ABSTRACT

This paper focuses on the design of parallel

all stage spur two stage speed reduction
gearboxes. The purpose to design and
analysis this speed reducer for reduce speed
from motor and transfer to differential at
suitable speed. First, get an idea from
reference book, internet and other from
available data.

PREPARED BY
ABENEZER
TAREKEGN
Design 1

SPEED REDUCTION
GEARBOXES
SPUR TWO STAGE PARALLEL SPEED REDUCTION
GEARBOXES
Madda Walabu University

Institute Of Technology College Of Engineering

Department of Mechanical Engineering
Machine Design Project 1
Project Title: - spur two stage parallel speed reduction
Gear Box
Name Abenezer Tarekegn
ID no CESR/0041/09
Section 2-Design
Submitted To Mr. Samson
Submission Date 03/062012 E.C

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ACKNOWELEDGEMENT
First of all I would like to thank my lord Jesus Crist for helping me to start this project. And I
would like to thanks my family to be on my side.

Secondly I would like to thanks my instructor Mr. Samson Yohannes who helps me to perform
this project by giving advice and supporting by checking steps and methods, and also I went to
thanks his interest to contact with me at any time.

Finally I would like to thanks my friends, who give me some information about the project design
and for their interest to help me in many way and also I would like to express my appreciation for
their contribution.

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ABSTRACT
This paper focuses on the design of parallel all stage spur two stage speed reduction gearboxes.
The purpose to design and analysis this speed reducer for reduce speed from motor and transfer to
differential at suitable speed. First, get an idea from reference book, internet and other from
available data.

Whole project involves various methods such as collecting data, concept design and analysis
process. The whole project involved various method and process that usually use in engineering
such as concept design, analysis process.

Design of parallel gear three stages based on the given specification such as ratted power of 4.5hp
at imputes speed 2200rpm to be transmitted. Gear box is an arrangement of gears that are used to
transmit a power or motion from driving machine to driven machine and is known as speed reducer
machine.

During perform this project I collect different data by using different method of data collection,
and I perform the preliminary design such as design of elementary component, geometry analysis
of each component, and modeling of the gear box.

This project is individual project and must be done within this semester. In this project, students
must able apply all knowledge during their studies in Mechanical Engineering course.

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Table of Contents
1 CHAPTER ONE ..................................................................................................................... 9
1.1 Background .................................................................................................................... 10
1.1.1 Definition ................................................................................................................ 10
1.1.2 Types of Gearbox .................................................................................................... 11
1.1.3 Working principle of various type .......................................................................... 11
1.2 Objectives ....................................................................................................................... 12
1.2.1 General objectives ................................................................................................... 12
1.2.2 Specific objectives .................................................................................................. 12
1.3 Scope .............................................................................................................................. 12
1.4 Methodology .................................................................................................................. 12
1.4.1 Flow Chart .............................................................................................................. 13
1.5 Limitation ....................................................................................................................... 13
2 CHAPTER TWO .................................................................................................................. 14
2.1 Literature Review ........................................................................................................... 14
3 CHAPTER THREE .............................................................................................................. 17
3.1 Material selection ........................................................................................................... 17
3.1.1 Material selection for gears ..................................................................................... 17
3.1.2 Material Selection for Shaft .................................................................................... 18
3.1.3 Material selection for the Casing ............................................................................ 18
3.1.4 Material selection for the key: ................................................................................ 19
3.1.5 Material selection for the bearing: .......................................................................... 19
4 CHAPTER FOUR ................................................................................................................. 21
4.1 Force, design and geometry Analysis of first Stage speed reduction Gearbox .............. 21
4.1.1 Force Analysis of first stage spur gear .................................................................... 21
4.1.2 Force Analysis of first stage spur gear for gear 1(n1) ............................................ 24
4.2 Design of first stage reduction spur gear ........................................................................ 25
4.2.1 Force Analysis of second stage spur gear for gear 2(n2) ........................................ 29
4.2.2 Force Analysis of second stage spur gear for gear 3(n3) ........................................ 30
4.3 Design of second stage reduction spur gear ................................................................... 32
4.4 Geometric analysis of spur gear ..................................................................................... 36
4.5 Force analysis of shaft .................................................................................................... 36

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 4.5.1 Force analysis of first shaft ..................................................................................... 36
4.6 Design analysis of shaft.................................................................................................. 38
4.6.1 Design of first input shaft ....................................................................................... 38
4.6.2 Force analysis of second (intermediate) shaft ......................................................... 39
4.6.3 Design of intermediate shaft ................................................................................... 40
4.6.4 Force analysis of third shaft .................................................................................... 42
4.6.5 Design of first output shaft ..................................................................................... 43
4.7 Geometry analysis of shaft: ............................................................................................ 45
4.8 Design and geometry analysis of key:............................................................................ 45
4.8.1 Design of key for input shaft: ................................................................................. 45
4.8.2 Design of key for intermediate shaft:...................................................................... 46
4.8.3 Design of key for last shaft: .................................................................................... 47
4.9 Design and geometry analysis of bearing: ..................................................................... 48
4.9.1 Bearing selection for input shaft: ............................................................................ 48
4.9.2 Bearing selection for intermediate shaft: ................................................................ 48
4.9.3 Bearing selection for output shaft: .......................................................................... 49
5 CHAPTER FIVE .................................................................................................................. 50
5.1 Result and discussion ..................................................................................................... 50
5.1.1 Result ...................................................................................................................... 50
5.1.2 Discussion ............................................................................................................... 52
6 CHAPTER SIX ..................................................................................................................... 53
6.1 Recommendation and conclusion................................................................................... 53
6.1.1 Recommendation .................................................................................................... 53
6.1.2 Conclusion .............................................................................................................. 53

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Table 3.1 Material selection of gear. ............................................................................................ 18

Table 3.2 Material selection for shaft. .......................................................................................... 18

Table 3.3 Material selections for Gearbox Casing. ...................................................................... 19

Table 3.4Material selected for key................................................................................................ 19

Table 3.5Material selection for bearing. ...................................................................................... 20

Table 5.1 Result of gear ................................................................................................................ 50

Table 5.2 Result of shaft................................................................................................................ 51

Table 5.3 Result for key ................................................................................................................ 51

Table 5.4 Result for bearing ......................................................................................................... 51

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Figure 4.1Force acting upon two gears of a simple gear train. ................................................... 21

Figure 4.2 Tooth of gear. .............................................................................................................. 22

Figure 4.3 Force analysis of first shaft......................................................................................... 37

Figure 4.4 Bending moment and shear force diagram for input shaft. ........................................ 38

