝑁

= 74 √ = 1579.39216
6 3.4 ∗ 25 𝑚𝑚2

𝑖+1 3.4 + 1 𝑁
𝑏𝑒𝑛𝑑𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 = 𝑀𝑡 = ∗ 36000.006 = 12.3077
𝑎𝑚𝑏𝑦 36 ∗ 25 ∗ 0.143 𝑚𝑚2

𝑭𝒐𝒓 𝒓𝒆𝒗𝒆𝒓𝒔𝒆 𝒈𝒆𝒂𝒓 𝟗 𝒂𝒏𝒅 𝟏𝟎

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𝐹𝑡 = 40000𝑁 , 𝑑𝑝 = 45 , 𝐹𝑏 = 3405.5 , 𝑏 = 25𝑚𝑚. 𝑚 = 6, 𝑖 = 3.5, 𝑦 = 0.103 𝐸

= 200𝐺𝑝, 𝑎 = 6𝑚𝑚

𝐹𝑡 ∗ 𝑑 3900.28 ∗ 45
𝑇ℎ𝑒𝑛, 𝑡𝑤𝑖𝑠𝑡𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 𝑀𝑡 = = = 90000𝑁𝑚𝑚 = 90.0𝑁𝑚
2 2

𝑖 + 1 𝑖 + 1 𝐸 (𝑀𝑡 )
𝐶𝑟𝑢𝑠ℎ𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 = 74 √
𝑎 𝑖𝑏

3.5 + 1 3.5 + 1 ∗ 200 (900000) 𝑁

= 74 √ = 796.02226
6 3.5 ∗ 25 𝑚𝑚2

𝑖+1 3.5 + 1 𝑁
𝑏𝑒𝑛𝑑𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 = 𝑀𝑡 = ∗ 900000 = 314.6853
𝑎𝑚𝑏𝑦 36 ∗ 25 ∗ 0.143 𝑚𝑚2

3.3 Shaft design

shaft is a rotating member, usually of circular cross section, used to transmit power or motion. 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 non-rotating member
that carries no torque and is used to support rotating wheels, pulleys, and the like. The automotive
axle is not a true axle; the term is a carry-over from the horse-and-buggy era, when the wheels
rotated on non-rotating members. A non-rotating axle can readily be designed and analyzed as a
static beam, and will not warrant the special attention given in this chapter to the rotating shafts
which are subject to fatigue loading

3.3.1 Material selection

The material in a step (shoulder) has a surface free of shear. Some material loafs, so other material
is more distressed and distorts more. The existence of keyways, splines, and tapered sections
increases angular flexibility also. When a coupling is keyed or splined to a shaft, that shaft can be
considered to twist independently of the coupling for one-third of its hub length.

Most steels have similar moduli of elasticity, so that the rigidity requirement can be met by
geometric decisions, independent of the material choice among steels. Strength to resist loading
stresses affects the choice of material [12].

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The material used for shafts should have the following 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 wear resistant properties.

The material used for ordinary shafts is carbon steel of grades 40 C 8, 45 C 8, 50 C 4 and 50 C

Table 3. Mechanical properties of steel used for shaft

Indian standard designation Ultimate tensile strength, MPa Yield strength, MPa

40 C 8 560 – 670 320

45 C 8 610 – 700 350

50 C 4 640 – 760 370

50 C 12 700 Min. 390

The mechanical properties of these grades of carbon steel are given in the following table.

 Indian Standard designation = 50C4

 Ultimate tensile strength =σut = 640 - 760MPa
 Yield strength=σy = 370MPa
Here in our design 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.

 Stresses in Shafts

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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 elements like
gears, pulleys etc. as well as due to the weight of the shaft itself.

3. Stresses due to combined torsional and bending loads.

The shafts may be designed on the basis of

1. Strength, and

2. Rigidity and stiffness.

In designing shafts on the basis of strength, the following cases may be considered:

(a) Shafts subjected to twisting moment or torque only,

(b) Shafts subjected to bending moment only,

(c) Shafts subjected to combined twisting and bending moments, and

(d) Shafts subjected to axial loads in addition to combined torsional and bending loads.

Figure [Link] combined loads diagram

Endurance Limit Modifying Factors

Shafts that transmit power are often loaded in such a way that the torsion which performs the work
induces transverse bending forces at gears. If the torsion is stochastic, so is the induced bending

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due to pitch-line forces. Both the torsion and the bending moment have the same distribution and
coefficient of variation. The same is true of a point couple induced at a spur gear.

For shaft materials, distortion energy theory is used, and the array of stresses at a critical location
element is combined to form the von Mises stress. If the normal stresses at a point are σX,σY ,σZ and
the associated shear stresses areτXY ,τYZ ,τZX then the von Mises stress a' is given

1
,
1 2 2 2 )]2
σ = [(σx − σy ) + (σy − σz ) + (σz − σx )2 2 2
+ 6(τxy − τyz + τzx
√2

In a shaft, the critical location is usually at a surface, and two normal stresses (say σY andσZ ) and
two shear stresses (say τZX and τXZ ) are zero. The equation (1) is given by

1⁄
2
σ, = (σ2 x + 3τ2 xy )

32k f M 16T
but σX = and τXY =
d3 d3

Finally, it becomes

1⁄
32k f M 2 16T 2 2
σ, = (( 3 ) + 3 ( 3 ) )
d d

But when endurance tests of parts are not available, estimations are made by applying Marin
factors to the endurance limit

Se = k a k b k c k d k e k f se′

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 e

k a =surface condition modification factor

k b =size modification factor

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k c =load modification factor

k d =temperature modification factor

k e =reliability factor

k f =miscellaneous-effects modification factor

se′ =rotary-beam test specimen endurance limit

 Surface Factor (𝐤 𝐚 )

