CHAPTER ONE

INTRODUCTION

1.1. Overview of project

The word transmission is used for a device that is located between the clutch and the propeller
shaft. It may be a gearbox, a torque converter, overdrive.

In a vehicle, transmission system (power train) isthe mechanism that transmits the power
developed by the engine of automobile to the driving. 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.
1.2 The purpose of a gearbox

Gearbox is one of the major components of power transmission system which is a speed and
torque changing device between the engine and the driving wheels. It serves the following
purpose in the transmission system of an automobile;

 It exchanges engine power for greater torque and thus provides a mechanical
advantage to drive the vehicle under different conditions.
 It exchanges forward motion for reverse motion. Since the engine can turn in one
direction only, transmission gears mesh in such a manner to allow running the vehicle
in the reverse direction.
It provides a neutral position to disallow power flow to the rest of power train.

The automobile requires high torque when climbing hills and when starting, even though
performed at low speeds. On the other hand, when running at high speeds on level roads, high
torque is not required because of momentum and it would be more preferable to have just the
wheel alone turning high speed. Since, the torque, which the engine can produce, is limited to
such as amount that the engine by itself cannot develop the required torque for starting and for
climbing hills. Therefore, gearbox acts in accordance with the running conditions.
When driving power is required, it reduce the engine speed and transmits stronger torque to
the driving wheels and
When high running speed is desired, it transmits high speed low-torque to the wheels.
 Gear Ratios: when one meshing gear rotates, the teeth of that gear cause the teeth of the
other gear to move so that the other gear also rotates. The relative speed of the two meshing
gears is called gear ratio which obtained by dividing the number of teeth on the driven gear
to the number of teeth of the driving gear.
 Torque and gear ratio: - A small gear driving a larger gear increases torque and decreases
speed. When large gear driving a smaller gear decreases torque and increases speed.

The way that a gearbox puts torque out is dependent on the lifetime of the gearbox. The lifetime
is determined by the number of gears that are present in the box and the direction that the gears
move in. The stronger the power that is created from the gears, the stronger the torque that is put
out will be. The speed by which it is put out is referred to as the gear ratio. This ratio determines
the type of gearbox that is present in a motor setting.

The amount of torque that a gearbox puts out and the numbers of revolutions per minute that it
reduces are both directly related to the efficiency of the gearbox. Gear boxes have several stages
in them and the 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.

1.3 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 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.

1.4 Types of gearbox

The following types of gearboxes are used in automobiles:

 Sliding mesh
 Constant mesh
 Synchromesh

 Constant mesh
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.

 Synchromesh
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

1.4.1 Sliding mesh type gearbox

A sliding mesh gearbox is a type of manual transmission used in some older vehicles. In a sliding
mesh gearbox, the gears on the main shaft and the lay shaft are constantly meshed together. To
engage a particular gear, the driver must slide a collar on the main shaft to lock it with the
desired gear. This sliding action allows different gears to be engaged for different speeds or
driving conditions.

• Primary shaft (Clutch shaft)

• Main shaft.
• Lay shaft (counter shaft)
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.
1, Primary Shaft

This shaft transmits the drive from the clutch to the gearbox. At the end, the shaft is supported by
a spigot bearing positioned close to the spines on to which the clutch driven plate is connected.
The main load on this shaft is taken by a bearing; normally a sealed radial ball type, positioned
close to an input gear called a constant mesh pinion. The gear is so named because it is always in
mesh with a larger gear small driving gear is called a pinion and a large gear a wheel.

2,Lay Shaft

This shaft, which is normally fixed to the gearbox casing, supports the various-sized driving
pinions of the lay shaft gear cluster.
3, Main Shaft

This splined output shaft carries spur gearwheels that slide along the shaft to engage with the
appropriate lay shaft gears. At the ‘front’ end, the main shaft is supported by a spigot bearing
situated in the center of the constant mesh pinion. A heavy-duty radial ball bearing is fitted at the
other end to take the force of the gears as the attempt to move apart. The power comes from the
engine to the clutch shaft and thence to the clutch gear which is always in mesh with a gear on
the lay shaft. All the gears on the lay shaft are fixed to it and as such they are all the time rotating
when the engine is running and clutch is engaged.