Figure 5.5 Force analysis of second shaft. ................................................................................... 39

Figure 4.6 Bending moment and shear force diagram for intermediates shaft. ........................... 41

Figure 4.7 Force analysis of third shaft. ...................................................................................... 42

Figure 4.8 Bending moment and shear force diagram for output shaft. ...................................... 44

Figure 4.9 Geometry of bearing. .................................................................................................. 48

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Nomenclature, symbol and abbreviation
d -Pitch diameter
d1 -Pitch diameter of pinion
d2 -Pitch diameter of gear
E -Young’s Modulus
α -Pressure Angle
a -Centre Distance
b -Face width
𝐶𝑣 -Velocity Factor
Fd -Dynamic Load
Fs -Strength of Gear tooth
Ft -Transmitted Load
Fw -Wear Load HP -Horse Power
i -Gear Ratio K -Load Concentration Factor
Kd -Dynamic load factor
M -Module
σc -Contact Stress
σb -Designed Bending Stress
vm -Mean Velocity
Y -Lewis Form Factor
Mt -Torque Transmitted by Pinion
Pc -Circular Pitch
Q -Ratio Factor
n -Number of teeth

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 1 CHAPTER ONE

INTRODUCTION
Definition of Gearbox
Gear box is a machine component that consists of power source and power transmission system
which provides controlled application of the power it provides a speed and torque conversion from
a rotating power source to anther device. [1]

Gear box is simply an arrangement of gears that are used to transmit a power or motion from the
driving machine to the driven machine.

Principle of operation
Gearbox’s that uses gears and gear trains to provide speed and torque conversions for a rotating
power source (such as electric motor) to another device driven machine. Most of the time a gearbox
is known as a speed reducer machine [4]

A transmission is a machine in a power transmission system, which provides controlled application

of the power. Often the term transmission refers simply to the gearbox that uses gears and gear
trains to provide speed and torque conversions from a rotating power source to another device.

Application area of gear box

Gearbox has so many applications such as:

 For various type of industrial machinery applications.

 Agro engineering application.
 For cutting, driving, milling, and drilling application.
 In different rotational speeds and torques are adapted.
 For, automotive, hydrostatic drive, electrical adjustable drive and helicopter application.
 For wind turbines, agricultural industry, construction, industrial gear motors and soon etc.

Advantages and Disadvantage of Gearbox

Advantages of Gearbox:

 Transmits exact velocity ratio; exact speed; large power.

 High efficiency and reliable service with Compact layout.
 Providing positive drive without sleep.
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  Suitable for high speed, high torque, power transmission.
 Properly maintained gear system can run over decade.
 Very high transmission ratio is practicable.
 Compact machine train in a limited space

Disadvantage of Gearbox:

 It is not used for long distance motion transfer.

 Comparatively it is not easily machinable.
 Direct transfer of torque.
 Needs proper lubrication system which involves high cost.
 Needs proper alignment misalignment gear train will damage with in short time.
 Miss aligned gear mesh or luck of lubrication will make noise and lubrication
1.1 Background
1.1.1 Definition
A reduction gearbox is a device by which an input speed can be lowered for a requirement of
slower output speed, with same or more output torque. Reduction gear assembly consists of a set
of rotating gears connected to an output shaft. The high speed incoming motion from the wheel
work is transmitted to the set of rotating gears, wherein the motion or torque is changed. The
number of gears used in the reduction gear assembly depends on the output speed requirement of
the application. The reduction gear assembly is usually known as reduction gear box. Depending
on the Output speed required, the reduction may have single stage or two stage reduction.

In British English, the term transmission refers to the whole drivetrain, including clutch, gearbox,
prop shaft (for rear-wheel drive), differential, and final drive shafts. In American English,
however, the term refers more specifically to the gearbox alone, and detailed usage differs.

A transmission has multiple gear ratios (or simply "gears") with the ability to switch between them
as speed varies. This switching may be done manually (by the operator) or automatically.
Directional (forward and reverse) control may also be provided. Single-ratio transmissions also
exist, which simply change the speed and torque (and sometimes direction) of motor output.

In motor vehicles, the transmission generally is connected to the engine crankshaft via a flywheel
or clutch or fluid coupling, partly because internal combustion engines cannot run below a

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particular speed. The output of the transmission is transmitted via the driveshaft to one or more
differentials, which drives the wheels. While a differential may also provide gear reduction, its
primary purpose is to permit the wheels at either end of an axle to rotate at different speeds
(essential to avoid wheel slippage on turns) as it changes the direction of rotation.

1.1.2 Types of Gearbox

In general, gears may be divided into several broad classifications based on the arrangement of the
axes of the gear pair

1. Parallel Axis Gearbox.

2. Spur Gearbox.
3. Helical Gearbox.

1.1.3 Working principle of various type

Parallel Axis Gears

The simplest types of gears are those that connect parallel shafts. They are generally relatively
easy to manufacture and are capable of transmitting large amounts of power with high efficiency.
Parallel axis gears transmit power with greater efficiency than any other type or form of gearing.

Spur Gears

The spur gear has teeth on the outside of a cylinder and the teeth are parallel to the axis of the
cylinder. This simple type of gear is the most common and most used type. The shape of the tooth
is that of an involute form. There are, however, some notable exceptions. Precision mechanical
clocks very often use cycloid teeth since they have lower separating loads and generally operate
more smoothly than involute gears and have fewer tendencies to bind.

Helical Gears

When gear teeth are cut on a spiral that wraps around a cylinder, they are designed as helical.
Helical teeth enter the meshing zone progressively and, therefore, have a smoother action than
spur gear teeth and tend to be quieter. In addition, the load transmitted may be somewhat larger,
or the life of the gears may be greater for the same loading, than with an equivalent pair of spur
gears.

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1.2 Objectives
1.2.1 General objectives
The main objective of this project is to design second stage gear reduction gearbox, parallel
gearbox type with the rated power of 4.5 h.p and input speed of 2200 rpm.

1.2.2 Specific objectives

The project also designs:-

 To design the shaft of the gearbox.

 To design the pin of the gearbox.
 To design the gear of the gearbox.
 To design the housing of the gearbox.
 To design the bearing of the gearbox.
 To design the key of the gearbox.
 To design the bolt and nut of the gearbox.

1.3 Scope
The scope of this design project is limited to design second stage parallel gearbox speed reducer,
with rated power of 4.5 h.p and input speed of 2200 r.p.m. both the first stage and the second stage
of gear type is spur. This is the scope of my design.

