General Sir John Kotelawala Defence University, Sri Lanka

Department of Mechanical Engineering

MACHINE DESIGN
REPORT

Name of student: D. J. Warnasuriya

Registration no.: ENG/16/105

Intake: 33

Stream: Mechanical Engineering

Date of submission: 04/07/2019

 Table of Contents
1.0 INTRODUCTION .............................................................................................. 1

1.1 Gear box arrangement ..................................................................................... 1

1.1.1 Difference between sliding mesh and constant mesh gear box ............... 1

1.2 Size and selection of gears .............................................................................. 2

1.2.1 Advantages and disadvantages of constant mesh gear with spur gears ... 3

1.2.2 Design consideration of a gear drive ....................................................... 3

1.2.3 Motor selection ........................................................................................ 4

2.0 GEAR CALCULATIONS .................................................................................. 6

2.1 Data and equations .......................................................................................... 6

2.1.1 First gear calculation ................................................................................ 6

2.1.2 Second gear calculation ........................................................................... 8

2.1.3 Third gear calculation .............................................................................. 9

2.1.4 Gear calculations summary .................................................................... 11

2.2 Gear materials ............................................................................................... 11

2.2.1 Properties of materials ........................................................................... 11

3.0 V-BELT AND PULLEY CALCULATIONS ................................................... 12

3.1 Data ............................................................................................................... 12

3.1.1 Design of pulley ..................................................................................... 12

3.1.2 Driving tensions ..................................................................................... 13

3.1.3 Belt and pulley dimensions .................................................................... 13

4.0 SHAFT CALCULATIONS .............................................................................. 15

4.1 Input shaft calculations.................................................................................. 15

5.0 KEYS AND SPLINES CALCULATIONS ...................................................... 18

5.1 Data ............................................................................................................... 18

5.1.1 Keys ....................................................................................................... 18

5.1.2 Splines .................................................................................................... 18

i
6.0 BEARING CALCULATIONS ......................................................................... 20

6.1 Data ............................................................................................................... 20

6.1.1 Input shaft right hand side bearing......................................................... 20

6.1.2 Input shaft left hand side bearing ........................................................... 20

7.0 GEAR SHIFTING MECHANISM ................................................................... 21

7.1 Gear locking mechanism ............................................................................... 21

7.2 Independent gear shifting locking mechanism .............................................. 22

8.0 ASSEMBLING AND DISMANTLING........................................................... 23

9.0 LUBRICATION SYSTEM ............................................................................... 25

9.1 Uses ............................................................................................................... 25

9.2 Properties ....................................................................................................... 25

9.3 Oil level ......................................................................................................... 25

9.4 Oil filling, draining and checking of oil level ............................................... 26

9.5 Prevention of oil leaks ................................................................................... 27

10.0 FINITE ELEMENT METHOD ANALYSIS OF GEARS ............................... 28

10.1 Introduction ................................................................................................... 28

10.1.1 Analysis of pinion 1 ............................................................................... 28

10.1.2 Analysis of pinion 1 without slots ......................................................... 30

10.1.3 Analysis of pinion 1 without cut extrudes ............................................. 31

11.0 CONCLUSION ................................................................................................. 34

ii
 Table of Figures
Figure 1: 2D basic arrangement of shafts ...................................................................... 2
Figure 2: Motor selection catalogue .............................................................................. 4
Figure 3: Output shaft gear .......................................................................................... 11
Figure 4:Input shaft gear .............................................................................................. 11
Figure 5: V-belt pulley type selection graph................................................................ 12
Figure 6: Configuration of driven pulley and driving pulley ....................................... 13
Figure 7: Belt dimensions ............................................................................................ 14
Figure 8: Pulley dimensions......................................................................................... 14
Figure 9: Driven pulley design .................................................................................... 14
Figure 10: Input shaft horizontal plane force diagram................................................. 15
Figure 11: Input shaft horizontal plane moment diagram ............................................ 16
Figure 12: Input shaft vertical plane force diagram ..................................................... 16
Figure 13: Input shaft vertical plane moment diagram ................................................ 16
Figure 14: Spline shaft dimensions .............................................................................. 18
Figure 15: Output shaft ................................................................................................ 19
Figure 16: Input shaft ................................................................................................... 19
Figure 17: Gear train .................................................................................................... 19
Figure 18: Gear shifting mechanism ............................................................................ 21
Figure 19: Gear locking mechanism ............................................................................ 21
Figure 20: Shifting fork ............................................................................................... 21
Figure 21: Parts of independent gear shifting restriction mechanism.......................... 22
Figure 22: Independent gear shifting restriction mechanism ....................................... 22
Figure 23: Isometric view of the gearbox .................................................................... 23
Figure 24: Gears alignment .......................................................................................... 24
Figure 25: Oil level of bath type lubrication ................................................................ 26
Figure 26: Oil filling, draining and checking of oil level ............................................ 26
Figure 27: Oil seal and gasket ...................................................................................... 27
Figure 28: Analysis of pinion 1 ................................................................................... 29
Figure 29: Analysis of pinion 1 without cut extrudes .................................................. 31
Figure 30: Analysis of pinion 1 with smaller face width ............................................. 32