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

Advantages and Disadvantages of sliding mesh gearbox

  advantages of a sliding mesh gearbox

1. Durability: Sliding mesh gearboxes are known for their rugged construction and ability to
handle heavy loads, making them suitable for heavy-duty applications such as trucks and off-
road vehicles.

2. Simplicity: The design of a sliding mesh gearbox is relatively simple, which can make it easier
to manufacture, maintain, and repair compared to more complex transmission systems.

3. Direct power transfer: Sliding mesh gearboxes provide direct power transfer from the engine
to the wheels, which can be advantageous in certain high-torque or heavy-load situations.

 Disadvantages sliding mesh gearbox:

1. Gear shifting difficulty: Shifting gears in a sliding mesh gearbox requires precise timing and
coordination, and can be more challenging for the driver compared to modern constant mesh or
synchromesh gearboxes.

2. Gear grinding: If not shifted properly, sliding mesh gearboxes can be prone to gear grinding,
which can cause premature wear and damage to the transmission components.

3. Limited driving comfort: The shifting process in a sliding mesh gearbox can be less smooth
and refined compared to modern transmission designs, potentially leading to a less comfortable
driving experience.

1.5 Additional component gearbox

Some of the components used in gear box are:

 Shaft
 Bearing
 Selector Forks

Selector Forks:
A selector fork, also known as a shift fork, is a mechanical component used in manual and some
automatic transmissions to engage and disengage gears. It is an essential part of the gear
selection mechanism within a gearbox. The selector fork is responsible for moving the gear
synchronizer collars or sleeves to lock onto the desired gear on the main shaft or lay shaft.

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.

Working principle of sliding mesh

Simplest type of gear box, gears is 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 three 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.

Statement problem
The gearbox, also known as the transmission, serves a fundamental purpose in transferring power from
the engine to the wheels of a vehicle efficiently and with the ability to adapt to varying driving conditions.
The gearbox accomplishes this through the control of the available gear ratios, thereby optimizing the
vehicle's performance, fuel efficiency, and drivability.
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, and it may fatigue for the
driver as well as it can shortening the lifecycle of the component.

To overcome this problem project has been conducted to find the solution by design the gear box 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
1.6 Objective of the Project

1.6.1General Objectives

The general objective of this project is to design four speed sliding mesh gearbox with torque
and speed of 20KNm @ 1850 - 90 rpm

1.6.2 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
 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 Model the 3D Geometry of constant mesh gearbox
 Analysis the result using software

Conceptual design alternative

Comparison of four-speed gearbox and three speed gear box
1. Performance and Adaptability

The additional gear in a four-speed gearbox provides a broader range of gear ratios, allowing for
better adaptability to diverse driving conditions. This means the vehicle can operate more
efficiently at different speeds, leading to enhanced performance in varied terrains and driving
scenarios.

2. Fuel Efficiency

The wider range of gear ratios in a four-speed gearbox enables the engine to run within its
optimal power band more often, potentially boosting fuel efficiency. By allowing for more
precise matching of engine speed to vehicle speed, the gearbox contributes to improved overall
efficiency, especially during highway driving or when tackling inclines.

3. Smoother Power Delivery

The presence of an additional gear facilitates smoother transitions between gears, leading to a
more refined power delivery to the wheels. This results in a more seamless driving experience,
with smoother acceleration and improved response to changes in speed and terrain.

4. Precision and Drivability

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

5. Wide Usability Range

The wider range of gear ratios enables the vehicle to be utilized across a broader spectrum of
conditions, from city driving to highway cruising. The gearbox's ability to adapt to various speed
and torque requirements makes it a versatile choice for a wide array of driving environments.