The surface of a rotating-beam specimen is highly polished, with a final polishing in the axial
direction to smooth out any circumferential scratches. The surface modification factor depends on
the quality of the finish of the actual part surface and on the tensile strength of the part material.
To find quantitative expressions for common finishes of machine parts (ground, machined, or cold-
drawn, hot-rolled, and as-forged), the coordinates of data points were recaptured from a plot of
endurance limit versus ultimate tensile strength of data gathered by Lipson and Noll and
reproduced by Horger. The data can be represented b

b
k a = aSUt . . . . . . . . . (sut is the minimum tensile strength and a and b are to be found in Table

sut =245 & Machined or cold-drawn a= 4.51, b= -0.256

b
k a = aSUt

k a = 4.51(700(−0.256) )

k a = 0.843

Table [Link] of size factor

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Surface finish Factor a Exponent

( sut ,Mpa) (b)

Ground 1.58 -0.085

Machined 4.51 -0.256

Hot-rolled 57.7 -0.718

As-forge 272 -0.995

 Size Factor (𝒌𝒃 )

The size factork b has been evaluated using;

−0.107
d
k b ={( ⁄7.62) . . . . . . (2.79 ≤ d ≤ 51 mm & 51 < d ≤ 254 mm)
1.51d−0.157

For axial loading there is no size effect, so k b = 1

 Loading Factor (𝐤 𝐜 )

When fatigue tests are carried out with rotating bending, axial (push-pull), and torsional loading,
the endurance limits differ with sut .we will specify average values of the load factor as

1 bending
k c ={ 0.85 axial }
0.59 torsion

Use this only for pure torsional fatigue loading. When torsion is combined with other stresses,
such as bending, k c = 1 and the combined loading is managed by using the effective von Mises
stress as in expressed in the above endurance limit equation.

 Temperature Factor (𝐤 𝐝 )

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When operating temperatures are below room temperature, brittle fracture is a strong possibility
and should be investigated first.

Table 5. Operating temperature table

Temperatur 20 50 100 150 200 250 300 350 400 450 550 600
e

𝐒𝐭 ⁄𝐒𝐫𝐭 1.000 1.0 1.0 1.02 1.0 1.00 0.97 0.94 0.90 0.84 0.67 0.54
1 2 5 2 5 3 3 2 9

Always the operating temperatures are higher than room temperature, yielding first because the
yield strength drops off so rapidly increase with temperature; any stress will induce creep in a
material operating at high temperatures; so, this factor must be considered.

 assuming operating temperature above room temperature = 1000 c

 k d = St ⁄Srt = 1.020

 Reliability Factor (𝐤 𝐞 )

Where the mean endurance limit is shown to be S2e/Sut =0.5. Most endurance strength data are
reported d as mean values. Data presented by Haugen and Wirching show standard deviations of
endurance strengths of less than 8 percent. Thus, the reliability modification factor to account for
this can be written as

 k e = 1 - 0.08 Za (Where Za is a value for any desired reliability)

 Taking K e value 0.659

 Stress Concentration and Notch Sensitivity

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The actual part may have a geometric stress concentration by which the fatigue behavior depends
on the static stress concentration factor and the component material’s sensitivity to fatigue damage

The existence of irregularities or discontinuities, such as holes, grooves, or notches, in a part

increases the theoretical stresses significantly in the immediate vicinity of the discontinuity.
Equation defined a stress concentration factor K t or K ts , which is used with the nominal stress to
obtain the resulting stress due to the irregularity or defect. It turns out that some materials are not
fully sensitive to the presence of notches and hence, for these, a reduced value of K t can be used.
For these materials, the maximum stress is, in fact,

σMax = K f σ0 or τMax = K f s τ0

Where K f a reduced value of K t and σ0 is the nominal stress. The factor K f is commonly called a fat
igue stress-concentration factor, and hence the subscript f. So, it is convenient to think of K f as a
stress-con centration factor reduced from K t because of lessened sensitivity to notches. Notch
sensitivity q is defined by the equation

Kf − 1 K fs − 1
q= OR qsher =
K t−1 K ts−1

q Is usually between zero and unity. Equation above shows that if q = 0, then K f = 1, and the
material has no sensitivity to notches at all. On the other hand, if q = 1, then K f = K t and the
material has full notch sensitivity. In analysis or design work, find K t first, from the geometry of
the part. Then specify the material, find q, and solve for K f from the equation

K f = 1 + q( K t − 1)

K f = 1 + q shear (Kts − 1)

For steel materials kt=1.65

K f = 1 + 0.8(1.65 − 1) = 1.52

0.5Sut Sst ≤ 1400Mpa

se′ = {
700 Mpa Sut > 1400Mpa

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Therefore, Ultimate tensile strength =σut = 640 - 760 MPa from my shaft material

Se = 0.5Sut . . . . . . . . . . . . Se = 0.5(700) = 350MPa

The endurance limit for:

 Bending
Se =k a k b k c k d k e k f se′ = (0.843) ∗ (1)(1) (1.02) (0.659) (1.52) (350) = 301.46MPa

 Torsional
Se = k a k b k c k d k e k f se′ = (0.843) (1) (0.59) (1.02) (0.659) (1.52) (350) =
178.16MPa
 Axial load
Se = k a k b k c k d k e k f se′ = (0.843) (1) (0.85) (1.02) (0.659) (1.52) (350)
= 256.25MPa

3.3.2 Design of Input Shaft

Input 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 grooved ball bearing (fixed bearing).
For mass reduction, the input 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.

The tangential force on the gear teeth, is the gear tooth force operating at the pitch diameter d of
the driving gear on the input shaft.

