Gear Box Design Project Two: Faculity of Mechanical and Industrial Engineering

Gear box design project two
FACULITY OF MECHANICAL AND INDUSTRIAL ENGINEERING
DEPARTMENT OF MECHANICAL ENGINEERING
MACHINE DESIGN PROJECT –TWO
DESIGN OF GEARBOX
NAME: WORKINEH BITEW
ID: BDU0702452UR
STREAM: DESIGN
SUBMITTED TO: Mr. EPHREM ZELEK
SUBMISSION DATE: …./…../2010 E.C.
Faculty of mechanical and industrial engineering

By; Workineh Bitew, ID 0702452 Page 1
1. INTRODUCTION
A gear box is a device for converting the speed of a shaft from one speed to another. In
process the torque is also changed. Many power producing machines, or prime movers, such as
internal combustion (IC) engines, industrial gas turbine engines and electric motors produce
power in the form of rotary motion. The operating characteristics of prime movers vary
according to their type and size, and a change of speed is often necessary to transform the torque
speed characteristic of a prime mover to a useful output characteristic.
When transmitting power from a source to the required point of application, a series of devices
is available including gears, belts, pulleys. Generally if the distances of power transmission are
large, gears are not suitable and chains and belts can be considered which are introduced.
However when compact, efficient or high-speed drives are required gear box offer a competitive
and suitable solution. Additional benefits of gear drives include reversibility, configuration at
almost any angle between input and output and their suitability to operate in arduous conditions.
Simplistically, a speed change can be achieved by running discs of different diameter together, or
alternatively cones for turning corners. However, the torque capacity of disc or cone drives is
limited by the frictional properties of the surfaces. The addition the velocity ratio is not constant
and changes as the teeth go through the meshing cycle causing and vibration problems at
elevated speeds. Solution to this problem can be achieved by using a profile on the gear teeth,
which gives a constant velocity ratio throughout the meshing cycle? Several different
geometrical forms can be used, but the full depth involutes form is primarily used in current
professional engineering practice.
1.1 BACKGROUND
The advanced gearbox of today has reverted to what it was back in 1928 – three-speed and
non-synchromesh. At least that is the way it is for Volvo Trucks. The development span
between that first gearbox and the very latest – the I-Shift – encompasses a huge amount of
work and many landmark accomplishments.
1928 saw the very first Volvo truck leave the factory. It was a very popular vehicle – in fact far
more popular than its passenger car ancestor the ÖV4, whose driveline components were

carried over into the truck in their entirety. This first truck, known simply as the Volvo Truck
Series 1, produced 28 horsepower and had a three-speed non-synchromesh gearbox.
It was not until 1931 that Volvo built its first trucks without using driveline components from
the company’s passenger cars. The gearbox in the new truck series was a robust four-speed
unit specially designed for heavy vehicles. The new trucks also had sturdy rear axles with a
reduction gear.
In these non-synchromesh gearboxes, it was necessary to press the clutch twice to change
gears. This heavy double-declutching and shifting of gears solely by manual force put
considerable physical strain on the driver. That is why it was hailed as an important leap ahead
when synchromesh gearboxes appeared on the market in the 1950s. “They marked an immense
improvement in the driver’s working conditions: from a job requiring special training for gear
changing, it became more like driving a passenger car,” says Åke Zander, technical director at
Volvo Power train and the person responsible for drivelines and hybrids.
During the 1950s, Volvo also started experimenting with automatic transmissions. However,
it would take another 40 years for automated transmission to make its breakthrough. Before
that, auxiliary gears such as range-change and splitter transmissions made their entry into the
truck cab. However, auxiliary gears were really only a natural part of the development process
and did not mark a major leap ahead. That at least is the view of Mart Magi, former professor
of automotive technology at the Chalmers University of Technology in Goteborg, Sweden.
“From a technological development perspective, the inclusion of additional mechanical gears
behind and in front of the base gearbox was only a minor step in overall progress. The first truly
revolutionary concept was the gearbox itself, which entered into use just over a century ago.
The next significant technological advance was synchromesh, followed by automation,” explain
Magi.
1.2 DEFINATION OF GEAR BOX

A gear box, also known as a gear case or gear head, is a gear or a hydraulic system
responsible for transmitting mechanical power from a prime mover in to some form of useful
output. It is referred to the metal casing in which the numbers of gears are sealed.

Gear drives consist of rears as main transmission elements mounted on shafts supported by
bearings. In open gear drives the bearings caring shafts are supported in rigged frames while in
closed gears drives bearing are supported in the casing or body, normally made in two halves
and may be cast or welded. The casing also stores lubricant at the bottom and is designed to
keep the body cool, drain the oil for oil change. Hook for lifting and windows for observing the
gears. Gear drives are mainly used for reducer which may be made in single, double or triple
stages. Single, two and three stage reducer may appear with its shaft in parallel also two stages
with power bifurcation or with co axial input and output shafts.
 STAGES AND STEP