1.4 Methodology
This project has nine chapters and classified them into two major parts, the first part is an
introductory part and the second part is analysis of the project by using the geometric analysis,
numerical analysis, Velocity analysis and as well as the detail drawing. This project is designed
with different parameters such as force; stress, strain etc. are calculated by numerical method.

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1.4.1 Flow Chart
introducton

backgrond

objectives

scope

metdology

limitation

litratute review

material
selection

force analysis

Geometry
analysis

Design analysis

result and
descution

Part and asembly

drowing

conclution and
recomendation

1.5 Limitation
I am not finished this project yet but, until this time I gated many problems such as:

 Lack of comfortable area by means of political problem in the university.

 Lack of time because of taking the missed test and doing an assignment.

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 2 CHAPTER TWO

2.1 Literature Review

The Volvo Group [1] introduced a concept of Automatic Transmissions. It is discussed that Manual
Gearboxes are complicated in design and is difficult for the users to drive the vehicle. Usage of so
many components in the manual gearbox also reduced the efficiency and the clutch plates had to
be replaced periodically. The company stated that it is difficult to implement manual gearbox in
smaller vehicles.

Hubvan Doorne of DAF [2] has developed the concept of Continuously Variable Transmission
(CVT).They have studied the concept briefly which was introduced by Leonardo Da Vinci in
14090s.They have studied the concept and its flaws discovered through 1900s and have
manufactured a CVT that was implemented in cars. This resulted in the new age of Automatic
Transmissions. CVTs were first tested in Volvo cars. willis, Christopher Ryan [3] (VTechWorks-
79677) have developed a CVT design that can be tuned to a range of Reduction ratios. Such CVTs
can be tuned and can be used on any vehicle that can accommodate space for CVT. They have
explained that such CVTs still need a reduction gearbox with a fixed reduction gear ratio.

Polaris Automobili [4] has successfully implemented CVT coupled with Reduction Gearbox. They
have stated that the power train in their ATVs is very complicated and have studied the various
complications caused due to the reduction gearbox including Noise, Vibration and the Noise
produced.

John M. Hawkins [5] simplified the design of a gearbox and made it more compact for usage in
low power vehicles like Mopeds and Forklifts. He even analyzed the current flaws in reduction
gearbox which were either reduced or nullified in his design. His design was so compact that it is
being used in Helicopters to increase the torque which has reduced the startup time of the rotors.

Ralph E.Taggert [8] made a detailed experimental study on ‘Forces that affect the operation and
efficiency of reduction Gearbox’ that contributes the complete information about a single stage
reduction gearbox that includes dimensions of the real time gyroplane parts, the parts used in the
Gearbox, assembly of individual components of the Gearbox, Gearbox mounting, VT mounting
and Differential mounting in Automobiles.

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Sellgren, U.; Akerblom, M. [9] have done extensive studies on the gearbox to study the origin of
noise at high speeds. Noises in gearbox are a sign of inefficient operation and faster wear of
components. It has been observed that the origin of noises is from improper meshing of gears in
the assembly. This mostly happens due to not giving proper clearances between gear train that
cause either huge Backlash or interference hence leading to faster wear.

Canonsburg [10] made a detailed study on ‘ANSYS Workbench’ that includes the process of
ANSYS workbench Project, Project schematic, Toolbox, Modal Analysis, and Configuring
ANSYS Workbench. ANSYS workbench users interface Todd Grimm [11] made a study on
‘Experimental Analysis on Aluminum Alloys’ which includes the advantages of Aluminum
Alloys, Heat treatment methods and their outcomes.

Ramesh Banothu [12] worked on ‘Design and analysis of Gear Shaft’ in which he concluded that
Vibrations can be transmitted from the casing to the gears through the gear shafts. He even
conclude that the shafts are subjected to bending moments and slight torsion when there are at least
two gears mounted on one shaft.

Vilas Warudkar [13] from his study ‘Design and Optimization of 2-StageReduction Gearbox’ has
concluded the methodology to make a conventional Reduction gearbox for Water pumps. This
Gearbox did not use any alloys for materials and did not consider vibrations or Thermal analysis
inside the Gearbox.

“Whenever a frequent change in speed/torque at the output is required, we use multispeed

multistage gearbox. Aim of the paper is to design a 4 speed 2 stage gearbox using spur gears so as
to make the transmission highly efficient as well as to keep the gearbox economically feasible.
Cad plot for the same was plotted and stress strain analysis for each was done. The paper includes
all the calculations and verification of those at places to justify the success of design.”

“A reduction gearbox is a device by which an input speed can be lowered for a requirement of
slower output speed, with same or more output torque. Reduction gear assembly consists of a set
of rotating gears connected to an output shaft. The high speed incoming motion from the wheel
work is transmitted to the set of rotating gears, wherein the motion or torque is changed. The
number of gears used in the reduction gear assembly depends on the output speed requirement of
the application. The reduction gear assembly is usually known as reduction gear box. Depending
on the Output speed required, the reduction may have single stage or two stage reduction.”

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“A transmission is a machine in a power transmission system, which provides controlled
application of the power. Often the term transmission refers simply to the gearbox that uses gears
and gear trains to provide speed and torque conversions from a rotating power source to another
device.”

John M. Hawkins simplified the design of a gearbox and made it more compact for usage in low
power vehicles like Mopeds and Forklifts. He even analyzed the current flaws in reduction gearbox
which were either reduced or nullified in his design. His design was so compact that it is being
used in Helicopters to increase the torque which has reduced the startup time of the rotors.

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 3 CHAPTER THREE

3.1 Material selection

Material selection plays an important role. Material takes up most of the cost required to make a
gear box. So many alloys are available in the market at low prices. But keeping the weight in mind
as well as performance optimal materials that can sustain the above requirements are selected for
each component of the Gearbox. In order to reduce the variety of materials that are being used, it
was decided that only one material should be used for all the shafts, another for Gear and another
for the casing

When designing a reduction Gearbox there are four main parts:

 Gear
 Shaft
 Casing
 Key and
 bearing

So to choose the best materials for those machine parts I will consider its yield strength, Density,
shear stress, cost etc.…

3.1.1 Material selection for gears

The following requirements must be met in the design of a gear drive:

A. The gear teeth should have sufficient strength so that they will not fail under static loading
or dynamic loading during normal running conditions.
B. The gear teeth should have wear characteristics so that their life is satisfactory.
C. The use of space and material should be economical.
D. The alignment of the gears and deflections of the shafts must be considered because they
effect on the performance of the gears.
E. The lubrication of the gears must be satisfactory.
F. These materials are available on the market

Tensile, bending, yield properties of standard steels with their uses according to IS: 1570 (Part I)-
1978 (Reaffirmed 1993). [1]

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Table 3.1 Material selection of gear.