The torque transmitted is then given as function of the tangential tooth force and the pitch diameter
of the gear as below:

2
Therefore F = T ×
d

Substituting for the pitch diameter of the input gear d = 72 and T=360 N-m

For the given T=360Nm

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Tangential load on the shaft

2 2
wt = T × = 360 × = 3673.46N
d 0.196

Radial load on the shaft, wr = wt tan Ø = 3673.46N (tan 20) = 1337.03N

Resultant force

W = (W 2 t + W 2 r )0.5

W = (W 2 t + W 2 r )0.5

W = (3673.462 + 1337.03)0.5 = 3909.2N

Bending moment

WL 3909.2 N(0.196)
M= = = 191.55Nm . . . . . . . . . . . . . . . (Bending eqn for cantilever beam)
4 4

Shaft loading for minimum diameter calculation

By ASME code equation for shaft design we have

Table [Link] relative values of Kb and Kt

Type of loading 𝐊𝐛 𝐊𝐭

Stationary shaft

Gradually applied 1.0 1.0

load

Suddenly applied 1.5- 2.0 1.5- 2.0

load

Rotating shaft

Gradually applied 1.5 1.0

load

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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
d3 = √(K b M)2 + (K t T)2
π(1 − k)τ

k = 0.2 i.e., 20% reduction in strength due to keyway is assumed. From Table above, for rotating
shaft with minor shock loads, K b = 1.5 and K t = 1.0

According to American standard of mechanical engineer’s code:

Taking 50C4 steel for the shaft, σy = 360 MP

σut = 700 MP

τper = 0.3σy or

τper = 0.18σut

As the shaft is provided with spline and no key way Therefore neglect effect of keyway

τper = 0.3 × 360 = 108MPa

τper = 0.18 × 700 = 126MPa

Therefore, τper = 108MPa

16
d3 = √(Kb × M)2 + (Kt × T)2
π(1 − k)τper

3
16 × 103
d = √(1.5 × 191.55)2 + (1 × 360)2 = 27608.57
π(1 − 0.2) × 108N/mm²

d = 30 mm

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Take the next highest values of standard dimension of shaft

Check for the deflection at the pinion center

FL3 3673.46 × 0.1963

δ= =
48EI π × 304
48 × 200 × 103 × ( 4 )

=0.00452m

The deflection is almost zero so the design safe

Check for slope at the bearing at two end points

FL² 3673.46 × 0.1962

α = = = 0.0000066rad
16EI π × 304
16 × 210 × 103 × ( 4 )

α < 0.0008 rad. Hence the design is OK.

3.3.3 Design of Intermediate Shaft

Shear force and bending moment diagram for input shaft

 For Resultant Loads

Intermediate 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
(fixed bearing). For mass reduction, the intermediate 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.

Therefore, intermediate Shaft design is based on the ASME equation: But we have five gears on
the shaft

For the given torque,

T=365Nm

Tangential load on the shaft

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T 360Nm
Wt = = = 4285.7N
D/2 0.168/2

Radial load on the shaft

Wr = Wt tan∅ = 4285.7 N (tan 20) = 1559.8N

Resultant force

1⁄
W = (W 2 t + W 2 r ) 2

1⁄
W = (4285.72 + 1559.82 ) 2 = 4560.7 N

Bending moment

WL 4560.7N(0.168)
M= = = 191.55 Nm
4 4

Shaft loading for minimum diameter calculation

By ASME code equation for shaft design we have

Table [Link] Kb and Kt of shaft loading

Type of loading 𝐊𝐛 𝐊𝐭

Stationary shaft

Gradually applied 1.0 1.0

load

Suddenly applied 1.5- 2.0 1.5- 2.0

load

Rotating shaft

Gradually applied 1.5 1.0

load

suddenly applied load

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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
d3 = √(K b M)2 + (K t T)2
π(1 − k)τ

k = 0.2 i.e. 20% reduction in strength due to keyway is assumed. From Table above, for rotating
shaft with minor shock loads, K b = 1.5 and K t = 1.0

According to American standard of mechanical engineer’s code:

Taking 50C4 steel for the shaft, σy = 360 MP

σut = 700 MP

τper = 0.3σy or

τper = 0.18σut

As the shaft is provided with spline and no key way Therefore neglect effect of keyway

τper = 0.3 × 360 = 108MPa

τper = 0.18 × 700 = 126MPa

therefore τper = 108MPa

16
d3 = √(Kb × M)2 + (Kt × T)2
π(1 − k)τper

16 × 103
d3 = √(1.5 × 191.55)2 + (1 × 360)2 = 2715.8
π(1 − 0.2) × 108N/mm²

d = 30mm

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For stepped shaft

From standard value of stepped shaft dimension, when the diameter of the shaft is less than 50mm
we can step the shaft by adding 5 mm on the shaft diameter.

Therefore, we try to add 4mm on the shaft diameter to stepped the shaft to perform the adequate
design subjecting related with gear geometrical diameter.

Hence, the shaft diameter d (shaft diameter) =30mm and the remaining terminology will be

d(minimum) = 30mm

d(medium − one) = 35mm

d(medium − two) = 40mm

d(medium − three) = 45mm

3.3.4. Bending stress calculation for gears

For 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 from previous section we know the values of the load on the
intermediate shaft. Load calculation for gear d=148mm

𝐹𝑡 = 4444.44𝑁, 𝐹𝑟 = 1867.9𝑁

𝑅𝑒𝑠𝑢𝑙𝑡𝑎𝑛𝑡 𝑓𝑜𝑟𝑐𝑒 𝑤𝑖𝑙𝑙 𝑏𝑒, 𝐹 = (0.5)√(4444.441)2 + (1867.9)^2

= 0.5√23242097.32 = 4821.01𝑁
𝑊𝐿 4821.01(0.148)
𝑀= = = 178.38𝑁𝑚
4 4
Vertical and horizontal load, the normal load acting on the tooth

𝐹𝑡
𝑊𝑛1 = = 4444.44/𝑐𝑜𝑠20 = 4729.67𝑁
𝑐𝑜𝑠20

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𝐹𝑟 1867.9
𝑊𝑛2 = = = 1987.78𝑁
𝑐𝑜𝑠20 𝑐𝑜𝑠20
= 2383.7𝑁e 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°
4729.67𝑐𝑜𝑠20 = 4444.44𝑁
𝑊𝑣2 = 𝑊𝑁 𝑐𝑜𝑠20°
1987.78𝑐𝑜𝑠20 = 1867.9𝑁
And horizontal component of W i.e. the horizontal load acting on the shaft at