Stage in transmission means the number of times the reduction needs to be done to get the
desired output. In single stage gear box only one reduction is (2:1, 4:1). The input rpm is
reduced only once, in single step. In two stage gear box, reduction is done in steps. Say the
input rpm is 4000. In the first gear it is reduced to 1000 (1:4reduction). In the next gear it is
3000 (3:1reduction). This is two stage conversions. Similarly, there is multi stage conversion.
Step represents the amount of gears, first, second, third, fourth, and fifth.
Two stage 5 speed car countershaft type manual gear box with direct drive in fifth gear. In
this design, first and second gears are roughly in middle of main shaft. These contravene the
principle where by gears with higher torque conversion should be located as close possible to
main bearing. But the resultant shaft deflection can be controlled by appropriate gearing
geometry. The advantage of this structural design is that the one, the more frequently used
gears of third and fourth gears are near a bearing point, making them run more rapidly and
quietly. In contrast to in line gear boxes, where all synchronizers are mounted on the gear box
main shaft, in this gear box the synchronizers for third and fourth gears are moved to the
counter shaft.
This arrangement means the idler respectively shift gears for third and fourth gears are no
longer on the counter shaft itself, but linked to the output side. Speeds, no longer on the
counter shafts. This arrangement means the idler respectively shift gears for third and fourth

gears are no longer on the counter shaft itself, and linked to output side. Their speeds turn no
longer on the counter shaft itself, but linked to the output side.
All other gears, including reverse gear have single cone synchronizers. Since the idler gear in
third and fourth do not rotate when the vehicle is stationary in neutral, they do not produce as
much as rattle as idler gears mounted on the main shaft. Instead of separate selector bars for
each individual shift fork, a central selector shift I used with swing forks have a pivot supported
in housing, around which they pivot on the lever principle. This type of design, the swing fork is
changed by the shaft running.
In contrast to in line gear boxes where all synchronizers are mounted on the gear box in main
shaft, in this gear box the synchronizer for third and fourth gears are moved to the counter
shaft. This arrangement means the counter shaft itself, but linked to the output side.
 GEAR TRAIN
A gear train is one or more pairs of gears operating together to transmit power. When two gears
are in mesh, their pitch circles roll on each other without slippage. In gear trains, some are
drivers and others are followers. Gear trains are widely used in many kinds of mechanism
whenever a change in speed or torque of rotating members is required.
 GEAR TRAIN CLASSFICATION

Gear trains are classified in to three;
 1.simple gear train;

 2.compouned gear train; and
 3. Planetary or epicycle gear train.
SIMPLE GEAR TRAIN; is one which only one gear is mounted on each shaft. In this type of
gear arrangement the gears are in pure series connection. The gear ratios usually limited to the
ratio 1:10, otherwise the gear set will become very large and expensive.
COMPOUND GEAR TRAIN; is one in which more than one gear are mounted on the gear
shaft. The arrangement in this type of gear train is the parallel or parallel-series connection

instead of the pure series connection. A compound gear train has many gears as the name
implies.
PLANETARY OR EPICYCLE GEAR TRAIN; is one in which the mounting shaft of one or more
gears is not stationary relative to mounting shaft of other gears, that is planetary gear shafts
rotate about sun or ring gear shaft . in a simple gear train in many drive applications, an idler
gear used to bridge over the space between the driver and followers.
1.3 CLASSIFCATION OF GEAR BOX

There are different types of gear box, in case the followings are;
1. Manual gear box
 Sliding Mesh Gearbox

 Constant Mesh Gearbox
 With Dog Clutch
 With Synchromesh
2. Automatic gear box
3. Continuously variable gear box
4. Infinitely Variable gear box
1.3.1 MANUAL GEAR BOX

In this type of transmission different speed ratio or gear ratio is selected by the driver
manually. Some special skill of driving is required to operate this type of gear box. According to
their design, this is subdivided into three types.
 SLIDING MESH GEAR BOX

It is the simplest type of gear box out of the available gear boxes. In this type of gear box,
gears are changed by sliding one gear on the other. These gear boxes consists of three shafts,
main shaft, clutch shaft, and a counter shaft. In a four speed gear box which includes one
reverse gear, the counter shaft has four gears which are rigidly connected to it. Clutch shaft has
one gear and main shaft has two gears. The two gears in the main shaft can slide in the

horizontal direction along the spines of the main shaft. However the gears on the counter shaft
cannot slide.
The two gears on the main shaft can be slide by the shifter yoke by operating the shaft lever.
These gears can be meshed with corresponding gears on the counter shaft with the help of
shifter yoke and shift lever which operated by hand.
Generally it has two or more shafts mounted in parallel or in line, with sliding spur gears
arranged to mesh with each other and provide a change in speed or direction.
The limitations of sliding gear box are;
 Low mechanical efficiency

 The noise level id high
 The driver required considerable skill in changing the gear
 CONSTANT MESH GEAR BOX

In constant mesh gear box, all gears on the main transmission shaft are constantly
connected to corresponding gears on counter shaft or lay shaft. The primary (input) shaft is
splined at the flywheel end. It carries a first-stage constant-mesh helical gear wheel and a
fourth-gear toothed dog clutch, formed on it at the gearbox end. At the flywheel end it is
supported by a small bush or ball-bearing and at the gearbox end by a ball-bearing or taper. The
lay-shaft holds cluster gears rigidly together. For small and medium sized gearboxes, the gears
are normally cast or forged as a one-piece unit. For larger heavy-duty gearboxes, the
gearwheels are separately machined and then held together on a splined lay-shaft. The lay-
shaft is generally force fit at its ends in the gearbox housing and supports the one piece lay-
cluster gears on needle-roller bearings recessed in the ends of the gear cluster. Thrust washers
are installed between the gear cluster and the gearbox housing to absorb any side-thrust
generated. In large heavy-duty gearboxes, the splined lay-shaft uses ball or taper bearings at its
ends.
The main (output) shaft has sections with stepped diameter, some portions of which have
smooth polished surface so that various gears can revolve relative to this shaft, while other