iii
 1.0 INTRODUCTION

A gear box is a machine consist of a power source and a power transmission system,
which provides controlled application of power. It provides speed and torque
conversions from a rotating power source to another device using gear ratios.

1.1 Gear box arrangement

A 3-speed gearbox is proposed for an industrial application of choice. The three
speeds assigned for the gearbox were:

 First gear – 660 RPM

 Second gear – 570 RPM
 Third gear – 420 RPM

Other than the required gear speeds a reverse gear of 420rpm has also included to
the gear box.

1.1.1 Difference between sliding mesh and constant mesh gear box
In the sliding mesh the gears do not remain meshed with each other all the time but
only those gears are meshed together whom we want to. All the gear isn’t rotating at
the same time. The engine power is sent to the lay shaft that in the end has to be meshed
with the gears on the output shaft. Here the main point to be noticed is that the gears on
the lay shaft are fixed to the shaft but the gears on the final drive shaft can slide across
the shaft on splines horizontally. now the gears can be moved using the selector fork
mechanism that pushes or pulls the gears using thrust bearings

While shifting in a sliding mesh gearbox we notice that gears can’t be meshed while
they are rotating at their respective RPM’s as it can destroy the gear teeth, for this it’s
made sure that the lay shaft is not rotating or rotating slowly (double de-clutching), this
is done by pressing the clutch for a while and then shifting the gear.

Now the constant mesh gearbox is very good improvement to one discussed above.
this one also has a primary reduction, a lay shaft, output shaft. but the main point is that
the gears on both the shafts remain in a constant mesh all the time. The gears on lay
shaft remain fixed to it but those on output shaft sit on bearings. All the respective gear
ratios are constantly meshed and keep rotating.

1
 Here we don’t have to wait for gearbox shaft to stop rotating so as to shift because
of the unique selector and shifting mechanism. these gearboxes use dog clutch and cone
clutch. the cone clutch lowers the rpm of the respective gear and the dog clutch is shifted
to mesh with the dog teeth on the gears to lock up.

The gear train is designed to constant mesh gear train The gearbox has an input
shaft and an output shaft. The input shaft has 4 pinions and the output shaft has 4 gear
wheels. Both shafts are supported by bearings on the two ends. Constant gear
mesh gearbox employed spur gears for power transmission. The gears are rigidly fixed
in the input shaft. The gears in output shaft rotates freely without engaging with shaft,
thus not transmitting power. The gears in both shafts are always meshed together.

The following is the basic arrangement of the shafts, gears and bearing.

Figure 1: 2D basic arrangement of shafts

In the above figure, input shaft is the top shaft and the output shaft is the bottom
shaft. The reverse gear comes from the engagement of the gears on the right end, then
first gear comes from the engagement of the next gear. After that second gear and the
third gear comes from the engagement of the gears on the left end.

1.2 Size and selection of gears

Spur gears are the most common type of gear, and are also the simplest. They have
straight teeth that are produced parallel to the axis of the gear. Since they have the
simplest design, they are the easiest to design and manufacture, and are therefore the
most economical type of gear. No axial load produced in spur gears thus designing is
easy and don’t have to use taper roller bearing.

2
1.2.1 Advantages and disadvantages of constant mesh gear with spur gears
Advantages:

 Transmission efficiency -Compared to other types of gears, spur gears have a

high power transmission efficiency, which makes them ideal for preserving the
efficiency of a system.
 Straightforward design - Spur gears aren’t complicated in form; this makes them
easier to manufacture than other types of gears, and also makes them compact
and easy to install.
 Constant velocity ratio - These gears offer a constant velocity ratio, which is
ideal for some applications (but not very useful in others).
 Reliability - Spur gears are fairly durable and reliable, with few opportunities
for failure.

Disadvantages:

 Limited center distance -When using spur gears, you need to ensure the gears
mesh, in direct contact with each other. This limits the center distance you can
have in your machine.
 Noise- At high speeds, spur gears produce significant noise, which can be a
problem for some applications.
 Stress- Spur gears take significant stress, so they aren’t ideal for applications
that require heavy loads—or else they’ll experience wear and tear that
compromises their durability.