Material 𝜎y(MPa) 𝜎b(MPa) 𝜎c(MPa) 𝜎u(MPa)

pinion Alloy steel 690 455 690 760

(ASTM A514)

Gear Steel (AISI 951 927 951 1110

4130)

According to the data given above and specification closed to design by 4130 Steel.

3.1.2 Material Selection for Shaft

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.

Requirement; the tensile, yield properties of standard carbon steels with their uses according to IS:
1570 (Part I)-1978 (Reaffirmed 1993). [1]

Table 3.2 Material selection for shaft.

Material 𝜎y(MPa) 𝜎t(MPa) E(MPa) Position ratio

shaft Plain carbon 415 560 2.06 × 105 0.3

steel

For this material I choose Plain carbon steel because it has good yield strength.

3.1.3 Material selection for the Casing

The casing should be light weigh as possible but even should comply with the structure loads.
Steel is a good replacement but the weight is still heavy. So opting for aluminum is a suitable
option. Pure Aluminum has fewer Yields and has more chances of failure so we opted for
aluminum alloys that offer high strength to weight ratio. Aluminum density is 2700 Kg/m3.The

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choice is between six series or 7 series Aluminum Alloy. These alloys can be hardened after
machining to get full strength.

According to IS: 1570 (Part I)-1978 (Reaffirmed 1993). [1]

Table 3.3 Material selections for Gearbox Casing.

Material Yield(Mpa)

8xxx Aluminum alloys 380

7xxx Aluminum alloys 520 – 620

6xxx Aluminum Alloys 505

3.1.4 Material selection for the key:

The material selection for key should be hard with good strength and high compressive and
shearing strength in order to make the design safe.

According to IS: 1570 (Part I)-1978 (Reaffirmed 1993). [1]

Table 3.4Material selected for key

Material 𝜎y(MPa) 𝜎c(MPa)

Key EN.8 steel 415 1100

3.1.5 Material selection for the bearing:

To select material for bearing must consider:-

 The hardness
 Load capacity
 Resistance of wear and fatigues load.

So due to those criteria i select the material 100CR6 steel.

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According to IS: 1570 (Part I)-1978 (Reaffirmed 1993). [1]
Table 3.5Material selection for bearing.

Material Crack 𝜎c(MPa) E(MPa) Position

Hardness
resistance ratio

Bearing 100CR6 3.6 800HB 3700 2.10 × 103 0.3

steel

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 4 CHAPTER FOUR

4.1 Force, design and geometry Analysis of first Stage speed reduction Gearbox
4.1.1 Force Analysis of first stage spur gear (n)
According to the law of gearing this resultant force F must always on the pressure line. The
pressure line is the tangential lien to the base circle of gear ad pinion.

Component of spur gear force:

 Tangential component force(Ft)

 Radial component force(Fr)

Figure 4.1Force acting upon two gears of a simple gear train.

Tangential Force (Ft)

Td 2Td
Ft = =
R D

Radial Force (Fr)

Fr = Ft × tan 𝜃

Resultant force F

F = √(Ft)2 × (Fr)2

Power transmitted (P)

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 P = Ft × V
πDN
V= 60

Where:

T is torque.

D is diameter of gear.

V is pitch line velocity.

Radial component of farce (Fr) the radial force Fr does not do any useful fork this force (Fr)
produced bending moment in the gear shaft so it is called bending force.

Assumption of gear teeth force analysis

 The effect of dynamic load is neglected.

 Friction loss in bearing and pinion are neglected.
 The shaft on gear and piston are parallel.

Figure 4.2 Tooth of gear.

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For pinion:-
T 2T
Ft = R = D

First find the designed torque and the diameter of gear.

2𝜋𝑁𝑇
P= 60

60𝑃
T = 2𝜋𝑁

60 × 3356
T= 2𝜋×2200

T = 14.57 Nm

The minimum numbers of teeth on the pinion which will mesh with any gear (also rack) without
interference are given. [1]

I selected full depth involute which is 20° and its minimum number of teeth is 18. [1]

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. [1]
𝐷
m = n1

𝐷
2.5 = 18

D = 45mm → D = 0.045m

Where:

n is number of teeth

M is module assume it is

D is pitch diameter
2×14.57
Ft = 0.045

Ft = 647.55N

Fr = Ft × tan 𝜃

Fr = 647.55 × tan 20

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 Fr = 235.69N

Therefore the resultants force (F):

F = √( 647.55)2 + (235.69)2

F = 689N

4.1.2 Force Analysis of first stage spur gear for gear 1(n1)
The power that was in the pinion is not fully transmitted to the gear one there is heat loss on doing
work. So multiply by some fraction nearest to one.

Original given power is p0 = 3307.5w

P = p0 × 0.99

P = 3307.5w × 0.99

P = 3274.4w
𝑛2
i = 𝑛1 → n2 = 4 × 18

n1 = 72
𝑁2 𝑛 𝑛1×𝑁1
= 𝑛1 → N2 =
𝑁1 𝑛2

18×2200
N2 = 72

N2= 550rpm
60 × 𝑃 60 × 3274.4
T = 2𝜋×𝑁2 → T = 2𝜋×550

T = 56.85Nm
𝐷2
M = 𝑛2

D2 = 2.5 × 72

D2 = 180mm → 0.18m

Therefore calculate by tangential force (Ft) and radial force (Fr) the value of resultant force (F).

Tangential force (Ft):

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 T 2T
Ft = R = D

2×56.85
Ft = 0.18

Ft = 631.67N

Radial force (Fr):

Fr = Ft × tan 𝜃

Fr = 631.67 × tan 20

Fr = 230N

Therefore the resultants force (F):

F = √( 631.67)2 + (230)2

F = 672.24N

4.2 Design of first stage reduction spur gear

First calculate lawis factor (Y)
0.912
Lewis factor for involute teeth is Y = 𝜋(0.154 − ) [1]
n1

For pnion:

0.912
𝑌𝑎 = 𝜋(0.154 − )
𝑛1
0.912
𝑌𝑎 = 3.14 (0.154 − ) = 0.325
18

For gear:

0.912
𝑌𝑏 = 𝜋(0.154 − )
𝑛2
0.912
𝑌𝑏 = 3.14 (0.154 − ) = 0.444
72

Now determine the smallest number to determine the weaker (gear or pinion) by using the relation:

Stress value:

𝛿 = 𝜎𝑏 × 𝑌𝑎 [1]

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For pinion

𝛿𝑎 = 𝜎𝑏 × 𝑌𝑎

𝛿𝑎 = 455 × 0.325 =148MPa

For gear
𝛿𝑏 = 𝜎𝑏 × 𝑌𝑏

𝛿𝑏 = 627 × 0.444 = 278MPa

Therefore the stress value on pinion is less than the gear; since the design is based on pinion.