portions are splined to cause power transmission from the drive path gears to the constant
mesh sliding-dog clutch inner hubs. This shaft carries the first, second, third, and reverses final
output reduction gearwheels, which are free to revolve relative to this shaft and are in constant
mesh with the laycluster gearwheels. Additionally, this shaft supports the first/second, and
third/fourth-gear sliding-dog-clutch inner hubs, fixed to the shaft by spines. To facilitate the
assembly of main shaft, output gears, and hub, one end of the shaft has a reduced-diameter-
spigot plain bearing surface. This end carries a needle-roller bearing, which fits into a recess in
the primary-shaft gear end. The other (output) end of the shaft is supported by either ball or
taper bearings located in the gearbox housing.
The sliding dog clutch is a positive locking device, whose purpose is to allow the power flow
from the primary-shaft to the output shaft when the friction clutch has disengaged the gearbox
from the engine. The dog clutch has an inner and outer hub. The inner hub contains both
internal and external splines and is fixed to the output main shaft through internal spines. The
outer hub carries a single groove formed round the outside to position a selector fork and is
internally splined to mesh with the exterior spines of the inner hub.
Generally also known as the collar shift transmission. In this type, all the gears are in
constant mesh with the corresponding gears on the lay shaft.
Advantages constant mesh gear box with dog clutch
 The length of the Gearbox reduced hence less deflection of sliding fork
 It permit the use of helical gear, hence smooth & silent operation
 No clashing of gear tooth hence no chance of teeth failure
 Load per tooth is less (the load shared by all the teeth)
 SYNCHROMESH GEAR BOX

Manual transmissions in modern passenger cars use synchronizers to eliminate the need for
double-clutching. A synchro's purpose is to allow the collar and the gear to make frictional
contact before the dog teeth make contact. Lets the collar and the gear synchronize their
speeds before the teeth need to engage lock the main shaft gear to the main shaft. The cone on
the blue gear fits into the cone-shaped area in the collar, (bronze cone) and friction between
the cone and the collar synchronize the collar and the gear. The outer portion of the collar then
slides so that the dog teeth can engage the gear.
The cone on the blue gear fits into the cone-shaped area in the collar, (bronze cone)and
friction between the cone and the collar synchronize the collar and the gear. The outer portion
of the collar then slides so that the dog teeth can engage the gear.
Advantages of synchromesh gear box are;
 Simplifies the operation of changing gears without the occurrence of clashes

b/n the gear tooth & consequent damages.
 Avoid double clutching.
1.3.2 AUTOMATIC GEAR BOX

Automatic gear box is like the manual transmission is designed to Mach the load
requirements of the vehicle to the power & speed range of the engine. The conventional clutch,
Manual Synchromesh gearbox by a torque converter and a compound epicyclical gear train are
the main components of automatic gear box.
 HYDRAULIC TORQUE CONVERTOR

it provides a smooth and automatic take-up of the drive and at the same time multiplies the
output torque from the engine. Roles of Torque Converter, Multiplying the torque generated by
the engine, Serving as Automatic Clutch, which transmits (or does not transmit) the engine
torque to the transmission, Absorbing the torsional vibration of the engine and drive train,
Serving as a fly wheel to smooth out engine rotation, Driving the oil pump of the hydraulic
control system.
 PLANETARY GEAR TRAIN

It changes the transmission output rpm and/or the direction of the output rotation and
transmits it to the final drive unit. It Consists of the planetary gears (which changes the output
rpm), Clutches & Brakes (which are operated by hydraulic pressure to control the operation of
the PGs, Shafts (for transmitting the engine power, Bearings (for facilitating the smooth rotation

of each shaft. The rolls of Planetary Gear Units are; providing several gear ratios to obtain
proper torque & rotational speed in accordance with the driving conditions & driver’s desires,
providing the reverse gears for reverse traveling, and providing a neutral gear potion to allow
the engine to idle which the vehicle is stopped. Planetary Gear Set is a serious of
interconnecting gears consisting of a Sun Gear, Several Planetary pinion Gear, a Ring Gear, and
The Carrier Connecting the pinion gears to the ring gear.
Gear shifting of Automatic transmission depending on;
 Throttle Position
 Vehicle Speed
 Position of the Shift Lever
Advantages of gear box compared with Manual Transmission or gear box
 free acceleration without Interruption

 Reduces driver fatigue by eliminating Clutch operation & Constant Shifting Gears
 Automatically & Smoothly shift gears at speed s appropriate to the driving conditions
 Prevents the engine & drive line from becoming overloaded, because it connect them
Hydraulically via torque converter rather than mechanically.
1.3.3 CONTINUOUSLY VARIABLE TRANSMISSION

 How the CVT works
Conventional automatic transmissions use a set of gears that provides a given number of ratios
(or speeds). The transmission shifts gears to provide the most appropriate ratio for a given
situation: Lowest gears for starting out, middle gears for acceleration and passing, and higher
gears for fuel-efficient cruising.
The CVT replaces the gears with two variable-diameter pulleys, each shaped like a pair of
opposing cones, with a metal belt or chain running between them. One pulley is connected to the
engine (input shaft) and the other to the drive wheels (output shaft). The halves of each pulley
are movable; as the pulley halves come closer together the belt is forced to ride higher on the
pulley, effectively making the pulley's diameter larger.

Changing the diameter of the pulleys varies the transmission's ratio (the number of times the
output shaft spins for each revolution of the engine), in the same way, that a 10-speed bike routes
the chain over larger or smaller gears to change the ratio. Making the input pulley smaller and
the output pulley larger gives a low ratio (a large number of engine revolutions producing a small
number of output revolutions) for better low-speed acceleration. As the car accelerates, the
pulleys vary their diameter to lower the engine speed as car speed rises.
This is the same thing a conventional transmission does, but instead of changing the ratio in
stages by shifting gears, the CVT continuously varies the ratio -- hence its name.
1.3.4 INFINITELY VARIABLE TRANSMISSION