In summary, the four-speed sliding mesh gearbox outshines the three-speed gearbox in providing
better adaptability, improved fuel efficiency, smoother power delivery, enhanced drivability,
broader usability, and alignment with industry trends and technological advancements.

Gearbox specification
Gearbox specification of Toyota stout RK101
Manual gearbox Specification

Product Manual Vehicle Transmission Gearbox

Four Speed Gearbox

Gear Ratio First gear 4.1

Second gear 2.294

Third gear 1.436

Top gear 1

Reverse gear 4.1

Drive Torque 20kNm @ 1850 - 451rpm

Type Sliding Mesh

3.2 Gear design

3.2.1 Gear geometry analysis

𝐺𝑒𝑎𝑟𝑅𝑎𝑡𝑖𝑜 (𝑖)
𝑇𝑜𝑝𝑔𝑒𝑎𝑟 = 1
3𝑟𝑑𝑔𝑒𝑎𝑟 = 1.436
2𝑛𝑑𝑔𝑒𝑎𝑟 = 2.294
1𝑠𝑡𝑔𝑒𝑎𝑟 = 4.1
𝑅𝑒𝑣𝑒𝑟𝑠𝑒𝑔𝑒𝑎𝑟 = 4.1

𝑭𝒓𝒐𝒎𝟏𝒔𝒕𝒈𝒆𝒂𝒓𝒓𝒂𝒕𝒊𝒐

𝑣1 = 𝑣8
𝑤1𝑟1 = 𝑤8𝑟8
 w 1r1
𝑤8 = … … … … … … … … … 𝑏𝑢𝑡𝑤5 = 𝑤8
r8

w 4 r 1 r5
= × = 4.1 … … … … … … … . . . (1)
w1 r 8 r 4

𝑇ℎ𝑒𝑐𝑒𝑛𝑡𝑒𝑟𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒 (𝑙)

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

𝐹𝑜𝑟𝑡ℎ𝑒 1𝑠𝑡𝑔𝑒𝑎𝑟𝑟𝑎𝑡𝑖𝑜:
The module m is the ratio of the pitch diameter to the number of teeth. The
recommended seriesof modules in Indian Standard are 1, 1.25, 1.5, 2, 2.5, 3, 4, 5,
6, 8, 10, 12, 16,20, 25, 32, 40 and50. Most commonly used take one constant value
of module (i.e. m=4) and calculate the pitchcircle diameters of the gears .

𝑇𝑎𝑘𝑒𝑡ℎ𝑒𝑚𝑜𝑑𝑢𝑙𝑒 (𝑚) = 4
𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒𝑎𝑛𝑔𝑙𝑒 (∅) 𝑤𝑖𝑙𝑙𝑏𝑒 20

𝑇ℎ𝑒𝑛𝑚𝑖𝑛𝑖𝑚𝑢𝑚𝑡𝑒𝑒𝑡ℎ 𝑜𝑓𝑡ℎ𝑒𝑝𝑖𝑛𝑖𝑜𝑛 (𝑧𝑝𝑚𝑖𝑛) 𝑤𝑖𝑙𝑙𝑏𝑒

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

𝐴𝑠𝑠𝑢𝑚𝑒: 𝑘 = 1… .𝑓𝑜𝑟𝑓𝑢𝑙𝑙𝑑𝑒𝑝𝑡ℎ 𝑡𝑒𝑒𝑡ℎ. Since gear tooth form. ... Standard full-
depthteeth have working depths of 2/P. If the teeth have equal addenda (as in
standardinterchangeable gears), the addendum is 1/P. Stub teeth have a working
depth usually 20% lessthan full-depth teeth. Full-depth teeth have a larger contact
ratio than stub teeth.
𝜑 = 30 … … 𝑚𝑎𝑥𝑖𝑚𝑢𝑚𝑎𝑛𝑔𝑙𝑒
Interference may only be avoided, if the point of contact between the two teeth is
always on theinvolute profiles of both the teeth. The minimum number of teeth on
the pinion which will meshwith any gear (also rack) without interference are given
in systems of gear teeth 141/20compositeis minimum number of teeth on the pinion
is 12.