Torque transmitted (T)

T = 14.57Nm

Module the gear design (m)

M = 2.5mm

Pitch diameter dp:

dp = m.n[1]

Where n is number of teeth

dp(pinion) = 2.5 × 18 → 45mm

dp(n1) = 2.5 × 72 → 180mm

Center distance (dc):

m×(n+n1)
dc = 2

Face width b

b = m×10

Chucking for contact stress:

m×(n+n1)
dc = 2

2.5×(18+72)
dc = 2

Page | 26
 dc = 112.5mm
b = m×10

b = 2.5×10

b = 25mm

Contact stress:

𝑖+1 i+1
𝜎c = 0.74× √ ×∈× T
dc i+b

4+1 4+1
𝜎c = 0.74× 112.5 √4×25 × 220 × 103 × 14566

𝜎c = 416.3N/mm2

𝜎c Is less than the contact stress of the material (416.3N/mm2 < 690N/mm2 )

Therefore, it is safe to say the gear is not fail due to contact stresses.

Checking for dynamic loads:

In checking of dynamic loads the strength of gear is greater than the strength of dynamic load is
(Fs >Fd).

𝐹s = 𝜎b ×𝑏 × 𝑌𝑎 × 𝑚

𝐹s = 455 ×25 × 0.325 × 2.5

𝐹s= 9242.18N

Velocity of gear V:
𝜋 × 𝑑1 × 𝑁1
𝑉=
60
𝜋 × 45 × 2200
𝑉=
60
V = 5183.6m/s
Transmitted load Ft:
Ft = 631.67N
𝐹𝑑 = 𝐹𝑡 × 𝑉𝑐

Page | 27
 5.5+√14
Vc = 5.5

Vc = 1.68m/s
𝐹𝑑 = 631.67N × 1.68N = 1061.2𝑁
Therefore dynamic load is greater than static load (Fs >Fd); since the design is safe.
Checking the gears for wear:

Wear load Fw should be more than the dynamic load.

Fw = dp × Q × k × b. [1]

We know that the load stress factors formula write below. [1]

𝜎2 ×sin 𝜃 1 1
K= [𝐸𝑝 + ]
1.4 𝐸𝑔

Ratio factor Q
2×i
Q = i+1

2×4
Q = 4+1 = → 2

7602 ×sin 20° 1 1

K= [220×103 + ]
1.4 220×103

K = 1.3N

Fw = 45 × 2 ×1.3 × 25

Fw = 2925N

Therefore Fw > Fd so the design is safe.

Constructional Details:
4
𝜂1 = 0.55 × √𝑃𝑐 × n2

Pc = 𝜋 × 𝑚

Pc = 𝜋 ∗ 1.5

Pc = 4.71𝑚𝑚

Page | 28
 4
𝜂1 = 0.55 × √4.71 × 182

𝜂1 = 3.43[integral type]
4
𝜂2 = 0.55 × √𝑃𝑐 × n12
4
𝜂2 = 0.55 × √4.71 × 722

= 6.87[web type]

Shaft for pinion:

𝜋
MT =16 × 𝐷𝑠13 × 𝜏

𝜋
14566 = 16 × 𝐷𝑠13 × 45

Ds1 = 11.81mm

The standardizing of diameter of first shaft is Ds1 = 10mm

Shaft for Gear:

3 Ds2
√𝑖 = Ds1

3 Ds2
√4 = 10

Ds2 = 15.84mm

The standardizing of diameter of second shaft is Ds2 = 22mm.

4.2.1 Force Analysis of second stage spur gear for gear 2(n2)
The power that was in the gear 1 is not fully transmitted to the gear 2. There is heat loss on doing
work. So multiply by some fraction nearest to one.

Power on gear 1 is p1 = 3274.4w

P = p1 × 0.99

P = 3274.4w × 0.99

P = 3241.7w
𝑛2
i = 𝑛1 → n2 = 1.25 × 72

Page | 29
 n2 = 90

Since gear three and gear two are in the same shaft so the speed of both gear are the equal.

N3 = 550rpm
60 × 𝑃 60 × 3241.7
T = 2𝜋×𝑁3 → T = 2𝜋×550

T = 56.28Nm
𝐷3
M = 𝑛2

D3 = 1.25 × 90

D3 = 112.5mm → 0.112m

Therefore now also calculate by using tangential force (Ft) and radial force (Fr) the value of
resultant force (F).

Tangential force (Ft):

T 2T
Ft = R = D

2×56.28
Ft = 0.9

Ft = 125N

Radial force (Fr):

Fr = Ft × tan 𝜃

Fr = 125 × tan 20

Fr = 279.64N

Therefore the resultants force (F):

F = √(279.64)2 × (125)2

F = 306.3N

4.2.2 Force Analysis of second stage spur gear for gear 3(n3)
The power that was in the gear 2 is not fully transmitted to the gear 3. There is heat loss on doing
work. So multiply by some fraction nearest to one.

Page | 30
Power on gear 2 is p2 = 3241.7w

P = p2 × 0.99

P = 3241.7w × 0.99

P = 3209.3w
𝑛3
i = 𝑛2 → n3 = 2 × 90

n3 = 180
𝑁4 𝑛2 𝑛2×𝑁3
= 𝑛3 → N4 =
𝑁3 𝑛3

90×550
N4 = 180

N4 = 275rpm

Then transmitted torque is given by:

60 × 𝑃 60 × 3209.3
T = 2𝜋×𝑁4 → T = 2𝜋×275

T = 111.44Nm
𝐷4
M = 𝑛3

D4 = 1.5 × 180

D4 = 270mm → 0.27m

Therefore now also calculate by using tangential force (Ft) and radial force (Fr) the value of
resultant force (F).