A subset of CVT designs is called infinitely variable transmissions (IVT or IVTs), in which
the range of ratios of output shaft speed to input shaft speed includes a zero ratio that can be
continuously approached from a defined "higher" ratio. A zero output speed (low gear) with a
finite input speed implies an infinite input-to-output speed ratio, which can be continuously
approached from a given finite input value with an IVT. Low gears are a reference to low ratios
of output speed to input speed. This low ratio is taken to the extreme with IVTs, resulting in a
"neutral", or non-driving "low" gear limit, in which the output speed is zero. Unlike neutral in a
normal automotive transmission, IVT output rotation may be prevented because the back-driving
(reverse IVT operation) ratio may be infinite, resulting in impossibly high back driving torque; in
a ratcheting IVT, however, the output may freely rotate in the forward direction.
In the early decades of the 20th century, several tractors and small locomotives were built with
friction-disk transmissions with an output disk rolling on the face of the input disk. For disks of
identical diameter, the effective gear ratio could be varied from 1:1 when the point of contact
was at the perimeter of the input disk, to infinity when the point of contact was at the center, to
-1:1 when the point of contact was at the opposite extreme. The transmission on early Plymouth
locomotives worked this way, while on tractors using friction disks, the range of reverse speeds
was typically limited.
1.4 COMPONENTS OF GEAR BOX

The main components of gear box are;
1. gear 4.housing

2 .Shafts 5. Synchronizer OR dog clutch.
3. bearing
1.4.1GEARS
Gears are toothed cylindrical wheels used for transmitting mechanical power from one rotating
shaft to another. Several types of gears are in common use
 SPUR GEAR
 Nomenclature
The terminology of spur-gear teeth is illustrated in Figure below. The pitch circle is a
theoretical circle upon which all calculations are usually based; its diameter is the pitch diameter.
The pitch circles of a pair of mating gears are tangent to each other. A pinion is the smaller of
two mating gears. The larger is often called the gear. The circular pitch p is the distance,
measured on the pitch circle, from a point on one tooth to a corresponding point on an adjacent
tooth. Thus the circular pitch is equal to the sum of the tooth thickness and the width of space.
Figure1.1. Terms used in gears (source machine design kurmi)

 Pitch circle. It is an imaginary circle which by pure rolling action, would give the same
motion as the actual gear.
 Pitch circle diameter. It is the diameter of the pitch circle. The size of the gear is usually
specified by the pitch circle diameter. It is also called as pitch diameter.
 Pitch point. It is a common point of contact between two pitch circles.
 Pitch surface. It is the surface of the rolling discs which the meshing gears have replaced
At the pitches circle.
 Pressure angle or angle of obliquity. It is the angle between the common normal to two
Gear teeth at the point of contact and the common tangent at the pitch point. It is usually
denoted by Φ. The standard pressure angles are14 1 /2and 20°.
 Addendum. It is the radial distance of a tooth from the pitch circle to the top of the tooth.
 Duodenum. It is the radial distance of a tooth from the pitch circle to the bottom of the
Tooth.
 Addendum circle. It is the circle drawn through the top of the teeth and is concentric with
The pitch circle.
 Duodenum circle. It is the circle drawn through the bottom of the teeth. It is also called
Root circle.
N.B Root circle diameter = Pitch circle diameter × cost Φ, where Φis the pressure angle.
 Circular pitch. It is the distance measured on the circumference of the pitch circle from a
point of one tooth to the corresponding point on the next tooth. It is usually denoted by
pc.
Mathematically,
Circular pitch, Pc = πD/T
Where D = Diameter of the pitch circle, and
T = Number of teeth on the wheel.
note; If D1 and D2 are the diameters of the two meshing gears having the teeth T1 and T2
respectively; then for them to mesh correctly,

 Diametral pitch. It is the ratio of number of teeth to the pitch circle diameter in
millimeters.
 Module. It is the ratio of the pitch circle diameter in millimeters to the number of teeth. It
is usually denoted by m. mathematically,
Module, m = D / T
 Clearance. It is the radial distance from the top of the tooth to the bottom of the tooth, in
a meshing gear. A circle passing through the top of the meshing gear is known as
clearance circle.
 Total depth. It is the radial distance between the addendum and the Dedendum circle of a
gear. It is equal to the sum of the addendum and Addendum.
 Working depth. It is radial distance from the addendum circle to the clearance circle. It is
equal to the sum of the addendum of the two meshing gears.
 Tooth thickness. It is the width of the tooth measured along the pitch circle.
 Tooth space. It is the width of space between the two adjacent teeth measured along the
pitch circle.
 Backlash. It is the difference between the tooth space and the tooth thickness, as
measured on the pitch circle.
 Face of the tooth. It is surface of the tooth above the pitch surface.
 Top land. It is the surface of the top of the tooth.
 Flank of the tooth. It is the surface of the tooth below the pitch surface.
 Face width. It is the width of the gear tooth measured parallel to its axis.
 Profile. It is the curve formed by the face and flank of the tooth.

 Fillet radius. It is the radius that connects the root circle to the profile of the tooth.
 Path of contact. It is the path traced by the point of contact of two teeth from beginning
to the end of engagement.
 Length of the path of contact. It is the length of the common normal cut-off by the
Addendum circles of the wheel and pinion.
 Arc of contact. It is the path traced by a point on the pitch circle from the beginning to
the end of engagement of a given pair of teeth. The arc of contact consists of two parts,
i.e.
 Arc of approach. It is the portion of the path of contact from the beginning of the
engagement to the pitch point.
 Arc of recess. It is the portion of the path of contact from the pitch point to the end
of the engagement of a pair of teeth.
N.B The ratio of the length of arc of contact to the circular pitch is known as contact ratio
i.e. number of pairs of teeth in contact.
 HELICAL GEAR
 Nomenclature
The following terms in connection with helical gears, as shown inFig.1.2, are important from
the subject point of view.
Fig.1.2. Helical gear(nomenclature), SOURCE KHURMI.
 Helix angle. It is a constant angle made by the helices with the axis of rotation.