𝑧𝑝= 2(1) cos 30/[2 ∗ (1 + 2(4)𝑠𝑖𝑛30] [4 + √16 + (1 + 2(4)𝑠𝑖𝑛20 = 11.86

≈ 𝑓𝑟𝑜𝑚𝑠𝑡𝑑𝑡𝑎𝑘𝑒 12
𝑧𝑝= 𝑧8 … … … 𝑏𝑢𝑡𝑡𝑎𝑘𝑒𝑚𝑖𝑛𝑖𝑚𝑢𝑚𝑓𝑜𝑟𝑡𝑎𝑔𝑒𝑣𝑎𝑙𝑢𝑒𝑧8 = 14 = 𝑧𝑝
𝑧𝑝= 𝑧8 ∗𝑚𝑔 = 56

z 1 56
𝐹𝑟𝑜𝑚𝑡ℎ𝑒 1𝑠𝑡𝑔𝑒𝑎𝑟 = =4
z 8 14
w 4 r 1 r5 z1 z5
𝑇ℎ𝑒𝑟𝑒𝑓𝑜𝑟𝑒, 𝑓𝑜𝑟𝑔𝑒𝑎𝑟𝑟𝑎𝑡𝑖𝑜 = × = × = 4.1
w1 r 8 r 4 z 8 z 4
z5 z8
= 4.1×
z4 z1

z5 1
= 4.1×
z4 4

z5
= 1.025, … … … … . . 𝑧5 = 𝑧4(1.025)
z4
w 4 r 2 r5
𝐹𝑟𝑜𝑚 2𝑛𝑑𝑔𝑒𝑎𝑟𝑟𝑎𝑡𝑖𝑜 = ×
w 2 r7 r 4
z2 z5
= × =2.294
z7 z 4
z2 z4
= 2.294×
z7 z5
z2 1
= 2.294×
z7 1.025
z2
= 2.238 … … . … 𝑧2 = 𝑧7(2.238)
z7

𝑭𝒓𝒐𝒎𝟐𝒏𝒅𝒈𝒆𝒂𝒓𝒓𝒂𝒕𝒊𝒐
𝑣2 = 𝑣7
𝑤2𝑟2 = 𝑤7𝑟7 … … … … … … … … … … … … 𝑏𝑢𝑡𝑤5 = 𝑤7
𝑤7 = 𝑤5
r4
w4( )
r5
w2
w7= r2
w7
w2r 2 r4
= w4×
r2 r5
r4
W2r2 = w4 × ×r2
r5
w 4 r 2 r5
= × = 2.294 ………………………… (2)
w 2 r7 r 4

From third gear ratio

𝑣4 = 𝑣5 … … (𝑇𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙𝑣𝑒𝑙𝑜𝑐𝑖𝑡𝑖𝑒𝑠𝑎𝑡𝑝𝑖𝑡𝑐ℎ 𝑜𝑓𝑡ℎ𝑒𝑚𝑒𝑠ℎ𝑖𝑛𝑔𝑔𝑒𝑎𝑟𝑖𝑠𝑒𝑞𝑢𝑎𝑙)