𝑊ℎ1 = 𝑊𝑁 𝑠𝑖𝑛20°
5120.83 𝑠𝑖𝑛20 = 1751.43𝑁
𝑊ℎ2 = 𝑊𝑁 𝑠𝑖𝑛20°
1987.78 𝑠𝑖𝑛20 = 679.86𝑁
For 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

From previous section we know the values of the load on the intermediate shaft

𝐿𝑜𝑎𝑑 𝑐𝑎𝑙𝑐𝑢𝑙𝑎𝑡𝑖𝑜𝑛 𝑓𝑜𝑟 𝑔𝑒𝑎𝑟 𝑑 = 160𝑚𝑚, 𝐹𝑡 = 13600𝑁, 𝐹𝑟 = 8573.64𝑁

Resultant force will be 𝐹 = 0.5√((13600)^2 + (8573.64)^2) = 16076.92𝑁

𝑊𝐿 16076.92(0.16)
𝑀= = = 643.08 𝑁𝑚
4 4
Vertical and horizontal load gear. The normal load acting on the tooth

𝐹𝑡
𝑊𝑛1 = = 14472.82𝑁
𝑐𝑜𝑠20
𝐹𝑟
𝑊𝑛2 = = 9123.88𝑁
𝑐𝑜𝑠20
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

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𝑊𝑉1 = 𝑊𝑁 𝑐𝑜𝑠20°
14472.82𝑐𝑜𝑠20 = 13600𝑁
𝑊𝑉2 = 𝑊𝑁 𝑐𝑜𝑠20°
9123.88𝑐𝑜𝑠20 = 8573.64𝑁
And horizontal component of W i.e. the horizontal load acting on the shaft at

𝑊𝐻1 = 𝑊𝑁 𝑠𝑖𝑛20°
14472.82𝑠𝑖𝑛20 = 4950𝑁
𝑊𝐻2 = 𝑊𝑁 𝑠𝑖𝑛20°
9123.88𝑠𝑖𝑛20 = 3120.55𝑁
For third gear- In the third gear, the gearbox provides low torque and high speed when compared
to 2nd gear. From previous section we know the values of the load on the intermediate shaft
Load calculation for gear d=200mm, 𝐹𝑡 = 3230.77𝑁, 𝐹𝑟 = 1357.82𝑁
Resultant force will be 𝐹 = 0.5√((3230)^2 + (1357.82)^2) = 3504.5𝑁

𝑊𝐿 3504.5(0.2)
𝑀= = = 175.23 𝑁𝑚
4 4

𝑉𝑒𝑟𝑡𝑖𝑐𝑎𝑙 𝑎𝑛𝑑 ℎ𝑜𝑟𝑖𝑧𝑜𝑛𝑡𝑎𝑙 𝑙𝑜𝑎𝑑 . 𝑇ℎ𝑒 𝑛𝑜𝑟𝑚𝑎𝑙 𝑙𝑜𝑎𝑑 𝑎𝑐𝑡𝑖𝑛𝑔 𝑜𝑛 𝑡ℎ𝑒 𝑡𝑜𝑜𝑡ℎ

𝐹𝑡
𝑊𝑛1 = = 3230.77/𝑐𝑜𝑠20 = 3438.11𝑁
𝑐𝑜𝑠20
𝐹𝑟
𝑊𝑛2 = = 1357.82/ 𝑐𝑜𝑠20 = 1444.96𝑁
𝑐𝑜𝑠20
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°
3438.11𝑐𝑜𝑠20 = 3230.77𝑁
𝑊𝑉2 = 𝑊𝑁 𝑐𝑜𝑠20°
1444.96𝑐𝑜𝑠20 = 1357.82𝑁
And horizontal component of W i.e. the horizontal load acting on the shaft at

𝑊𝐻1 = 𝑊𝑁 𝑠𝑖𝑛20°

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3438.11𝑠𝑖𝑛20 = 1175.90𝑁
𝑊𝐻2 = 𝑊𝑁 𝑠𝑖𝑛20°
1444.96𝑠𝑖𝑛20 = 49.58𝑁
For gear having d=68mm. From previous section we know the values of the load on the
intermediate shaft. Load calculation for gear d=56mm, 𝐹𝑡 = 10928.57𝑁, 𝐹𝑟 = 5468.33𝑁

Resultant force will be 𝐹 = 0.5√((10928.57)^2 + (5468.33)^2)) = 12220.32𝑁

𝑊𝐿 12220.3(0.056)
𝑀= = = 171.08𝑁𝑚
4 4
Vertical and horizontal load - The normal load acting on the tooth

𝐹𝑡
𝑊𝑛1 = = 4729.63𝑁
𝑐𝑜𝑠20
𝐹𝑟 1867.9
𝑊𝑛2 = = = 1987.8𝑁
𝑐𝑜𝑠20 𝑐𝑜𝑠20
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°
4729.63𝑐𝑜𝑠20 = 4444.44𝑁
𝑊𝑉2 = 𝑊𝑁 𝑐𝑜𝑠20°
1987.8𝑐𝑜𝑠20 = 1867.9𝑁
And horizontal component of W i.e. the horizontal load acting on the shaft at

𝑊𝐻1 = 𝑊𝑁 𝑠𝑖𝑛20°
4729.63𝑠𝑖𝑛20 = 1617.6𝑁
𝑊𝐻2 = 𝑊𝑁 𝑠𝑖𝑛20°
1987.8 𝑠𝑖𝑛20 = 679.9𝑁
Reverse gear- By operating gearshift lever, the larger gear of main Shaft is 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. From
previous section we know the values of the load on the intermediate shaft. Load calculation for
gear d=68mm 𝐹𝑡 = 37058.824𝑁, 𝐹𝑟 = 15574.957𝑁

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Resultant force will be 𝐹 = (0.5√(37058.82)^2 + (15574.957)^2)) = 80397.4𝑁