 Axial pitch. It is the distance, parallel to the axis, between similar faces of adjacent teeth.
It is the same as circular pitch and is therefore denoted by pc. The axial pitch may also be
defined as the circular pitchin the plane of rotation or the diametral plane.
 Normal pitch. It is the distance between similar faces of adjacent teeth along a helix on
the pitch cylinders normal to the teeth. It is denoted by pN. The normal pitch may also be
defined as the circular pitch in the normal plane which is a plane perpendicular to the
teeth. Mathematically, normal pitch, pN = pc cosα
Note : If the gears are cut by standard hobs, then the pitch (or module) and the pressure angle of
the hob will
apply in the normal plane. On the other hand, if the gears are cut by the Fellows gear-shaper
method, the pitch
and pressure angle of the cutter will apply to the plane of rotation. The relation between the
normal pressure
angle (∅N) in the normal plane and the pressure angle (∅) in the diametral plane (or plane of
rotation) is given by
tan ∅N = tan ∅× cosα.
Fig.1.3 helical gear

 BEVEL GEAR
Bevel gears have teeth cut on conical blanks and a gear pair can connect nonparallel
intersecting shafts. Bevel gears are used for motor transmission differential drives, valve control
and mechanical instruments.
Fig.1.4 bevel gear
 WORM GEAR
A worm gear is a cylindrical helical gear with one or more threads A worm
wheel is a cylindrical gear with flanks cut in such a way as to ensure contact with the flanks of
the worm gear. Worm gears are used for steering gear, winch blocks, low speed gearboxes,
rotary tables and remote valve control.
Worm gear sets are capable of high-speed reduction and high load applications, where
nonparallel, non interacting shafts are used. The 90° configuration is most common. Frictional
heat generation is high in worm gears, so continuous lubrication is required and provision for
heat dissipation must be made. Some gear axes can be allowed to rotate about others. In such
cases the gear trains are called planetary or epicyclic. Planetary trains always include a sun
gear, a planet carrier or arm, and one or more planet gears.

Fig. 1.5 (a) worm gear (b) planetary gear
All gear mechanisms and gear trains demand continuous lubrication, which must be pressure
fed for high-speed gears in order to counteract centrifugal effects on the oil. Plastic gears, made
from for example nylon, can be used in certain applications and have the advantage that there is
no need for lubrication, but are only suitable for low speed applications. Plastic gears can reduce
noise levels significantly. Generally the pinion of a pair of gears should have the largest number
of teeth consistent with adequate resistance to failure by bending stress in the teeth. For a given
diameter the larger the number of teeth the finer the pitch and consequently
the weaker they are and the greater the liability to fracture. Table below lists the range of gear
ratios and performance characteristics typically achievable. When the number of teeth selected
for a gear wheel is equal to the product of an integer and the number of teeth in the mating
pinion, then the same tooth on the gear wheel will touch the same tooth on the pinion in each
revolution of the gear wheel. If there is no common factor between the numbers of teeth on the
gear wheel and pinion, then each tooth on the gear wheel will touch each tooth on the pinion in
regular succession with the frequency of contact between a particular pair of teeth, being the
speed of the pinion divided by the number of teeth on the gear wheel. The avoidance of an
integer ratio between the number of teeth on the gear wheel and the pinion can be achieved by
the addition of an extra tooth to the gear wheel, provided that there is no operational need for an
exact velocity ratio. This extra tooth is called a hunting tooth and can have advantages for wear
equalization. For a pair of meshing gears, the smaller gear is called the ‘pinion’, the larger is
called the ‘gear wheel’ or simply the ‘gear’.

Table1.1 pitch line velocity
Generally Transmission Gears are input gear, countershaft gears, main shaft gears, and the
reverse idler gear.
1.4.2 SHAFTS.
Like other transmissions, a manual transmission has several shafts with various gears and other
components attached to them. Typically, a rear-wheel-drive transmission has three shafts: an
input shaft, a countershaft and an output shaft. The countershaft is sometimes called a lay shaft.
 OUTPUT SHAFT/MAIN SHAFT

In a rear-wheel-drive transmission, the input and output shaft lie along the same line, and may
in fact be combined into a single shaft within the transmission. This single shaft is called a main
shaft. The input and output ends of this combined shaft rotate independently, at different speeds,
which is possible because one piece slides into a hollow bore in the other piece, where it is
supported by a bearing. Sometimes the term main shaft refers to just the input shaft or just the
output shaft, rather than the entire assembly.
 INTERMIDIAT SHAFT/ COUNTER SHAFT or LAY SHAFT

In many transmissions the input and output components of the main shaft can be locked
together to create a 1:1 gear ratio, causing the power flow to bypass the countershaft. The main
shaft then behaves like a single, solid shaft: a situation referred to as direct drive.
Even in transmissions that do not feature direct drive, it's an advantage for the input and
output to lie along the same line, because this reduces the amount of torsion that the transmission
case has to bear.