𝑤4𝑟4 = 𝑤5𝑟5
r5
𝑤5 = 𝑤4 ( )
r4
𝑣3 = 𝑣6
𝑤3𝑟3 = 𝑤6𝑟6
w3r 3
W6 = … … … … … … … … … … … …. . 𝐵𝑢𝑡𝑤5 = 𝑤6
r6
𝑤6 = 𝑤5
w3r 3 r5
= w4( )
r6 r4
r5
W3r3 = w4 ( ) r6
r4
w4 r3
= ×r 5
w3 r6 = 1.436
r4
z3 z5
= × = 1.436
z6 z4
z3 z4
= 1.436×
z6 z5
z3 1
= 1.436× ( )
z6 1.025
z3
= 1.4 … … … … …. 𝑧3 = 𝑧6 (1.4)
z6
𝑇ℎ𝑒𝑐𝑒𝑛𝑡𝑒𝑟𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒 (𝑙)
𝑙 = 𝑟4 + 𝑟5 = 𝑟1 + 𝑟8
d d 4 d5 d1 d 8
𝑀𝑜𝑑𝑢𝑙𝑒 (𝑚) = then we know that L = + = +
N 2 2 2 2
z4 z5 z1 z8
=m +m =m +m
2 2 2 2

= 𝑧4 + 𝑧5 = 𝑧1 + 𝑧8 = 56 + 14 = 70

𝑧4 + 𝑧5 = 70𝑏𝑢𝑡𝑧5 = 𝑧4 (1.025)

𝑧4 + 𝑧4 (1.025) = 70

2.025𝑧4 = 70

𝑧4 = 34.56 ≈ 35

𝑧5 = 𝑧4(1.025)

= 35(1.025) = 35.875 ≈ 36

𝑧2 + 𝑧7 = 70

𝑧7 (2.238) + 𝑧7 = 70

3.238𝑧7 = 70

𝑧7 = 21.618 ≈ 22

𝐴𝑛𝑑𝑡ℎ𝑒𝑛, 𝑧2 = 𝑧7 (2.238) = 22∗ 2.238 = 49.236 ≈49

𝑧3 + 𝑧6 = 70
𝑧6 (1.4) + 𝑧6 = 70
2.4𝑧6 = 70
𝑧6 = 29.16 ≈ 29
𝐴𝑛𝑑𝑡ℎ𝑒𝑛, 𝑧3 = 𝑧6 (1.4)
= 29(1.4) = 40.6 ≈ 41
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
geartrain will thus reverse the rotation of the output shaft, as against the rotation obtained by a
directdrive between gears mounted on the input and output shafts. One of the three gears in the
reversegear 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 controlledby the interlock system in the gearbox.
The reverse gear mechanism is constructed using only spur gears. This is because the gear on
theoutput or main shaft slides along the spline. Surface on the shaft to engage which the ideal
whichis in constant mesh with the gear on the counter shaft.

𝑣11 = 𝑣10 = 𝑣9
𝑤11 ∗𝑟11 = 𝑤10 ∗𝑟10 = 𝑤9 ∗𝑟9
w 11∗r 11
W9=
r9
And also, we know that, W5 = W9
r4 w 11∗r 11
W4 ( )=
r5 r9
r4
W11 ×r11 = w4 × ×r9
r5
W4 r 11 r 5
= × = 4.1
W 11 r 9 r 4
The minimum number of teeth in the pinion to avoid interference:

2 kcos φ
𝑧10= [𝑚 + √𝑚2 + (1 + 2𝑚)2∅]
(1+2 mG)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 … … … … … … … … 𝐵𝑢𝑡𝑡𝑎𝑘𝑒
without interference are given in 𝑠𝑦𝑠𝑡𝑒𝑚𝑠𝑜𝑓𝑔𝑒𝑎𝑟𝑡𝑒𝑒𝑡ℎ 20° Stub involutecomposite is
minimum number of teeth on the pinion is 18. 𝑧10 = 18
z9
𝐴𝑠𝑠𝑢𝑚𝑒 = 1.5 𝑡ℎ𝑖𝑠𝑖𝑚𝑝𝑙𝑖𝑒𝑠𝑧9 = 1.5 ∗𝑧10
z 10
= 1.5(18) = 27
𝑇ℎ𝑒𝑛, 𝑑9 = 𝑚𝑧9
= 2.5(27) = 67.5 ≈ 68
𝑑10 = 𝑚𝑧10
= 2.5(18) = 45𝑚𝑚
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 = 4∗ 35 =140
𝑑5 = 𝑚𝑧5 = 4∗ 36 = 144
𝑑1 = 𝑚𝑧1 = 4∗ 56 = 224
𝑑8 = 𝑚𝑧8 = 4∗ 14 = 56
𝑑3 = 𝑚𝑧3 = 4∗ 41 = 164
𝑑6 = 𝑚𝑧6 = 4∗ 29 = 116
𝑑2 = 𝑚𝑧2 = 4∗ 49 = 196
𝑑7 = 𝑚𝑧7 = 4∗ 22 = 88