1.2.2 Design consideration of a gear drive

1. The application for the gear box.
2. The number of shafts required for the gearbox must be considered. Usually,
sliding mesh gearboxes have three shafts; primary shaft (input), lay shaft
and main shaft (output). If a reverse gear was to be implemented, a fourth
shaft would have to be installed for the idler gear.
3. The arrangement of the shafts must be considered depending on the space
requirement for the application. It could be a vertical arrangement with
shafts on top of each other, or a horizontal arrangement with the shafts side
by side.
4. The position of gears on the shafts in neutral position must be considered.

3
 5. How the gears slide and engage (if the gears move independently, as a block
or both) must be considered.
6. The space required for selector forks on the shafts must be considered.
7. The position of bearings for shafts must be considered.
8. Gear thickness (face width) must be considered.
9. The space between gear wheels and pinions and gears and bearings before
being engaged (neutral position) must be considered.
10. The center distances between the shafts must be considered.
11. Depending on the power requirement and input speed, the connection
between the primary shaft and the prime mover (motor) must be considered.
The connection could be a direct coupling or a pulley and belt system.

1.2.3 Motor selection

The speed of the primary shaft was chosen as the highest speed; 660 RPM. The first
gear pair on the left in figure 2 is to have a 1:1 gear ratio to provide 660 RPM in the
third gear mode.

For a light duty milling machine, a motor with a power in the range of 1-3 kW was
sought after. A totally enclosed squirrel cage three phase, general performance
aluminum motor was selected from a motor catalogue (Low voltage general
performance motors). Since the output speeds are low, a motor from the 1000 rpm – 6
poles, 400V, 50 Hz category was chosen. 0.75kW was chosen as the motor power and
the motor M2AA 90L with product code: 3GAA 093002-E was chosen. It operates at
a speed of 930 RPM and outputs a torque of 7.5 Nm.

A foot mounted motor was chosen as opposed to a flange mounted motor. The
dimensions of the motor are given on the next page. The size of the chosen motor is 90
L.

Figure 2: Motor selection catalogue

4
 Since the motor speed is 930 RPM and the input speed to the primary shaft is 660
RPM, a pulley system with a reduction of 930/660 must be implemented.

The motor is to be installed vertically below the gear box to save space in the
horizontal direction. Moreover, the compartments holding the motor and gearbox are
arranged vertically.

5
 2.0 GEAR CALCULATIONS

2.1 Data and equations

 Gear material = Grey cast iron
 Density = 7200 kg/m3
 Young’s Modulus, E = 66,178.1 MPa
 Allowable static stress, σo = 56 MPa (for ordinary grade cast iron)
 Flexural endurance limit, σe = 84 MPa
 Surface endurance limit, σes = 630 N/mm2
0.912
 Tooth form factor, 𝛾 = 0.154 − (for 20° full depth involute system)
𝑇
3
 Velocity factor, CV = (for ordinary cut gears operating at velocities up to
3+𝑣

12.5 m/s)
 K = 0.111 (for 20° full depth involute system)
 Tooth error in action, e = 0.051 (for first class commercial gears up to m = 4)
𝐾.𝑒
 Deformation factor, C = 1 1 = 187 N/mm
+
𝐸𝑃 𝐸𝐺

2×𝑉𝑅
 Ratio factor Q = 𝑉𝑅+1 (for external gears)
(𝜎𝑒𝑠 )2 𝑆𝑖𝑛∅ 1 1
 Load stress factor, K = (𝐸 + 𝐸 ) = 2.93 N/mm2
1.4 𝑃 𝐺

 Pressure angle, ∅ = 20°

 Power of motor, P = 0.75 kW
 Service factor, Cs = 1.00 (for steady load, operating 8-10 hours/day)
 Centre distance, 𝛼 is taken as 120 mm
 Face width of gear wheels, b = 12m

The input shaft is rotated at 660 RPM, hence all the pinions on the input shaft are
always rotating at 660 RPM.

2.1.1 First gear calculation

𝑁
 VR = 𝑁𝑃 = 660/660 = 1
𝐺

𝑁 𝐷𝐺
Therefore, 𝑁𝑃 = = 1, 𝐷𝐺 = 𝐷𝑃
𝐺 𝐷𝑃

6
 𝐷𝐺 +𝐷𝑃
 Centre distance = = 120
2

Therefore, 𝐷𝑃 = 60 mm, 𝐷𝐺 = 60 mm

 Load calculations are done using data from the pinions as the pinions are weaker
than the gear wheels.