𝑊𝐿 80397.4(0.068)
𝑀= = = 1366.75𝑁𝑚
4 4
Vertical and horizontal load the normal load acting on the tooth

𝐹𝑡
𝑊𝑛1 = = 39437.17𝑁
𝑐𝑜𝑠20
𝐹𝑟
𝑊𝑛2 = = 16574.53𝑁
𝑐𝑜𝑠20
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°
39437.17𝑐𝑜𝑠20 = 37058.75 𝑁
𝑊𝑉2 = 𝑊𝑁 𝑐𝑜𝑠20°
16574.53𝑐𝑜𝑠20 = 15574.96𝑁
And horizontal component of W i.e. the horizontal load acting on the shaft at

𝑊𝐻1 = 𝑊𝑁 𝑠𝑖𝑛20°
39437.17𝑠𝑖𝑛20 = 13488.31𝑁
𝑊𝐻2 = 𝑊𝑁 𝑠𝑖𝑛20°
16574.53𝑠𝑖𝑛20 = 5668.744𝑁

∑𝐹 =0

∑ 𝐹𝑦 = 4821.01𝑁 + 16076.92𝑁 + 3504.5𝑁 + 10273.5𝑁 + 12220.32𝑁 … … . (1)

RA + RB = 46895.33𝑁

∑ 𝑀𝐴 = 0

488𝑅𝐵 – [(12220.32𝑁 ∗ 68𝑚𝑚) + (4821.01𝑁 ∗ 148𝑚𝑚) + (16076.92𝑁 ∗ 160𝑚𝑚)

+ (10273.5𝑁 ∗ 392.5𝑚𝑚) + (3504.5𝑁 ∗ 468𝑚𝑚)] = 0 … … . . (2)

488𝑅𝐵 − 9041253.19𝑁𝑚𝑚 = 0

𝑅𝐵 = 18527.158𝑁

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𝑇ℎ𝑒𝑛 𝑓𝑟𝑜𝑚 𝑡𝑜𝑡𝑎𝑙 𝑠𝑢𝑚𝑚𝑎𝑡𝑖𝑜𝑛 𝑜𝑓 𝑓𝑜𝑟𝑐𝑒 𝑅𝐴 𝑤𝑖𝑙𝑙 𝑏𝑒

𝑅𝐴 = 46895.33𝑁 − 18527.158𝑁 = 28368.172𝑁
Shear force and bending moment diagram for intermediate shaft for each gear meshing condition

FOR FIRST GEAR - For resultant force

12220.32N 10273.5N

68mm 400mm 20mm

Figure [Link] 1st gear resultant force

∑𝐹 =0
𝑅𝐴 + 𝑅𝐵 = 28368.172𝑁 + 18527.158𝑁
𝑅𝐴 + 𝑅𝐵 = 22493.82𝑁
∑ 𝑀𝐴 = 0
488𝑅𝐵 – [(12220.32𝑁 ∗ 68𝑚𝑚) + (10273.5𝑁 ∗ 392.5𝑚𝑚)] = 0
488𝑅𝐵 − 4863330.5𝑁𝑚𝑚 = 0
𝑅𝐵 = 9965.84𝑁
Then from total summation of force RA will be 𝑅𝐴 = 22493.8𝑁 − 9965.84𝑁 = 12527.98𝑁

Bending moments - Bending moment for resultant load at critical location

Interval 0-68mm
𝑅𝐴 = 12527.98𝑁
∑ 𝐹𝑦 = 0
∑ 𝑀𝑥 = 0
𝑉 = 12527.98𝑁, 𝑀(𝑋) = 12527.98𝑥
𝐴𝑡 𝑥 = 68𝑚𝑚, 𝑀(𝑋) = 12527.98 ∗ 68𝑚𝑚 = 851902.64𝑁𝑚𝑚 = 851.903𝑁𝑚
Interval 68-392.5mm
RA=12527.98N
∑ 𝐹𝑦 = 0

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∑ 𝑀𝑥 = 0
𝑉 = 12527.98𝑁 − 12220.32N𝑁 = 370.7𝑁
𝑀(𝑋) = 12527.98𝑥 − 12220.32(𝑥 − 68𝑚𝑚)
𝐴𝑡 𝑥 = 392.5𝑚𝑚
𝑀(𝑋) = 12527.98 ∗ 392.5 − 12220.32 (392.5 − 68) = 951738.31𝑁𝑚𝑚 = 951.73831𝑁𝑚

Interval 395-488mm

RA=12527.98N
∑ 𝐹𝑦 = 0
∑ 𝑀𝑥 = 0
𝑉 = 12527.98𝑁 − 12220.32𝑁 − 10273.5𝑁 = −9966.82𝑁
𝑀(𝑋) = 12527.98𝑥 − 12220.32 (𝑥 − 68) − 10273.5(𝑥 − 392.5)
𝐴𝑡 𝑥 = 488𝑚𝑚
𝑀(𝑥) = 12527.98 ∗ 488 − 12220.32 (488 − 68) − 10273.5 (488 − 392.5 + 68)
𝑀(𝑥) = 0𝑁𝑚𝑚

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

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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
𝑀(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 = 129.4𝑁
𝑀(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

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∑ 𝐹𝑦 = 0
∑ 𝑀𝑥 = 0
𝑉 = 4457.38𝑁 − 4444.44𝑁 − 3230.77𝑁 = −3217.83𝑁
𝑀(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

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∑ 𝐹𝑦 = 0
∑ 𝑀𝑥 = 0
𝑉 = 1823.94𝑁
𝑀(𝑋) = 1823.94𝑥
𝐴𝑡 𝑥 = 68 𝑀(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 = −1545.09𝑁
𝑀(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 and horizontal
&vertical component of force. 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.