d7 d6
𝑙= +
2 2
88 116
+ = 102
2 2
The above diameters are pitch diameter and the pitch line encircle the gear on points below the
tipof the gear with difference of the addendum value

𝐴𝑑𝑑𝑒𝑛𝑑𝑢𝑚 (𝑎) = 𝑚 = 4𝑚𝑚, 𝐷𝑒𝑑𝑒𝑛𝑑𝑢𝑚 (𝑏) = 1.25(4) = 5𝑚𝑚

𝐶𝑙𝑒𝑎𝑟𝑎𝑛𝑐𝑒 (𝑐) = 0.25𝑚m = 0.25(4) = 1𝑚𝑚
𝑇𝑜𝑡𝑎𝑙𝑑𝑒𝑝𝑡ℎ = 𝑎 + 𝑑 = 4+ 5 = 9𝑚𝑚
𝐶𝑖𝑟𝑐𝑢𝑙𝑎𝑟𝑝𝑖𝑡𝑐ℎ (𝑃𝑐) = 𝜋𝑚 = (3.14*4) = 12.56𝑚𝑚
Backlashes for gears, mm

8𝑚 8𝑚
𝑃𝑒𝑟𝑖𝑝ℎ𝑒𝑟𝑎𝑙𝑠𝑝𝑒𝑒𝑑, < 𝑃𝑒𝑟𝑖𝑝ℎ𝑒𝑟𝑎𝑙𝑠𝑝𝑒𝑒𝑑, >
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 2.5 0.20

3 0.10 0.15 2 0.19

2.5 0.08 0.13 0.18

2 0.08 0.13

1.5 and finer 0.00 0.10

𝑁𝑜𝑤, 𝑓𝑟𝑜𝑚𝑎𝑏𝑜𝑣𝑒𝑡𝑎𝑏𝑙𝑒, 𝑓𝑜𝑟𝑚 = 4 𝑎𝑛𝑑𝑣< 8𝑚⁄ ,𝑏𝑎𝑐𝑘𝑙𝑎𝑠ℎ = 0.20 𝑚𝑚

𝑠𝑜, 𝑐𝑖𝑟𝑐𝑢𝑙𝑎𝑟𝑝𝑖𝑡𝑐ℎ = 𝑡𝑜𝑜𝑡ℎ 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 + 𝑤𝑖𝑑𝑡ℎ 𝑜𝑓𝑠𝑝𝑎𝑐𝑒
𝑐𝑖𝑟𝑐𝑢𝑙𝑎𝑟𝑝𝑖𝑡𝑐ℎ = (𝑊𝑖𝑑𝑡ℎ 𝑜𝑓𝑠𝑝𝑎𝑐𝑒 - 𝑏𝑎𝑐𝑘𝑙𝑎𝑠ℎ) + 𝑤𝑖𝑑𝑡ℎ 𝑠𝑝𝑎𝑐𝑒
𝑐𝑖𝑟𝑐𝑢𝑙𝑎𝑟𝑝𝑖𝑡𝑐ℎ = 2 ∗ (𝑊𝑖𝑑𝑡ℎ 𝑜𝑓𝑠𝑝𝑎𝑐𝑒) - 𝑏𝑎𝑐𝑘𝑙𝑎𝑠ℎ
 P c+0.20 ❑
𝑊𝑖𝑑𝑡ℎ 𝑜𝑓𝑠𝑝𝑎𝑐𝑒 = = 2 = 9.525𝑚𝑚
2