𝜋𝐷𝑃 𝑁𝑃
 V= = 4.146 m/s
60

3
 CV = 3+𝑣 = 0.420

𝐷𝑃
 TP = = 120/m
𝑚
0.912
Therefore, 𝛾𝑃 = 0.154 − = 0.154 – 0.0076m
𝑇𝑃

𝑃
 Permissible tangential load, WT = 𝑣 x Cs = 750/4.146 = 181 N

 Find the minimum module to withstand WT;

WT = 𝜎𝑜 . 𝐶𝑣 . 𝑏. 𝜋. 𝑚. 𝛾𝑃
181 = 136.5m2 – 6.74m3
Using trial and error method, let m = 3,

 With m = 3,
TP = 40, TG = 40, b = 36 mm

 Dynamic tooth load, WD = WT + WI

21𝑣(𝑏.𝐶+𝑊𝑇 )
 WI = (increment load due to dynamic action)
21v+ √𝑏.𝐶+𝑊𝑇

 Static tooth load, WS = 𝜎𝑒 . 𝑏. 𝜋. 𝑚. 𝛾

 Wear tooth load, WW = 𝐷𝑃 . 𝑏. 𝑄. 𝐾

7
  Inserting all the calculated and stated data into the above equations,
WD = 3671 N
WSP = 3741 N, WSG = 3741 N
WW = 12664 N

 Since WS and WW are both greater than WD, the design for the gear pair is safe.

2.1.2 Second gear calculation

𝑁𝑃
 VR = = 660/570 = 1.16
𝑁𝐺
𝑁 𝐷𝐺
Therefore, 𝑁𝑃 = = 1.16, 𝐷𝐺 = 1.16𝐷𝑃
𝐺 𝐷𝑃

𝐷𝐺 +𝐷𝑃 1.16𝐷𝑃 +𝐷𝑃

 Center distance = = 120, = 120
2 2

Therefore, 𝐷𝑃 = 111 mm, 𝐷𝐺 = 129 mm

 Load calculations are done using data from the pinions as the pinions are weaker
than the gear wheels.

𝜋𝐷𝑃 𝑁𝑃
 V= = 3.84 m/s
60

3
 CV = 3+𝑣 = 0.439

𝐷𝑃
 TP = = 111/m
𝑚
0.912
o Therefore, 𝛾𝑃 = 0.154 − = 0.154 – 0.0082m
𝑇𝑃

𝑃
 Permissible tangential load, WT = 𝑣 x Cs = 750/3.84 = 195 N

 Find the minimum module to withstand WT;

o WT = 𝜎𝑜 . 𝐶𝑣 . 𝑏. 𝜋. 𝑚. 𝛾𝑃
o 195 = 45.4m2 – 2.4m3
o Using trial and error method, let m = 3

8
  With m = 3,
o TP = 37, TG = 43, b = 36 mm

 Dynamic tooth load, WD = WT + WI

21𝑣(𝑏.𝐶+𝑊𝑇 )
 WI = (increment load due to dynamic action)
21v+ √𝑏.𝐶+𝑊𝑇

 Static tooth load, WS = 𝜎𝑒 . 𝑏. 𝜋. 𝑚. 𝛾

 Wear tooth load, WW = 𝐷𝑃 . 𝑏. 𝑄. 𝐾

 Inserting all the calculated and stated data into the above equations,
WD = 3559 N
WSP = 3688 N, WSG = 3786 N
WW = 12 593 N

 Since WS and WW are both greater than WD, the design for the gear pair is safe.

2.1.3 Third gear calculation

𝑁
 VR = 𝑁𝑃 = 660/420 = 1.5
𝐺

𝑁 𝐷𝐺
Therefore, 𝑁𝑃 = = 1.5, 𝐷𝐺 =1.57 𝐷𝑃
𝐺 𝐷𝑃

𝐷𝐺 +𝐷𝑃 1.57𝐷𝑃 +𝐷𝑃

 Center distance = = 120, = 120
2 2

Therefore, 𝐷𝑃 = 93 mm, 𝐷𝐺 = 147 mm

 Load calculations are done using data from the pinions as the pinions are weaker
than the gear wheels.