Tangential force (Ft):

T 2T
Ft = R = D

2×111.44
Ft = 0.27

Ft = 825.5N

Radial force (Fr):

Fr = Ft × tan 𝜃

Page | 31
 Fr = 825.5 × tan 20

Fr = 1847N

Therefore the resultants force (F):

F = √(825.5)2 + (1847)2

F = 2023N

4.3 Design of second stage reduction spur gear

First calculate lawis factor (Y)
0.912
Lewis factor for involute teeth is Y = 𝜋(0.154 − ) [1]
n1

For gear two (n2):

0.912
𝑌𝑎 = 𝜋(0.154 − )
𝑛2
0.912
𝑌𝑎 = 3.14 (0.154 − ) = 0.444
72

For gear three (n3):

0.912
𝑌𝑏 = 𝜋(0.154 − )
𝑛3
0.912
𝑌𝑏 = 3.14 (0.154 − ) = 0.474
288

Now determine the smallest number to determine the weaker number (gear two or gear three) by
using the relation:

𝛿 = 𝜎𝑏 × 𝑌𝑎 [1]

For pinion

𝛿𝑎 = 𝜎𝑏 × 𝑌𝑎

𝛿𝑎 = 455 × 0.444 =202MPa

For gear
𝛿𝑏 = 𝜎𝑏 × 𝑌𝑏

𝛿𝑏 = 627 × 0.474 = 297MPa

Page | 32
Therefore the stress value on pinion is less than the gear; since the design is based on the gear two
(n2).

Torque transmitted (T)

T = 56.28Nm

Module the gear design (m)

M = 2.5mm

Pitch diameter dp:

dp = m.n[1]

Where n2 is number of teeth

dp = m.n2[1]

dp(n2) = 2.5 × 288→ 720mm

dp(n3) = 2.5 × 576 → 1440mm

Chucking for contact stress:

Center distance (dc):

m×(n2+n3)
dc = 2

2.5×(288+576)
dc = 2

dc = 1080mm
Face width b

b = m×10

b = 2.5×10

b = 25mm

Contact stress:

𝑖+1 i+1
𝜎c = 0.74× √ ×∈× T
dc i+b

Page | 33
 4+1 4+1
𝜎c = 0.74× 1080 √4×25 × 220 × 103 × 56280

𝜎c = 158.28N/mm2

𝜎c Is less than the contact stress of the material (158.28N /mm2 < 690N/mm2 )

Therefore, it is safe to say the gear is not fail due to contact stresses.

Checking for dynamic loads:

In checking of dynamic loads the strength of gear is greater than the strength of dynamic load is
(Fs >Fd).

𝐹s = 𝜎b ×𝑏 × 𝑌𝑎 × 𝑚

𝐹s = 455 ×25 × 0.444 × 2.5

𝐹s= 12626.25N

Velocity of gear V:
𝜋 × 𝑑1 × 𝑁1
𝑉=
60
𝜋 × 720 × 550
𝑉=
60
V = 20734.5m/s
Transmitted load Ft:
Ft = 156.33N
𝐹𝑑 = 𝐹𝑡 × 𝑉𝑐
5.5+√14
Vc = 5.5

Vc = 1.68m/s
𝐹𝑑 = 156.33N × 1.68N = 262.63𝑁
Therefore dynamic load is greater than static load (Fs >Fd); since the design is safe.
Checking the gears for wear:

Wear load Fw should be more than the dynamic load.

Fw = dp × Q × k × b. [1]

Page | 34
Ratio factor Q
2×i
Q = i+1

2×4
Q = 4+1 = → 2

Load stress factor K:

𝜎2 ×sin 𝜃 1 1
K= [𝐸𝑝 + ]
1.4 𝐸𝑔

11102 ×sin 20° 1 1

K= [ + ]
1.4 220×103 220×103

K = 2.74N

Fw = 45 × 2 ×2.74 × 25

Fw = 6165N

Therefore Fw > Fd (6165N > 262.63𝑁); so the design is safe.

Constructional Details:
4
𝜂1 = 0.55 × √𝑃𝑐 × n22

Pc = 𝜋 × 𝑚

Pc = 𝜋 ∗ 1.5

Pc = 4.71𝑚𝑚
4
𝜂3 = 0.55 × √4.71 × 2882

𝜂3 = 13.75[web type]
4
𝜂4 = 0.55 × √𝑃𝑐 × n32
4
𝜂4 = 0.55 × √4.71 × 5762

𝜂4 = 1945[web type]

Shaft for gear four (n4):

𝜋
MT = 16 × 𝐷𝑠33 × 𝜏

Page | 35
 𝜋
56280 = 16 × 𝐷𝑠33 × 95

Ds1 = 14.4mm

The standardizing of diameter of first shaft is Ds1 = 30mm

4.4 Geometric analysis of spur gear

The following standard proportions in module (m) for 20° full depth involute system. [1]

Addendum 1 m → 2.5mm

Dedendum 1.25 m → 3.125mm

Working depth 2 m → 5mm

Minimum total depth 2.25 m → 5.625mm

Tooth thickness 1.5708 m → 3.927mm

Minimum clearance 0.25 m → 0.625mm

Fillet radius at root 0.4 m → 1mm

Pitch diameter for pinion (n) dp = m.n → 2.5 × 18 → 45mm.

Pitch diameter for gear one (n1) dp = m.n1 → 2.5 × 72 → 180mm.

Pitch diameter for gear two (n2) dp = m.n2 → 1.25 × 90 → 112mm.

Pitch diameter for gear three (n3) dp = m.n3 → 1.5 × 180 → 270mm.

4.5 Force analysis of shaft

4.5.1 Force analysis of first shaft
Assumption for shaft force analysis

 The pinion is placed at one third of the length of the input (first) shaft.
 The shaft is supported at the two ends through bearing (bearing support).
 The length of the input and output shaft is 1200mm and the length of intermediate shaft is
900mm.

There is no force acting on x- axis because the force acting on the shaft are torsional or tangential
force and radial or bending force.

Page | 36
Merged from the above:

 Tangential force for the pinion on z axis (k); Ftsk = 647.55N

 Radial Force for the pinion on y axis (j); Frsj = 235.69N

Figure 4.3 Force analysis of first shaft.

∑ 𝐹 = 0 and ∑ 𝑀 = 0

Force on y-axis:

∑ 𝐹 y = 0, → Foj + Fpj = Frsj

Foj + Fpj – Frsj = 0

Foj + Fpj – 235.69 = 0 1

∑ 𝑀y at o = 0 → Fpj × 900 − Frj × 600 = 0 2

Fpj × 900 – 141414 = 0

Fpj = 157.13N

Foj = 78.56N

Force on z-axis:

∑ 𝐹 z = 0, → Fok + Fpk = Ftsk

Fok + Fpk – Ftsk = 0

Fok + Fpk – 647.55 = 0 1

∑ 𝑀z at o = 0 → Fpk × 900 – Ftsk × 600 = 0 2

Fpj × 900 – 388530 = 0

Fpj = 431.7N

Foj = 215.85N
Page | 37
4.6 Design analysis of shaft
4.6.1 Design of first input shaft
Use moment and shear force diagram to calculate the bending moment and torque of the shaft.

Bending moment and shear force diagram for input shaft:

Figure 4.4 Bending moment and shear force diagram for input shaft.