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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. [5]

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 output
shaft carries the mating gears of the internal ratios. This means that the stress loading calculations
and 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 (fixed bearing).
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 to
outside influences. [5]
𝑤𝑡 = 10928.57𝑁
𝑤𝑟 = 𝑤𝑡 tan Ø = 10928.57𝑁 (tan 20) = 3977.8𝑁

𝑅𝑒𝑠𝑢𝑙𝑡𝑎𝑛𝑡 𝑓𝑜𝑟𝑐𝑒

𝑊 = (𝑊𝑡2 + 𝑊𝑟2)0.5

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= √((10928.57𝑁 2 + 3977.82 )) = 5814.97𝑁

WL 5814.97𝑁(0.084)
Bending moment M = = = 488.5 Nm.... (Bending equation for cantilever beam)
4 4

Shaft loading for minimum diameter calculation. By ASME code equation for shaft design we
have

Table [Link] 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

Gradually applied load 1.5 1.0

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
By ASME code equation for shaft design we have d3 = π(1−k)Ʈ √(K b 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 MP

σ 360
τy = 2y = =180 MPa . . . . . . . . .. (1)
2

τy 180
Assume FS=3, τ = FS = = 60MPa
3

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16
d3 = √(Kb × M)2 + (Kt × T)2
π(1 − k)σyp

16 × 106
d3 = √(1.5 × 834.5)2 + (1 × 360)2
π(1 − 0.2)60N/mm²

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√((6035.71)^2 + (2536.722)^2) = 6547.1𝑁

𝑊𝐿 6035.71𝑁(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
𝑐𝑜𝑠20

𝐹𝑟
𝑊𝑛2 = 536.72/ 𝑐𝑜𝑠20 = 2383.7𝑁
𝑐𝑜𝑠20

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

𝑊𝑉2 = 𝑊𝑁 𝑐𝑜𝑠20°

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= 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

𝑊𝐻2 = 𝑊𝑁 𝑠𝑖𝑛20°

= 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 11016.58𝑁(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
𝑐𝑜𝑠20

𝐹𝑟
𝑊𝑛2 = 268.43/ 𝑐𝑜𝑠20 = 4542.36𝑁
𝑐𝑜𝑠20

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°

= 10808.05𝑐𝑜𝑠20 = 10156.25𝑁

𝑊𝑉2 = 𝑊𝑁 𝑐𝑜𝑠20°

= 4542.36𝑐𝑜𝑠20 = 4268.4𝑁

And horizontal component of W i.e. the horizontal load acting on the shaft at

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𝑊𝐻1 = 𝑊𝑁 𝑠𝑖𝑛20°

= 10808.05𝑁 𝑠𝑖𝑛20 = 3696.578𝑁

𝑊𝐻2 = 𝑊𝑁 𝑠𝑖𝑛20°

= 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√((3230.77)^2 + (1357.82)^2) = 1752.25𝑁

𝑊𝐿 1752.25𝑁(0.468)
𝑀= = = 205 𝑁𝑚
4 4

Vertical and horizontal load, the normal load acting on the tooth

𝐹𝑡
𝑊𝑛1 = = 3438.11𝑁
𝑐𝑜𝑠20

𝐹𝑟
𝑊𝑛2 = = 1444.96𝑁
𝑐𝑜𝑠20

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°

= 3438.11𝑐𝑜𝑠20 = 3230.77𝑁

𝑊𝑉2 = 𝑊𝑁 𝑐𝑜𝑠20°

= 1444.96𝑐𝑜𝑠20 = 1357.82𝑁

And horizontal component of W i.e. the horizontal load acting on the shaft at

𝑊𝐻1 = 𝑊𝑁 𝑠𝑖𝑛20°

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= 3438.11 𝑠𝑖𝑛20 = 1175.9𝑁

𝑊𝐻2 = 𝑊𝑁 𝑠𝑖𝑛20°

= 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

Resultant force will be 𝐹 = 0.5√((10928.57)^2 + (4593.023)^2)) = 5927.25𝑁

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
𝑐𝑜𝑠20

𝐹𝑟
𝑊𝑛2 = = 4887.8𝑁
𝑐𝑜𝑠20

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°

= 11630.2𝑐𝑜𝑠20 = 10928.8 𝑁

𝑊𝑉2 = 𝑊𝑁 𝑐𝑜𝑠20°

= 4887.8𝑐𝑜𝑠20 = 4593.023𝑁

And horizontal component of W i.e. the horizontal load acting on the shaft at

𝑊𝐻1 = 𝑊𝑁 𝑠𝑖𝑛20°

= 11630.2𝑠𝑖𝑛20 = 3977.76𝑁

𝑊𝐻2 = 𝑊𝑁 𝑠𝑖𝑛20°

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= 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. [5]
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√(𝑊𝑡 2 + 𝑊𝑟 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 [Link] of 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

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Rotating shaft

Gradually applied load 1.5 1.0

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
d3 = √(K b M)2 + (K t T)2
π(1 − k)Ʈ

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 360
τy = 2y = =180 MPa . . . . . . . . .. (1)
2

τ 180
Assume FS=3, τ = FSy = =60MPa
3

16
d3 = √(Kb × M)2 + (Kt × T)2
π(1 − k)σyp

16 × 106
d3 = √(1.5 × 283.22)2 + (1 × 360)2
π(1 − 0.2)60N/mm²

d = 336.96mm ≅ 337mm . . . . . . . . . . (For better design, take the next maximum shaft diameter)

Check for the deflection at the pinion center

FL3 16656.7×0.683
δ=48EI = π×304
= 8.167 ∗ 10(−13) 𝑚𝑚
48×210×103 ×( )
4

Since δ< 0.01m = 0.01*2 = 0.02 mm, the design is correct.