𝜋𝐷𝑃 𝑁𝑃
 V= = 3.22 m/s
60

9
 3
 CV = 3+𝑣 = 0.483

𝐷𝑃
 TP = = 93/m
𝑚
0.912
 Therefore, 𝛾𝑃 = 0.154 − = 0.154 – 0.0098m
𝑇𝑃

𝑃
 Permissible tangential load, WT = 𝑣 x Cs = 750/3.22 = 233 N

 Find the minimum module to withstand WT;

WT = 𝜎𝑜 . 𝐶𝑣 . 𝑏. 𝜋. 𝑚. 𝛾𝑃
486 = 157.03m2 – 9.9m3
Using trial and error method, let m = 3,

 With m = 3,
 TP = 31, TG = 49, b = 36 mm

 Dynamic tooth load, WD = WT + WI

21𝑣(𝑏.𝐶+𝑊𝑇 )
 WI = (increment load due to dynamic action)
21v+ √𝑏.𝐶+𝑊𝑇

 Static tooth load, WS = 𝜎𝑒 . 𝑏. 𝜋. 𝑚. 𝛾

 Wear tooth load, WW = 𝐷𝑃 . 𝑏. 𝑄. 𝐾

 Inserting all the calculated and stated data into the above equations,
WD = 2939 N
WSP = 2960 N, WSG = 3217 N
WW = 10 019 N

 Since WS and WW are both greater than WD, the design for the gear pair is safe.

10
2.1.4 Gear calculations summary

2.2 Gear materials

The material used for all the gears is grey cast iron. It is composed of; Carbon = 3 -
3.5%, Silicon = 1 - 2.75%, Manganese = 0.40 - 1.0%, Phosphorous = 0.15 - 1%, Sulphur
= 0.02 - 0.15% and the remaining is iron.

The grey color is because the carbon is present in the form of free graphite. It has a
low tensile strength, high compressive strength and no ductility. It can be easily
machined. A very good property of grey cast iron is that the free graphite in its structure
acts as a lubricant. Due to this reason, it is very suitable for those parts where sliding
action is desired such as in a sliding mesh gearbox.

2.2.1 Properties of materials

The mechanical properties of grey cast iron are:

 Elastic Modulus: 66,200 N/mm2

 Ratio: 0.27
 Shear Modulus: 50,000 N/mm2
 Mass Density: 7200 kg/m2
 Tensile Strength: 152 N/mm2 Compressive Strength: 572 N/mm2
 Allowable static stress: 70 N/mm2
 Flexural endurance limit: 84 N/mm2
 Surface endurance limit: 630 N/mm2

Figure 4:Input shaft gear Figure 3: Output shaft gear

11
 3.0 V-BELT AND PULLEY CALCULATIONS

3.1 Data
 Motor speed = 930 RPM
 Motor power = 0.75 kW
 Motor torque = 7.5 Nm
 Belt material is rubber of density = 1140 kg/m3
 Pulley material is grey cast iron
 Coefficient of friction between rubber and cast-iron pulley = 0.3

3.1.1 Design of pulley

 Correction factor, Fa = 1.0 (for light duty, 0-10 hours/ day operation)
 Design power(P) = Fa x Transmitted power
0.75 = 1 x Transmitted power
= 0.75 kW

Figure 5: V-belt pulley type selection graph

 Cross section of V-Belt according to design power and speed of faster shaft;
Type A
a. Pitch width = 11 mm
b. Nominal top width = 13 mm
c. Nominal height = 8 mm
d. Recommended minimum pitch diameter of pulley (d) = 125mm
e. Permissible minimum pitch diameter of pulley = 75 mm
𝑁
 Pitch diameter of driven pulley (D) = 𝑑. 𝑁 𝑑 = 125(930/660) = 176.136 mm
𝐷

 Using trial and error method, diameter of driven pulley (D) = 150 mm
diameter of driving pulley (d) = 106 mm

12
 𝜋(𝐷+𝑑) (𝐷−𝑑)2
 Pitch length of belt (L) = 2C + +
2 4𝐶

 Let’s take center distance, C = 200 mm

 Therefore, L = 804.54 mm
 Preferred pitch length, L = 790 mm
 Re-calculating C for L = 790 mm, we get C = 192.682 mm from a quadratic
equation.
 Correction factor for belt pitch, Fc = 0.84
𝐷−𝑑
 Arc of contact of driving pulley, 𝛼 s = 180 - 2𝑆𝑖𝑛−1 ( ) = 166.88°
2𝐶

 Correction factor for arc of contact, Fd = 0.97

 Power rating of a single V-Belt, Pr = 1.213 + 0.641 = 1.854 kW
𝑃𝐹𝑎
 No. of belts required, n = 𝑃 = 0.496
𝑟 𝐹𝑐 𝐹𝑑