P c 18.5
𝑇𝑒𝑒𝑡ℎ 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 (𝑠) = = = 9.425
2 2
𝐹𝑖𝑙𝑙𝑒𝑡𝑟𝑎𝑑𝑖𝑢𝑠 = 0.375𝑚, 0.375(6) = 2.25
pc 18.85
𝐹𝑎𝑐𝑒𝑤𝑖𝑑𝑡ℎ = 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
𝐶𝑖𝑟𝑐𝑢𝑙𝑎𝑟𝑝𝑖𝑡𝑐ℎ (𝑝𝑐) = 𝜋𝑚 = 𝜋∗ 4 = 12.56
pc 12.56
𝑇𝑜𝑜𝑡ℎ 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 (𝑠) = = = 6.28
2 2
𝐹𝑖𝑙𝑙𝑒𝑡𝑟𝑎𝑑𝑖𝑢𝑠 = 0.375(𝑚), 0.375 ∗ 4 = 1.5𝑚𝑚
1.15 pc 1.15∗5.0265
𝐹𝑎𝑐𝑒𝑤𝑖𝑑𝑡ℎ = = = 25.018𝑚𝑚
tan φ tan 30
3.2.4 Force analysis of gear
¿
𝑡𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙𝑙𝑜𝑎𝑑 (𝑓𝑡) =2 ¿ dp … … … … . . 𝑏𝑢𝑡𝑡𝑜= 𝑇(𝑖) … . . 𝑇(𝑔𝑒𝑎𝑟𝑟𝑎𝑡𝑖𝑜)
ft tan ❑
𝑑𝑝= 7 ,𝑟𝑎𝑑𝑖𝑎𝑙𝑙𝑜𝑎𝑑 (𝑓𝑟) = … … . . … … … … . ∅ = 20, 𝜑 = 30
cos φ
𝑎𝑥𝑖𝑎𝑙𝑙𝑜𝑎𝑑 (𝑓𝑎) = 𝑓𝑡 tan 𝜑

𝑭𝒐𝒓𝒈𝒆𝒂𝒓𝟒&𝟓

pin =20kw ,
𝑇in = 10.81𝑁𝑚 = 10810𝑁𝑚𝑚, 𝑁 = 1850𝑟𝑝𝑚
𝑑
𝑝= 𝑑5 = 144𝑚𝑚, 𝑑𝑔= 𝑑4 = 140𝑚𝑚, 𝑖 = 1.436
𝑇𝑜= 𝑇∗𝑖 = 10810∗1.436 = 15523Nmm
2∗(15523)
𝐹𝑡 = = 215.6𝑁
144
𝐹𝑟 = ( 215.6 ) ¿ ¿= 90.6𝑁
𝐹𝑎 = 𝐹𝑡𝑡𝑎𝑛 30 = 215.6(𝑡𝑎𝑛 30) = 124.5𝑁
𝑭𝒐𝒓𝒈𝒆𝒂𝒓𝟑&𝟔
𝑇 = 10810𝑁𝑚𝑚, 𝑁 = 1850𝑟𝑝𝑚, 𝑑𝑝= 𝑑6 = 116, 𝑑𝑔= 𝑑3 = 164, 𝑖 = 4.1

𝑇𝑜= 𝑇∗𝑖 = 10810*4.1 = 44321𝑁𝑚m

𝑓𝑡= 2 ∗ (44321)/116 = 764𝑁

ft tan ∅ tan20
𝑓𝑟 = = 764∗ = 321𝑁
cos 30 cos 30

𝑓𝑎= 𝑓𝑡𝑡𝑎𝑛30 = 764𝑡𝑎𝑛 30 = 441𝑁

𝑭𝒐𝒓𝒈𝒆𝒂𝒓𝟐&𝟕

𝑇 = 10810𝑁𝑚𝑚, 𝑁= 1850𝑟𝑝𝑚, 𝑑𝑝= 88𝑚𝑚, 𝑑𝑔= 196𝑚𝑚, 𝑖 = 2.294

𝑇𝑜= 𝑇∗𝑖 = 10810∗ 2.294 = 24798𝑁𝑚m
2∗24798
𝑓 𝑡= = 563.59𝑁
88
ft tan ∅ 563.59 tan 20
𝑓𝑟 = = = 236.86𝑁
cos φ cos 30
𝑓𝑎= 𝑓𝑡tan 30 = 563.59(tan 30) = 325.39𝑁