 INPUT SHAFT/CLUTCH SHAFT

Less than one possible design, the transmission's input shaft has just one pinion gear, which
drives the countershaft. Along the countershaft are mounted gears of various sizes, which rotate
when the input shaft rotates. These gears correspond to the forward speeds and reverse. Each of
the forward gears on the countershaft is permanently meshed with a corresponding gear on the
output shaft. However, these driven gears are not rigidly attached to the output shaft: although
the shaft runs through them, they spin independently of it, which is made possible by bearings in
their hubs. Reverse is typically implemented differently; see the section on Reverse.
Most front-wheel-drive transmissions for transverse engine mounting are designed differently.
For one thing, they have an integral final drive and differential. For another, they usually have
only two shafts; input and countershaft, sometimes called input and output. The input shaft runs
the whole length of the gearbox, and there is no separate input pinion. At the end of the second
(counter/output) shaft is a pinion gear that mates with the ring gear on the differential.
Front-wheel and rear-wheel-drive transmissions operate similarly. When the transmission is

put in neutral and the clutch is disengaged, the input shaft, clutch disk and countershaft can
continue to rotate under their own inertia. In this state, the engine, the input shaft and clutch, and
the output shaft all rotate independently.
Shaft Mount Gearboxes (speed reducers) feature shafts and gears manufactured from the
highest grade steel, case hardened and precision ground to AGMA standards for long lasting
durability.
 Housings are 100% cast iron to provide industrial grade protection for the life of the
unit.
 Shafts have reinforced double lip seals to protect against contamination and prevent oil
from escaping.
 Premium ball and tapered roller bearings provide smooth operation and lower noise.
 Extended gear centers ensure tooth contact and provide consistent operation.
 Bore type is tapered. Bushing kits to fit most shaft sizes sold separately.

1.4.3 BEARING
The purpose of a bearing is to support a load, typically applied to a shaft, whilst allowing
relative motion between two elements of a machine. The term ‘bearing’ typically refers to
contacting surfaces through which a load is transmitted. Bearings may roll or slide or do both
simultaneously. The range of bearing types available is extensive, although they can be broadly
split into two categories: sliding bearings also known as plain surface bearings, where the motion
is facilitated by a thin layer or film of lubricant, and rolling element bearings, where the motion
is aided by a combination of rolling motion and lubrication. Lubrication is often required in a
bearing to reduce friction between surfaces and to remove heat. Two of the more commonly
known bearings: a deep groove ball bearing and a journal bearing.
Bearings are manufactured to take pure radial loads, pure thrust loads, or a combination
of the two kinds of loads. which also shows the four essential parts of a bearing. These are the
outer ring, the inner ring, the balls or rolling elements, and the separator. In low pseparator is
sometimes omitted, but it has the important function of separating the elements so that rubbing
contact will not occur. Some of the various types of standardized bearings that are; manufacture
the single-row deep-groove bearing will take radial load as well as some thrust load. The balls
are inserted into the grooves by moving the inner ring to an eccentric position.
1.4.4 HOUSING
It consists of the parts; the gear box housing was sided from the extension by a lover. The
foxing point for the left assembly braket is locating at the gear box housing the attachment
point for self aligning of the gear box.
1.4.5 DOG CLUTCH

Among many different types of clutches, a dog clutch provides non slip coupling of two
rotating members. It is not at all suited to intentional slipping, in contrast with the foot
operated friction clutch of a manual transmission car. Gear selector does not engage or
disengage the actual teeth which are permanently meshed. Rather, the action of the gear box
selector is to lock one of the freely spinning gears to the shaft that runs through its hub. The
shaft then spins together with that gear. The output shaft speed relative to the gear counter

shaft is determined by the ratio of two gears. The one permanent attached to the counter shaft,
and that gears mate which is now locked to the output shaft.
Locking the output shaft with a gear dog clutch is a sliding selector mechanism which is
splined to the output shaft with meaning that is its hub has teeth that fit into splines on the
shaft, forcing that the shafts to rotate with it. However the splines allow the selector to move
back and forth on the shaft which happens when it pushed by a selector fork that is linked to
the gear lever. The fork does not rotate, so it is collar bearing on the selector .
1.5 MATERIAL SELECTION

The choice of gear material depends on the size and mass of contemplated drive, power to be
transmitted, peripheral speed and required accuracy in manufacture. The gear material should
have the following properties;
 High tensile strength to prevent failure against static load

 High endurance strength to with stand dynamic load
 Low coefficient of friction
 Good manufacturing
More often gears are made of steel, cast iron, brass, bronze, and plastics. Type of load acting
on the gear drive and material selection for gears.
.
Table 1.2 gear materials with meshing pinion.sorce norton.

1.5.1GEAR MATERIALS
Gears are made of various gear materials depending upon their usage in diverse applications
which includes Steel Gears, Aluminum Gears, Wood Gears, Copper Gear and many more. If you
are looking for a high performance gear with reliable operation, the selection of suitable
material is very important. Based on applications, gears for high load capacity require a tough
and robust gear material like carbon steel etc. Whereas, high precision gears require materials
having lower strength and hardness rating.
Only a limited number of metals and alloys are suitable for gears that transmit significant power.
 CAST IRON GEARS

Cast irons are commonly used for gears. The gray cast iron has advantages of low cost,
easy of machining, higher wear resistance, and internal damage. Which makes them
acoustically quieter than steal gears? However, they have low tensile strength, which requires
larger teeth than steel gears to obtain sufficient bending strength. Cast iron gears have low
manufacturing cost and are easy to machine with high damping. Cast iron gears have good
machining characteristics like dry cutting, better dimensional stability, longer cutter life, and
superb surface finish. Cast iron gears are subcategory of gears. Cast Iron Gears is also known as
grey iron and provides good stability, smooth surface finish. The color of surface is used to
identify an alloy.
Cast iron is brittle in nature. They have good fluidity, wear resistance, low melting point, and
excellent machinery, cast iron gears become a fabulous engineering material and used in pipes,
automotive industry parts, and machines like cylinder blocks, gearbox, and cylinder heads.
Nodular irons have higher strength than gray cast iron, but are more cost. The combination
of a steel pinion (for strength in higher stressed member) and a cast iron is often used.
White cast iron gears is one which allows the cracks to pass in straight direction and grey iron
is one which initiates countless cracks as the material breaks and passing crack deflect graphitic
flakes..