 Therefore, n = 1 belt

3.1.2 Driving tensions

𝜋𝑑𝑁𝑑
 V = = 5.161 m/s (since it is less than 10 m/s, centrifugal tension is
60

negligible)
 P = (T1 – T2).V.n
𝐷−𝑑
 Sin 𝛼 = , 𝛼 = 6.31°
2𝐶

 𝜃 = (180 - 2 𝛼). 𝜋/180 = 2.92 rad

𝑇1
 = 𝑒 𝜇.𝜃.𝑐𝑜𝑠𝑒𝑐𝛽 , 𝛽 = 17°
𝑇2

 Solving the above equations simultaneously,

T1 = 152.988 N
T2 = 7.66 N

3.1.3 Belt and pulley dimensions

All the dimensions are in mm and angles are in degrees

Figure 6: Configuration of driven pulley and driving pulley

13
Belt

Figure 7: Belt dimensions

Pulley

Figure 8: Pulley dimensions

Figure 9: Driven pulley design

14
 4.0 SHAFT CALCULATIONS

4.1 Input shaft calculations

Bending moment calculations are done around the gear with the highest tangential
and radial load. Twisting moment calculations are also done around this gear.

 P = T𝜔
 T = 10.89 Nm
 WT = 2T/D
 WR = WT x tan20
𝜋𝐷 2
 Weight of gears, W = xbx𝜌xg
4

Input Shaft Torque (T) Pitch Tangential Radial Weight (W)

shaft RPM (Nm) diameter force (WT) force (WR) (N)
gears (mm) (N) (N)
Pinion 1 660 10.89 120 180.83 65.81 28.74
Pinion 2 660 10.89 111 195.49 71.15 24.22
Pinion 3 660 10.89 93 233.33 84.92 17.23
Reverse 660 10.89 69 315.91 114.98 9.50
gear

Highest tangential force and radial force are acting on the reverse gear.

In the horizontal plane:

 RA + RB = 315.91 N
 Taking moments around B,
RA = 47.834 N
RB = 268.07 N
Figure 10: Input shaft horizontal plane force
 Taking bending moment at A, diagram

MA = 2.39 Nm
 Taking bending moment at R,
MR = -98.38 Nm
 Taking bending moment at B,

15
 MB = 0.00169 Nm

Figure 11: Input shaft horizontal plane moment diagram

In the vertical plane:

 WR = 114.98 N
 RA + RB = 381.74 N
 Taking moments around B,
RA = 275.06 N
RB = 106.05 N
 Taking bending moment at P, Figure 12: Input shaft vertical plane force diagram

MP = 1.87 Nm
 Taking bending moment at A,
MA = -11.884 Nm
 Taking bending moment at 1,
M1 = -9.067 Nm
 Taking bending moment at 2,
M2 = -4.51 Nm
 Taking bending moment at 3,
M3 = -0.56 Nm
 Taking bending moment at R,
MR = 39.14 Nm
 Taking bending moment at B,
MB = 5.5x10-4 Nm

Figure 13: Input shaft vertical plane moment diagram

16
 Resultant bending moment, M = √𝑀𝐻2 + 𝑀𝑉2

= √39.142 + 98.362

 Maximum bending moments are at R gear

M = 105.879 Nm

 Equivalent twisting moment, Te = √𝑀2 + 𝑇 2

= √105.872 + 10.892

= 106.42 Nm
𝜋
 According to maximum shear stress theory, Te = 16 × 𝜏 × 𝑑 3 ,

d = min shaft diameter

 Shaft material is C40 carbon steel
 Shear strength = 370 MPa
 Factor of safety is taken as 4
 d = 18.028 mm
𝜋
 According to maximum normal stress theory, Me = 32 × 𝜎𝑏 × 𝑑 3

 Ultimate tensile strength = 590 MPa

 d = 19.42 mm
 Therefore, minimum shaft diameter is 19.42 mm, but it is taken as 25 mm.

17
 5.0 KEYS AND SPLINES CALCULATIONS

5.1 Data
 Carbon steel shear strength = 370 MPa
 Carbon steel compressive yield strength = 800 MPa
 Factor of safety = 4
 Torque on input shaft = 10.89 Nm

5.1.1 Keys
 For a shaft of diameter d = 25, the dimensions for a rectangular sunk key,
Width = 10 mm
Thickness = 8 mm
 Minimum length l of the key, considering crushing;
𝑡 𝑑
T = 𝑙 × 2 × 𝜎𝑐 × 2

L = 1.93 mm
 Minimum length of the key, considering shearing;
𝑑
T=𝑙×𝑤×𝜏×2

L = 1.55 mm
Therefore, L is taken as 10 mm

5.1.2 Splines

Figure 14: Spline shaft

dimensions

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Figure 16: Input shaft

Figure 15: Output shaft

Figure 17: Gear train

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 6.0 BEARING CALCULATIONS

6.1 Data
Radial ball bearings have been used for shafts since there is no axial load. Only spur
gears are been used and it does not create any axial load, the bearings has to resist only
the axial load created due to gear shifting.