The total moment of the first input shaft:

MT = √My 2 + Mz 2

MT = √(47.14)2 + (129.5)2

MT = 137.81Nm

The equivalent torque Te:-

Page | 38
 Te = √(Mt)2 + T 2

Torque transmitted for input shaft is equal with first gear (T)

T = 14566Nm

Te = √(137.81)2 + (14566)2

Te = 14566Nm

The equivalent bending moment Me:-

1 Mt+Te
Me = 2[MT +√(Mt)2 + T 2 ] = 2

1
Me = 2[137.81 + 14566]

Me = 7351.9Nm

Therefore the equivalent torque is more than the equivalent moment then the shaft is more
subjected by torsion more.

4.6.2 Force analysis of second (intermediate) shaft

This shaft carries two gears at the distance L⁄3 from ends. And duo to the meshing of pinion and
gear 1 the support force, tangential force and radial force is opposite to each other.

Merged from the above:

 Tangential force for the pinion on z axis (k); Ftpk = 156.33N

 Tangential force for the pinion on z axis (k); Ftqk = 631.67N
 Radial Force for gear 1 (n1) on y axis (j); Frqj = 230N
 Radial Force for gear 2 (n2) on y axis (j); Frpj = 57N

Figure 5.5 Force analysis of second shaft.

Page | 39
 ∑ 𝐹 = 0 and ∑ 𝑀 = 0

Force on y-axis:

∑ 𝐹 y = 0, → Foj + Frj = Frpj + Frqj = 0

Foj + Frj – Frpj − Frqj = 0

Foj + Frj = 287 = 0 1

∑ 𝑀y at o = 0 → (Frpj × 300) + (Frqj × 600) = Frj × 900 2

Frj × 900 = 155100N

Frj = 172.33N

Foj = 114.66N

Force on z-axis:

∑ 𝐹 z = 0, → Fok + Fk = Ftpk + Ftqk = 0

Fok + Frk – Ftpk – Ftqk = 0

Fok + Frk = 788 = 0 1

∑ 𝑀z at o = 0 → (Ftpk × 300) + (Ftqk × 600) = Frk × 900 2

Frk × 900 = 425901N

Frk = 473.22N

Fok = 314.78N

4.6.3 Design of intermediate shaft

Use moment and shear force diagram to calculate the bending moment and torque of the shaft.

Bending moment and shear force diagram for intermediates shaft:

Page | 40
 Figure 4.6 Bending moment and shear force diagram for intermediates shaft.

The total moment of the first input shaft:

The maximum bending moment occur at the point where shear force cross x-axis.

MT = √My 2 + Mz 2

MT = √(103.4)2 + (284)2

MT = 302.24Nm

The equivalent torque Te:-

Te = √(Mt)2 + T 2

Page | 41
Torque transmitted for input shaft is equal with first gear (T)

T = 56280Nm

Te = √(302.24)2 + (56280)2

Te = 56280.81Nm

The equivalent bending moment Me:-

1 Mt+Te
Me = 2[MT +√(Mt)2 + T 2 ] = 2

1
Me = 2[302.24 + 56280.81]

Me = 28291.53Nm

Therefore the equivalent torque is more than the equivalent moment then the shaft is more
subjected by torsion more.

4.6.4 Force analysis of third shaft

This shaft is the same as the first shaft except the gear is placed at distance L⁄3 of the first end.

Merged from the above:

 Tangential force for the gear 3 (n3) on z axis (k); Ftsk = 257.96N
 Radial Force for the gear 3 (n3) on y axis (j); Frsj = 94N

Figure 4.7 Force analysis of third shaft.

∑ 𝐹 = 0 and ∑ 𝑀 = 0

Force on y-axis:

∑ 𝐹 y = 0, → Foj + Fpj = Frsj

Foj + Fpj – Frsj = 0

Page | 42
 Foj + Fpj – 94N = 0 1

∑ 𝑀y at o = 0 → Fpj × 900 – Frsj × 300 = 0 2

Fpj × 900 – 28200N = 0

Fpj = 31.33N

Foj = 62.66N

Force on z-axis:

∑ 𝐹 z = 0, → Fok + Fpk = Ftsk

Fok + Fpk – Ftsk = 0

Fok + Fpk – 257.96N = 0 1

∑ 𝑀z at o = 0 → Fpk × 900 – Ftsk × 300 = 0 2

Fpk × 900 – 77388N = 0

Fpk = 86N

Fok = 172N

4.6.5 Design of first output shaft

Use moment and shear force diagram to calculate the bending moment and torque of the shaft.

Page | 43
Bending moment and shear force diagram for intermediates shaft:

Figure 4.8 Bending moment and shear force diagram for output shaft.

The total moment of the first input shaft:

The maximum bending moment occur at the point where shear force cross x-axis.

MT = √My 2 + Mz 2

MT = √(28.2)2 + (77.39)2

MT = 82.37Nm

The equivalent torque Te:-

Te = √(Mt)2 + T 2

Torque transmitted for input shaft is equal with first gear (T)

T = 111440Nm
Page | 44
 Te = √(82.37)2 + (111440)2

Te = 111440.03Nm

The equivalent bending moment Me:-

1 Mt+Te
Me = 2[MT +√(Mt)2 + T 2 ] = 2

1
Me = 2[82.37 + 111440.03]

Me = 55761.2Nm

The value of tangential and radial force is not correctly used but the gap between torsion and
moment is high so there is no problem.

Therefore the equivalent torque is more than the equivalent moment then the shaft is more
subjected by torsion more.

4.7 Geometry analysis of shaft:

Diameter of input shaft = 10mm

Length of input shaft = 1200mm

Diameter of intermediate shaft = 22mm

Length of intermediate shaft = 900mm

Diameter of output shaft = 30mm

Length of output shaft = 1200mm

4.8 Design and geometry analysis of key:

4.8.1 Design of key for input shaft:
The proportions of standard parallel tapered and gib head keys, according to IS: 2292 and 2293-
1974 (Reaffirmed 1992). [1]

For diameter of the input shaft D = 10mm; the width and the thickness of key are w = 4mm and t
= 4mm.

Consider two cases to determine the length of key.

1. Consider the sheering of key:

Page | 45
 𝑑
T = l × w × 𝜏 × 2 [1]
415
𝜏= 4

𝜏 = 103.8Mpa
𝑇 = 14.57𝑁𝑚
10
14566= l × 4 × 103.8 × 2

l = 7.01mm ≈ 8mm

2. Consider crushing stress:

𝑡 𝑑
T = l × 2 × 𝛿𝑐 × 2

650
𝛿𝑐 = 4

𝛿𝑐 = 162.5MPa
4 10
14566 = l × 2 × 162.5 × 2

l = 8.96mm ≈ 9mm

So I select the length of key is 9mm

4.8.2 Design of key for intermediate shaft:

For diameter of the intermediate shaft D = 22mm; the width and the thickness of key are w = 8mm
and t = 7mm.