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Check for slope at the bearing at two end points

FL² 16656.7𝑁×0.0682
α = = π×304
= 3.6 ∗ 10−11 𝑟𝑎𝑑,
16EI 16×210×103 ×( )
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 having𝐹𝑡 = 37058.82𝑁, 𝐹𝑟 = 15574.96𝑁

Resultant force will be 𝐹 = 0.5√((37058.824)^2 + (15574.96)^2) = 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
𝑐𝑜𝑠20 𝑐𝑜𝑠20

𝐹𝑟
𝑊𝑛2 = = 15574.96𝑁 / 𝑐𝑜𝑠20 = 16574.53𝑁
𝑐𝑜𝑠20

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°

= 39436.64𝑁𝑐𝑜𝑠20 = 37058.32 𝑁

𝑊𝑉2 = 𝑊𝑁 𝑐𝑜𝑠20°

= 16574.53𝑁𝑐𝑜𝑠20 = 17927.42𝑁

And horizontal component of W i.e. the horizontal load acting on the shaft at

𝑊𝐻1 = 𝑊𝑁 𝑠𝑖𝑛20°

= 39436.64𝑁𝑠𝑖𝑛20 = 13488.13𝑁

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𝑊𝐻2 = 𝑊𝑁 𝑠𝑖𝑛20°

= 16574.53𝑁𝑠𝑖𝑛20 = 5668.82𝑁

For resultant force

20099.35N

45mm

∑ 𝐹 =0 𝑅𝐴 = 20099.35𝑁

Bending moments - Bending moment for resultant load at critical location

Interval 0-68mm

∑ 𝑀𝑥 = 0

𝑉 = −20099.35𝑁

𝑀(𝑋) = 20099.35𝑥

𝐴𝑡 𝑥 = 68𝑚𝑚 𝑀(𝑋) = 20099.35 ∗ 68𝑚𝑚 = 1366755.8𝑁𝑚𝑚 = 1366.7558𝑁𝑚

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3.4 Bearing selection

Figure [Link] 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.

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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 10. 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

Due to the above reason we select single row deep groove.

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3.4.1 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 tough
core. 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.

3.4.2 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

Step 1: 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

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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 [Link] bearing type

Fa 𝐹𝑎
= 0.653
Fr 𝐹𝑟
Ball bearing type

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

𝐹 𝐹𝑎
For single row bearings, 𝑣𝐹𝑎 ≤ 𝑒, then we use 𝑥1 =1 and 𝑌1 =0, > 𝑒, then we use 𝑥2 = 0.4 and
𝑟 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 = [𝑘 6 ]𝑎 *(IF) 𝑝𝑒 ………… a = (for ball bearing)
𝑟 ∗(10 ) 3

Then now, we have to calculate unknown parameter 𝑝𝑒 to find the dynamic equivalent load (𝑐𝑑 )

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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

1 1
𝐿 216∗ 107
𝑐𝑑 = [𝑘 6 ]𝑎 *(IF) 𝑝𝑒 = [ 1∗(106 ) ]𝑎 *(1.2) * 36604.554= 28464.46
𝑟 ∗(10 )

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.

3.4.3. 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.

3.4.4. 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

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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) and
𝐹𝑎 𝐹𝑎 𝐹
axial load factor (Y), we require , = 0.653 , for single row bearings 𝑣𝐹𝑎 ≤ 𝑒, then we use
𝐹𝑟 𝐹𝑟 𝑟

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 = [𝑘 ]𝑎 *(IF) 𝑝𝑒 …. a = (for ball
𝑟 ∗(106 ) 3

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 𝑝𝑒1 < 𝑝𝑒2 …………… then our 𝑝𝑒 = 36604.554

1
𝐿
𝑐𝑑 = [𝑘 6 ]𝑎 *(IF) 𝑝𝑒
𝑟 ∗(10 )

1
3024∗ 106 rev
=[ ]𝑎 *(1.2) * 36604.554 = 28464.46
1∗(106 )

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 ) =

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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.

3.5 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/𝑚𝑚2 ,

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 [Link] of standard parallel tapered and gib head key

Shaft Key cross-section Shaft Key cross-section

diameter up to diameter up to
Width(mm) Thickness(mm) Width(mm) Thickness(mm)
and including and 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

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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:

3.5.1 For counter shaft

With shaft diameter 30, Thickness of key (t) and width (w) will be found by interpolation as
follows:

Table [Link]

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
𝑇𝑚𝑎𝑥 = 𝑙 ∗ 𝑊 ∗ 𝜏𝑘 ∗ ……………… 𝑇𝑚𝑎𝑥 = 2658788, d = 30
2

𝑇𝑚𝑎𝑥 2658788
𝜏𝑘 = 𝑑 = = 41.1 𝑀𝑝𝑎
𝑙∗𝑊∗ 2 345862

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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.

3.5.2 for idler shaft

Since the diameter of the counter and idler shaft same procedure is needed to design idler gear.
Thus,𝑤𝑖𝑑𝑡ℎ 𝑜𝑓 𝑘𝑒𝑦 (𝑊) = 10𝑚𝑚, 𝑇ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 𝑜𝑓 𝑘𝑒𝑦 (𝑡) = 8𝑚𝑚, 𝐿𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑘𝑒𝑦 (𝑙 ) =
1.5𝑑 = 1.5 ∗ 30 = 45𝑚𝑚

3.5.3 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

𝑇𝑚𝑎𝑥 2658788
𝜏𝑘 = 𝑑 = = 41.1 𝑀𝑝𝑎
𝑙∗𝑊∗ 2 345862

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.