Many ductile iron is cast iron as it large amount of carbon in the matrix. Gears that are made
up of cast iron gears rely on low manufacture cost and easy to use with high damping. They are
used in commercial gears. Cast iron gears have variety of advantages like long service life;
ability to obtain high hardness, production cost is low.
 MECHANICAL PROPERTIES OF CAST IRON

Cast iron has many good mechanical properties.
 Tensile strength is the most important physical property for iron castings. Has tensile
strength of 414 Mpa.
 Its yield strength is equal to about 276 Mpa.
 Sometimes, elongation is very important. High elongation means the iron casting can be
pulled to longer, which means they have better ductility or called as malleability.
Therefore, they will not be broken easily. The ductile iron has higher elongation than
gray iron. As for the ductile iron 60-40-18, it has 18% elongation.
 Hardness is also important sometimes. As for the machined parts, the hardness should
not be too high to affect the machining process. As usual, the Brinell hardness from 160-
220 should be a good range. Too high may cause the hard spots during machining, too
low will affect the application. Some buyers required the Rockwell hardness as the
standard. As for the comparison between these two standards, please check our blog.
 PHYSICAL PROPERTY OF CAST IRON

 The density of iron is 7.874 g/cm3 at room temperature.
 CHEMICAL COMPOSITION
 All cast iron contain more than 2% c
 Cast iron is the alloy of carbon with 1.7 to 4.5% carbon and 0.5 to 3% silicon
 But in some alloy it has 0.1 to 0.9% and sulphur 0.07 to 0.1%.
 STEEL GEARS
steels are also commonly used for gears. They have superior tensile strength to cast iron and
are cost competitive in their low alloy forms. Steel Gears offer high strength and a wide range

of heat treatment properties. Steel gears provide highest strength and durability. Stainless steel
may be stainless steel (austenitic) that is non-magnetic and has good corrosion resistance they
may be of stainless steel (martensitic) that can be easily hardened by heat, is magnetic and
have reasonable corrosion resistance. Stainless steel (aust) can be used where low power
ratings are there and the other stainless steel is used where low to medium power ratings is
there. Alloy steels are used in industrial field.
 MECHANICAL PROPERTY
Table 1.3 mechanical property of steel
 PHYSICAL PROPERTY OF STEEL

In terms of physical properties, stainless steels show appreciable differences between
the various steel types and may also be markedly different from carbon steels.
 Density; types and may also be markedly different from carbon steels. The austenitic
steels generally have a higher density than the other stainless steel types. Within each
steel category, density usually increases with an increasing level of alloying elements,
particularly heavy elements such as molybdenum.
 Elastic modulus; The elastic modulus is a measure of the stiffness of the steel and is an
important parameter in structural design. The true elastic modulus is not obtained
from tensile testing, where there are a number of extraneous factors that influence

the apparent modulus, but by, for example, ultrasound measurements. The elastic
modulus decreases with increasing temperature.
 Thermal properties; The two important physical properties that show greatest
variation between the stainless steel types are thermal expansion and thermal
conductivity. These thermal properties are very important considerations in high-
temperature applications. Austenitic steels exhibit higher thermal expansion than
ferritic grades. Duplex grades show intermediate values, while ferritic grades are
similar to carbon steel. Thermal expansion can cause thermal stresses in applications
with temperature fluctuations, heat treatment of complete structures, and on welding.
 Thermal conductivity; for stainless steels is generally lower than for carbon steels and
decreases with increasing alloying level for each stainless steel type. A low thermal
conductivity is important for retaining heat, for example in building components and
food containers.
 Electrical resistivity; The electrical resistivity of steels increases with the content of
alloying elements and is therefore higher for stainless steels than for carbon steels.
The highest values are seen for super-austenitic grades and the lowest for the leanest
ferritic grades.
 Magnetic properties; All ferritic, martensitic, and duplex grades are ferromagnetic,
while stable austenitic grades are not magnetizable. Even small amounts of ferrite or
martensite in an austenitic structure can have an appreciable effect on its magnetic
properties and so must be avoided in applications where this is critical, for example
cyclotrons and submarines.
 CHEMICAL PROPERTIY OF STEEL

All of these steels are alloys of Fe and C.
 Plain carbon steels (less than 2% carbon and negligible amounts of other residual
elements).
 Low Carbon (less than 0.3% carbon)
 Med Carbon (0.3% to 0.6%)

 High Carbon (0.6% to 0.95%)

 Low Alloy Steel
 High Alloy Steel
 Stainless Steels (Corrosion-Resistant Steels) – contain at least 10.5% Chromium.
 POWEDER METAL GEARS

Powder metal makes excellent gears of high quality. It creates quiet, self-lubricating gears.
They are many advantages in utilizing powder metal parts in any mechanical assembly. Very
close tolerances and repeatability over millions of parts adds to the productivity of automated
assembly. Excellent surface finishes create a high wear resistance part with longer life, adding
value to the product.
Powder metal gears create stronger gears that accommodate greater loads. They tend to
retain their dimension better as temperature and humidity changes. They are less expensive
and can be designed with less effort.
Powder metal parts are widely used for magnetic devices. The most common materials used
are silicon iron, phosphorous iron and high purity iron.
 ALUMINIUM GEARS
The metal is lightweight, non-corrosive and easy to machine. The metal is malleable and has
non-magnetic characteristics. Because it's malleable, it can be molded to any shape. Aluminium
Gears can be of various shapes. Aluminium gears offers spark proof starting of the engine and
offers high strength. Aluminium gears offer smoother running, longer life and silent operation.
Aluminium gears are designed to resist wear for long lasting durability and maximum
performance. Aluminium gear is protected with a coating of anodize .
Aluminium is widely used for light duty instrument gears. Aluminium gears are also used in
aircraft industry but it has a drawback if an off airport landing has to be made on a rough
terrain