6.1.1 Input shaft right hand side bearing

 Radial load, WR = 288.50 N
 Axial load, WA = 0
𝑊𝐴 𝑊 𝑊
 = 0, 𝐶 = 0, 𝑊𝐴 < 𝑒
𝑊𝑅 0 𝑅

 Therefore, X = 1 and Y = 0
 Equivalent dynamic load (P) = X.WR + Y.WA = WR = 288.50 N
60𝑁𝐿10ℎ
 Rated bearing life in million revolutions (L10) = = 633.6
106

 Basic dynamic load rating (C) = 𝑃(𝐿10 )1/3 (for ball bearings)
C = 2477.9 N
 According to the calculations bearing no. 200 could withstand the load but since
the inner race diameter of the bearing is small, bearing no. 204 is selected from
the bearing catalogue provided.
 Bore = 20 mm, outer diameter = 47 mm, Width = 14 mm

6.1.2 Input shaft left hand side bearing

 Radial load, WR = 279.20 N
 Axial load, WA = 0
𝑊𝐴 𝑊 𝑊
 = 0, 𝐶 = 0, 𝑊𝐴 < 𝑒
𝑊𝑅 0 𝑅

 Therefore, X = 1 and Y = 0
 Equivalent dynamic load (P) = X.WR + Y.WA = WR = 279.20 N
60𝑁𝐿10ℎ
 Rated bearing life in million revolutions (L10) = = 633.6
106

 Basic dynamic load rating (C) = 𝑃(𝐿10 )1/3 (for ball bearings)
 C = 2398.02 N
 From the bearing catalogue provided, bearing no. 204 is selected.
 Bore = 20 mm, outer diameter = 47 mm, Width = 14 mm

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 7.0 GEAR SHIFTING MECHANISM

The gears have to be shifted by rotating the shifting lever. For this a rack and
pinion system have been used.

Figure 18: Gear shifting mechanism

7.1 Gear locking mechanism

After putting to the gear, while the gear box is rotating the gear could automatically
change due to vibration. Therefore, a locking mechanism should be there to avoid this
automatic gear shifting. For this spring loaded metal ball has been inserted into the gear
shifting fork. Circular slots there in the shifting lever. These spring loaded ball gets
locked to the locked once it reaches the circular slot in the shaft.

Figure 19: Gear locking mechanism

Figure 20: Shifting fork

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7.2 Independent gear shifting locking mechanism
As there are two shifting levers the operator could mistakenly rotate both levers and
it could damage the internal components, pulleys and also the motor as well. A
mechanism is built to,

 Avoid engaging of both selectors at once

 Let shifting take place only when the other gear pair is on neutral.

Figure 22: Independent gear shifting restriction mechanism

Figure 21: Parts of independent gear shifting restriction mechanism

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 8.0 ASSEMBLING AND DISMANTLING

Figure 23: Isometric view of the gearbox

Procedure for dismantling (opposite for assembling):

1. Disconnect the pulley from the gearbox by removing the flange nut.
2. Remove the drain bolt to drain out the lubricating oil.
3. Remove the top cover. Remove the knob on the gear shifter.
4. Remove the end Plates.
5. Remove the Side cover with shifting levers and assembly.
6. Remove the shifting shaft.
 Remove the sir clips.
 Carefully remove the shifting forks as the spring loaded metal ball could
come out
7. Remove the oil seals of the top shaft.
8. Remove the bearings of the top shaft.
9. Take the top shaft out and dismantle it.
 Remove sir clips.
 Remove the gear wheel
 Remove the keys
10. Remove the front housing cover with the lay shaft.

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11. Dismantle the output shaft.
 Remove the oil seals
 Remove the bearings
 Rove the sir clips
 Brass washer
 Gear wheel
 Then the needle bearing
 Selecting sleeve
 Remove the dog clutch

Follow this procedure in descending order to assemble the gearbox.

 Use a torque wrench to tighten all the when assembling and torque the bolts to
appropriate values.
 New gaskets should be used.
 Gasket sealant should be applied on the gasket.
 New brass washer should be used for the draining nut.
 Gear should be well aligned for proper tooth contact. If the gear slightly change
the alighnment gear could wear rapidly or gear teeth could brake.
 Brass washers have been used between the gear wheel and the hub to protect
the hub and the Gear wheel in the output shaft as there is relative motion
between the hub and gear wheel when that particular gear is not selected.

Figure 24: Gears alignment

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 9.0 LUBRICATION SYSTEM

9.1 Uses
Lube oil is supplied to moving components through a splashing system. Before
operation, lube oil if filled up to the level of the input shaft, from the bottom of the
housing (sump). Since the lube oil is up to the level of the midpoint of the pinion gears,
while in operation, the pinions splash the lube oil and the oil is sprayed in a radial
pattern to all the components within the housing. Lubricating oil is used for lubrication,
sealing, cooling, cushioning and cleaning. More elaborately:

 To reduce friction and wear between all moving parts.