3.6. 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

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 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)𝑚𝑚

= 2.2 ∗ 12 + 8 𝑚𝑚 = 34𝑚𝑚

𝑊𝑖𝑑𝑡ℎ 𝑜𝑓 𝑙𝑜𝑤𝑒𝑟 𝑓𝑙𝑎𝑛𝑔𝑒 (𝑊𝑓, 𝑙𝑜𝑤𝑒𝑟) = 2.2 ∗ 𝑑𝑓 + (7 𝑡𝑜 10)𝑚𝑚

= 2.2 ∗ 20 + 8 𝑚𝑚 = 52𝑚𝑚

𝑇ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 𝑜𝑓 𝑟𝑖𝑏𝑠(𝑇) = 0.85 ∗ 𝑇 = 0.85 ∗ 6 = 5𝑚𝑚

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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

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CHAPTER 4

RESULT AND DISCUSSION

4.1 Result
Symbol Meaning Value

Z1 Number of teeth for gear 1 54

Z2 Number of teeth for gear 2 50

Z3 Number of teeth for gear 3 40

Z4 Number of teeth for gear 4 37

Z5 Number of teeth for gear 5 33

Z6 Number of teeth for gear 6 28

Z7 Number of teeth for gear 7 21

Z8 Number of teeth for gear 8 14

Z9 Number of teeth for gear 9 30

Z10 Number of teeth for gear 10 18

M Module 4

M Module for reverse gear 2.5

d1 diameters of the gear 1 216 mm

d2 diameters of the gear 2 200 mm

d3 diameters of the gear 3 160 mm

d4 diameters of the gear 4 148 mm

d5 diameters of the gear 5 132 mm

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d6 diameters of the gear 6 112 mm

d7 diameters of the gear 7 84 mm

d8 diameters of the gear 8 56mm

d9 diameters of the gear 9 75mm

d10 diameters of the gear 10 45mm

Pc Circular pitch 12.56mm

A Addendum 4mm

B dedendum 5mm

C Clearance 1mm

S Teeth thickness 6.28mm

R Fillet radius 1.5

B Face width 25mm

T torque 360Nm

N Revolution per minute 3500rpm

Ft Tangential force 6035.71N

Fr Radial force 2536.67N

Fa Axial force 3484.72N

Diameter of stepped shaft (maximum) 45mm

Diameter of shaft 30mm

Diameter of input shaft 30mm

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T Thickness of key 8mm

L Length of key 45mm

Width of key 10mm

Thickness of key 8mm

Length of key 40mm

Shear stress in key 41.4 Mpa

Distance b/n the two shafts 242mm

Thickness of housing 5.61mm

Thickness of housing upper and lower flange 12mm

The overall length of the housing 750mm

The height of the housing 350mm

The width of the housing 550mm

Bearing shaft diameter 30mm

Bearing of the outer diameter 52mm

Width of the bearing 15mm

Bearing of the idler shaft bore 25mm

Bearing of the input shaft diameter 30mm

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4.2 Discussion from the ANSYS result

In addition to manual calculation we use software analysis using ANSYS for static structure,
transient and thermal analysis. The components we make analysis are main shaft, counter shaft,
input shaft, bearing, housing and gear. The result we obtain from the analysis is safe by comparing
with the ultimate stress of the material. Some of the result we calculate are equivalent stress, total
deformation, thermal analysis and equivalent strain of the above components.

Figure [Link] of deformation of counter shaft

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Figure [Link] of equivalent stress of counter shaft

Figure [Link] analysis of equivalent strain of counter shaft

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Figure [Link] analysis of stress of main shaft

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Figure [Link] analysis of stress and deformation of main shaft

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Figure [Link] analysis of strain of main shaft

Figure [Link] analysis of deformation of bearing

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Figure [Link] analysis of stress of bearing

Figure [Link] thermal analysis of housing of gear box

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CHAPTER FIVE

CONCLUSION AND RECOMMENDATION

5.1 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 [Link] addition to static analysis it also shows the thermal
analysis on the clutch disk like heat flux and temperature distribution.

5.2 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
parameters

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 Consider heat dissipation system

 To focus on the software analysis because it is more reliable than manual
calculations to do further analysis by the aid of similar software like that of
ANSYS, SOLIDWORK and CATIA
 Dynamic analysis on moving component
 Additional static and thermal analysis technique.

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CHAPTER SIX

2D AND 3D DRAWING OF PARTS AND ASSEMBLY

6.1 2D Drawing

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Figure 26.2d drawing of counter shaft

Figure 27.2d drawing of input shaft

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Figure 28.2d drawing of main shaft

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6.2 Bill of material

Figure [Link] of material

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6.3 3D Drawing

Figure 30.3d drawing of counter shaft

Figure 31.3d drawing of main shaft

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Figure 32.3d drawing of input shaft

Figure 33.3d drawing of bearing

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Figure 34Assymbly drawing of counter shaft and gear

Figure [Link] drawing of main shaft and gear

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Figure [Link] drawing of input shaft and gear

Figure 37Upper housing

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Figure [Link] housing

Figure [Link] view of gear box

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Figure [Link] of gear box

Figure [Link] view of gear box

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REFERENCE

[1]A text book of machine design, R.S. KHURMI & J.K. GUPTA, [A Textbook for the Students
of B.E. / [Link]., U.P.S.C. (Eng. Services); Section ‘B’ of A.M.I.E. (I)] EURASIA PUBLISHING
HOUSE (PVT.) LTD. RAM NAGAR, NEW DELHI-110 055, Shigley Joseph Edward.
Mechanical engineering design

[2] E. GALVAGNO, M. VELARDOCCHIA AND A. VIGLIANI, International Journal of Mechanical

Engineering (SSRG-IJME) – volume 2 Issue 6–June 2015

[3]Design and Study of Four Speed Sliding Mesh Gear Box. Atthuru Manikanta Reddy1 et al in
6 June 2015

[4]Design and analysis of intermediate shaft in power transmission. N. Manikanta Reddy et al in

2010

[5]D Simmer, ‘The contribution of Transmission to vehicle fuel economy’, AUTOTECH, volume
34, pp.135-145, 1995.

[6][Link] history development,

[Link] /com/subject/de sign/

[7]International journal of gearbox is a device used in the transmission system of a vehicle to

engage and disengage the transmission system from the engine by JIRI TUMA

[8]International journal of about gearbox is among the main systems inside a vehicle the paper
published by GIANLUCA LUCENTE, MARCELLO MONTANA AND CARLO ROSSI.

[9]Microsoft office draw tool of table and smart art

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Appendix A

Figure 42Load distribution factor for spur gears

Appendix 2

Figure 43Reliability factor kt

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Appendix 3

Figure [Link] correction factor km

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