Consider two cases to determine the length of key.

1. Consider the sheering of key:

𝑑
T=l×w×𝜏×2
415
𝜏= 6

𝜏 = 69.16Mpa
𝑇 = 56.85𝑁𝑚
22
56850= l × 8 × 83 × 2

l = 9.34mm ≈ 10mm

Page | 46
 2. Consider crushing stress:
𝑡 𝑑
T = l × 2 × 𝛿𝑐 × 2

650
𝛿𝑐 = 4

𝛿𝑐 = 162.5MPa
7 22
14566 = l × 2 × 162.5 × 2

l = 9.08mm ≈ 9mm

So I select the length of key is 10mm

4.8.3 Design of key for last shaft:

For diameter of the intermediate shaft D = 30mm; the width and the thickness of key are w =
10mm and t = 8mm.

Consider two cases to determine the length of key.

1. Consider the sheering of key:

𝑑
T=l×w×𝜏×
2
415
𝜏= 4

𝜏 = 103.75Mpa
𝑇 = 111.44𝑁𝑚
30
111440= l × 10 × 103.75 × 2

l = 7.16mm ≈ 7mm

2. Consider crushing stress:

𝑡 𝑑
T = l × 2 × 𝛿𝑐 × 2

650
𝛿𝑐 = 4

𝛿𝑐 = 162.5MPa
8 30
111440 = l × 2 × 162.5 × 2

Page | 47
 l = 11.42mm ≈ 11mm

So I select the length of key is 11mm

4.9 Design and geometry analysis of bearing:

Figure 4.9 Geometry of bearing.

4.9.1 Bearing selection for input shaft:

Selection of bearing for shaft diameter of 10mm:-

Bearing bore diameter = 10mm

Width of Bearing = 9mm

Fillet radius of Bearing = 0.6mm

Shoulder diameter of Bearing ds = 12.5mm

Shoulder diameter of Bearing dH = 27mm

Bearing grove C10 = 5.07KN

Bearing grove C0 = 2.24KN

4.9.2 Bearing selection for intermediate shaft:

Selection of bearing for shaft diameter of 22mm:-

Bearing bore diameter = 25mm

Width of Bearing = 15mm

Page | 48
Fillet radius of Bearing = 1.0mm

Shoulder diameter of Bearing dS = 30mm

Shoulder diameter of Bearing dH = 47mm

Bearing grove C10 = 14.0KN

Bearing grove C0 = 6.95KN

4.9.3 Bearing selection for output shaft:

Selection of bearing for shaft diameter of 30mm:-

Bearing bore diameter = 30mm

Width of Bearing = 16mm

Fillet radius of Bearing = 1.0mm

Shoulder diameter of Bearing dS = 35mm

Shoulder diameter of Bearing dH = 55mm

Bearing grove C10 = 19.5KN

Bearing grove C0 = 10.0KN

Page | 49
 5 CHAPTER FIVE

5.1 Result and discussion

5.1.1 Result
Table 5.1 Result of gear

Gear

parameter For first stage For second stage

Number of teeth of pinion n1 18 72

Number of teeth of gear n2 90 180

Speed of pinion 2200 rpm 550 rpm

Speed of gear 550 rpm 275 rpm

Diameter of pinion 45mm 180 mm

Diameter of gear 112.5mm 270mm

Pressure angle 200 200

Lewis factor for pinion 0.325 0.444

Lewis factor for gear 0.444 0.474

Torque of the pinion 14.57Nm 56.85Nm

Torque of the gear 56.28Nm 111.44Nm

Face width 25mm 25mm

module 2.5 1.25

Page | 50
Table 5.2 Result of shaft

Shaft

Parameter Input Intermediate Output

Tangential load 647.55N Gear 2 Gear 3 257.96N

156.33N 631.67N

Radial load 235.69N Gear 2 Gear 3 94N

230N 57N

Torque 14.56Nm 56.28Nm 111.44Nm

Diameter of 10mm 22mm 30mm

shaft

Table 5.3 Result for key

Key

Parameter For impute For intermediate For output

shaft (mm) shaft (mm) shaft (mm)

Width 4 8 10

Thickness 4 7 8

Length 9 10 11

Table 5.4 Result for bearing

Bearing

Parameter For impute For intermediate For output

shaft (mm) shaft (mm) shaft (mm)

Page | 51
 Bore 10 22 30

Width 9 15 16

Length 37 47 55

5.1.2 Discussion

Today’s Gearboxes in All Terrain Vehicles occupy more space, heavy and have limited life based
on the operation. To adequate this problem and failure of design I design this two stage parallel
spur speed reduction gearbox properly in order to make more efficient gearbox. In this design the
weight is small, does not occupy more space and have much life expectance which operates
properly and correctly.

Page | 52
 6 CHAPTER SIX

6.1 Recommendation and conclusion

6.1.1 Recommendation
In this gearbox the user should be use and operate this two stage parallel spur speed reduction
gearbox properly in order to make it more efficient. The user or the operator should change
lubricated oil properly.

I recommended that:-

 Change the lubricated oil once a month.

 Maintain the flow of lubricating oil with operating temperature.
 Do not dispose to dust particles.

6.1.2 Conclusion
Operating this two stage parallel spur speed reduction gearbox in a working parameter and
conditions it works well. The gearbox may be torque multiplayer and speed multiplayer but this
gearbox is designed to reduce the input speed and give less speed output. The works which require
lower rpm can do easily without any trouble. The design is mainly based on consideration like
compactness, longer service life with minimum breakdown periods. This gearbox is operate
manually and give the desired result as the operator went without any complain and failure of the
component of gearbox because I designed well and more reliable due to its components design and
stress analysis are safe without failure.

Page | 53
 Appendex

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 References

{1} A Textbook of Machine Design by R.S.KHURMI AND J.K.GUPTA [tortuka]

[2] Shigley's Mechanical Engineering Design - 9th Editions by Richard G. BudynasJ. Keith
Nisbett.

[3] Mechanics and Strength of Materials - (Malestrom)

[4] Strength of Material Fourth Edition By Andrew Pytel Ferdinand L.Singer (Imporved)
Solution-Ch1-5

[5] Statics and dynamics R. C. HIBBELER

[6] Roark's Formulas for Stress And Strain

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