 To transfer heat away from moving parts to cool the parts.
 To clean the inside of the gearbox by removing contaminants and small
particles.
 To reduce power loss and increase efficiency.
 To absorb shock loads between moving parts

9.2 Properties
Desirable properties of lube oil:

 The oil should have low viscosity so that it is thin and runny.
 The oil should be physically stable at the lowest and highest temperature.
 The oil should be chemically stable and have enough resistance to carbon
formation and oxidation.
 It should have a low flash point.

9.3 Oil level

Oil lubrication is used when high speeds or high operating temperatures prohibit
the use of grease. Oil will transfer frictional heat away from a bearing or adjacent
machine parts effectively. Oil bath systems are suitable for low shaft speeds. Oil is
picked up by the rotating bearing elements and after circulating through the bearing, it
drains back to the oil reservoir. When the bearing is at rest, as shown below, the level
of the bath should come to just below the center of the bottom rolling element.

25
 Figure 25: Oil level of bath type lubrication

9.4 Oil filling, draining and checking of oil level

The oil level should be checked before using the gear box every day. With less oil level,

 The gear box could over heat

 Could exceed the max temperature level
 Wear due to friction
 Thermal expansion due to over heat

Oil should be filled using the oil level checking hole. And drained using the drain nut.

Figure 26: Oil filling, draining and checking of oil level

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9.5 Prevention of oil leaks
Proper sealing of all the openings of the housing is a must when using of oil.
Otherwise oil leakage could occur. To avoid oil leakage through bearings oil seals have
been used. All the openings where metal to metal contact is present, oil gaskets are used
since metal to metal does not seal properly.

Figure 27: Oil seal and gasket

27
 10.0 FINITE ELEMENT METHOD ANALYSIS OF
GEARS

10.1 Introduction
The stresses, strains and displacements due to the force on the teeth of a mated,
operating gear is analyzed using a numerical method called the Finite Element Method
(FEM). The smallest gear from both the shafts (pinion 1) was used for the analysis as
it is the most susceptible to failure. Pinion 1 has a m = 3, T = 40, d = 120 and a face
width b = 36. For the simulation, a static analysis was done on pinion 1, pinion 1 without
material removed and pinion 1 with a lower face width (module and number of teeth
changed). The fixture was chosen as fixed geometry. A normal force of 315.91 N (the
resultant force on gear teeth) is applied on one tooth. A standard solid mesh was used
after selecting the material of the gear as gray cast iron. The results were then compared.

10.1.1 Analysis of pinion 1

Figure 28.1: Spur gear 120-Static 1-Stress-Stress1

28
Figure 28.2: Spur gear 120-Static 1-Displacement- Displacement1

Figure 28.3: Spur gear 120-Static 1-Strain- Strain1

Figure 28: Analysis of pinion 1

29
10.1.2 Analysis of pinion 1 without slots

Figure 29.1: Spur gear 120.SLDPRT CUT SUPRESSED-Static 1-Stress-Stress1

Figure 29.2: Spur gear 120.SLDPRT CUT SUPRESSED-Static 1- Displacement- Displacement1

30
 Figure 29.3: Spur gear 120.SLDPRT CUT SUPRESSED-Static 1-Strain- Strain1

Figure 29: Analysis of pinion 1 without cut extrudes

10.1.3 Analysis of pinion 1 without cut extrudes

Figure 30.1: Spur gear 120.SLDPRT CUT SUPRESSED blank-Static 1-Stress-Stress1

31
Figure 30.2: Spur gear 120.SLDPRT CUT SUPRESSED blank-Static 1-Displacement- Displacement1

Figure 30.3: Spur gear 120.SLDPRT CUT SUPRESSED blank-Static 1-Strain- Strain1

Figure 30: Analysis of pinion 1 with smaller face width

32
Conclusion

From the results, it is evident that gear wheels become weaker as material is
removed. For the gears with no material removed is stronger and less prone to failure.

The maximum displacement is higher for the pinion with material remove. Between
the pinions without material removed.

Similarly, the maximum strain follows a similar pattern as that for maximum
displacement.

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 11.0 CONCLUSION

I have gain lot of knowledge in gearbox designing. Such as

 Principles of different gear trains

 Different mechanical design used in power transmission
 Material properties
 Selection of gear wheels, shafts and bearings
 Use of SolidWorks

I learned how even small components matter to the final design. The knowledge
gained will be important in future mechanical designing.

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