𝑭𝒐𝒓𝒈𝒆𝒂𝒓𝟏&𝟖

𝑇 = 360000𝑁𝑚𝑚, 𝑁 = 3500𝑟𝑝𝑚, 𝑑𝑝= 𝑑1 = 224mm, 𝑑𝑔= 𝑑8 = 56mm, 𝑖 = 4.1

𝑇𝑜= 𝑡∗𝑖 = 10810∗ 4.1 = 44321𝑁𝑚m
2∗44321
𝑓 𝑡= = 395.7𝑁
224
395.7 tan 20
𝑓𝑟 = =166.3𝑁
cos 30
𝑓𝑎= 𝑓𝑡tan 30 = 395.7𝑡𝑎𝑛30 = 228.45𝑁

𝑭𝒐𝒓𝒓𝒆𝒗𝒆𝒓𝒔𝒆𝒈𝒆𝒂𝒓 (𝟗&𝟏𝟎)

𝑇 = 10810𝑁𝑚𝑚, 𝑁 = 1850𝑟𝑝𝑚, 𝑑𝑝= 𝑑9 = 68, 𝑑𝑔= 𝑑10 = 45, 𝑖 = 4.1

𝑇𝑜= 𝑇∗𝑖 = 10810∗ 4.1 = 44321𝑁mm

2∗44321
𝑓 𝑡= = 1303.55𝑁
68
1303.55 tan 20
𝑓𝑟 = = 547.85𝑁
cos 30
𝑓𝑎= 𝑓𝑡∗ tan 30 = 1303.55∗ tan 30 = 752.6𝑁

Material selection

Selecting the right material for a gear box is crucial to ensure that it can withstand the operating
conditions, loads, and environmental factors it will be exposed to. Several factors need to be
considered when choosing materials for gear box components, including strength, wear
resistance, fatigue resistance, toughness, and compatibility with lubricants.

1, shaft:

We have selected 50C4, because it has high modulus of elasticity and minimizes deflection as
combination of bending moment and torque on rotating shaft created multi axial stress.
 • Ultimate tensile strength =σut= 640 - 760MPa
• Yield strength=σy= 370MPa
The material used for shafts should have the following properties:

 It should have high strength.

 It should have good machinability.
 It should have low notch sensitivity factor.
 It should have good heat treatment properties.
 It should have high wear resistant properties.

2, gear:

Gary cast iron FG200 is a common grade of gray cast iron, which is widely used for design gear.

Ultimate strength = 200Mpa

Modulus of elasticity (E) = 82Gpa

The material used forgear should have the following properties:

 Gary cast iron FG200 exhibits good compressive strength.

 It has a high hardness
 It is relatively easy to machine
 It has good thermal conductivity.

3, pinion: Fe 410 is a designation for a plain carbon steel

Ultimate strength = 400Mpa

Modulus of elasticity (E) = 200Gpa

The material used for pinion should have the following properties:

 Plain carbon steel Fe 410 exhibits good tensile strength

 It has reasonable ductility
 Fe 410 steel is weldable

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

4, Housings:

The material used for Housing should have the following properties:

Cast iron is a common material for gear box housings due to its good damping properties and
ability to absorb vibration.

 Cast iron has excellent compressive strength.

 It exhibits good wear resistance.
 Some types of cast iron exhibit good resistance to corrosion.
 Cast iron has a relatively high coefficient of thermal expansion.