1.5.2 BEARING MATERIALS

While the contact surfaces of a bearing's raceways and rolling elements are subjected to
repeated heavy stress, they still must maintain high precision and rotational accuracy. To
accomplish this, the raceways and rolling elements must be made of a material that has high
hardness, is resistant to rolling fatigue, is wear resistant, and has good dimensional stability.
The most common cause of fatigue in bearings is the inclusion of non-metallic impurities in the
steel. Nonmetallic inclusion includes hard oxides that can cause fatigue crack. Clean steel with
minimal non-metallic inclusion must therefore be used .
 HIGH/MID CARBON ALLOY STEEL

In general, steel varieties which can be hardened not just on the surface but also deep
hardened by the so-called "through hardening method" are used for the raceways and rolling
elements of bearings. Foremost among these is high carbon chromium bearing steel, which is
widely used. For large type bearings and bearings with large cross sectional dimensions,
induction hardened bearing steel incorporating manganese or molybdenum is used. Also in use
is mid carbon chromium steel incorporating silicone and manganese, which gives it hardening
properties comparable to high carbon chromium steel.
 CAST HARDENED (CARBURIZING) STEEL

Carburizing hardens the steel from the surface to the proper depth, forming a relatively soft
core. This provides hardness and toughness, making the material suitable for impact loads. NTN
uses case hardened steel for almost all of its tapered roller bearings. In terms of case hardened
steel for NTN's other bearings, chromium steel and chrome molybdenum steel are used for
small to medium sized bearings, and nickel chrome molybdenum steel is used for large sized
bearings.
 MECHANICAL PROPERTY
 Type one(soft)-yield strength=140mpa
-hardness=low hardness
 Type two(medium)- yield strength=140-200mpa
- Hardness= medium hardness

 Type three(hard)- yield strength=200-340 mpa

- Hardness=high hard
 Type four(extra hard )- yield strength=340-500mpa
- Hardness- extra hard
 PHYSICAL PROPERTY
 Lighter in weight –lesser density 8 to 9gms/cm3
 Fusion temperature; the casting temperature of this alloy is considerably higher
than that of gold alloys. 1250 to 1450 centigrade
 HEAT RESISTANT BEARING STEEL

When bearings made of ordinary high carbon chromium steel which have undergone
standard heat treatment are used at temperatures above 120˚C for long durations,
unacceptably large dimensional changes can occur. For this reason, a dimension stabilizing
treatment (TS treatment) has been devised for very high temperature applications. This
treatment however reduces hardness of the material, thereby reducing rolling fatigue life.
For standard high temperature bearings used at temperatures from 150˚C – 200˚C, the
addition of silicone to the steel improves heat resistance and results in a bearing with excellent
rolling fatigue life with minimal dimensional change or softening at high temperatures.
A variety of heat resistant steels are also incorporated in bearings to minimize softening and
dimensional changes when used at high temperatures. Two of these are high speed
molybdenum steel and high speed tungsten steel. For bearings requiring heat resistance in high
speed applications, there is also heat resistant case hardening molybdenum steel.
 CORROSION RESISTANT BEARING STEEL

For applications requiring high corrosion resistance, stainless steel is used. To achieve this
corrosion resistance a large proportion of the alloying element chrome is added tomartensite
stainless steel.

 INDUCTION HARDENED STEEL

Besides the use of surface hardening steel, induction hardening is also utilized for bearing
raceway surfaces, and for this purpose mid-carbon steel is used for its lower carbon content
instead of through hardened steel. For induction hardening of the deep layers required for
larger bearings and bearings with large surface dimensions, mid-carbon steel is fortified with
chrome and molybdenum.
 OTHER BEARING MATERIALS

For ultra high speed applications and applications requiring very high level corrosion
resistance, ceramic bearing materials such as Si3N4 are also available.
1.5.3 SHAFT MATERIALS

Necessary strength to resist loading stresses affects the choice of materials and their
treatments. Many shafts are made from low carbon, cold-drawn or hot-rolled steel, such as ANSI
1020-1050 steels.
Significant strengthening from heat treatment and high alloy content are often not warranted.
Fatigue failure is reduced moderately by increase in strength, and then only to a certain level
before adverse effects in endurance limit and notch sensitivity begins to counteract the benefits
of higher strength. A good practice is to start with inexpensive, low or medium carbon steel for
the first time through the design calculations. If strength considerations turn out to dominate over
deflection, then a higher strength material should be tried, allowing the shaft sizes to be reduced
until excess deflection becomes an issue. The cost of the material and its processing must be
weighed against the need for smaller shaft diameters. When warranted, typical alloy steels for
heat treatment include ANSI 1340-50, 3140-50, 4140, 4340, 5140, and 8650. Shafts usually
don’t need to be surface hardened unless they serve as the actual journal of a bearing surface.
Typical material choices for surface hardening include carburizing grades of ANSI 1020, 4320,
4820, and 8620.
Cold drawn steel is usually used for diameters under about 3 inches. The nominal diameter of
the bar can be left a machined in areas that do not require fitting of components. Hot rolled steel
should be machined all over. For large shafts requiring much material removal, the residual
stresses may tend to cause warping. If concentricity is important, it may be necessary to rough

machine, then heat treat to remove residual stresses and increase the strength, then finish
machine to the final dimensions.
In approaching material selection, the amount to be produced is a salient factor. For low
production, turning is the usual primary shaping process. An economic viewpoint may require
removing the least material. High production may permit a volume conservative shaping method
(hot or cold forming, casting), and minimum material in the shaft can become a design goal. Cast
iron may be specified if the production quantity is high, and the gears are to be integrally cast
with the shaft. Properties of the shaft locally depend on its history cold work, cold forming,
rolling of fillet features, heat treatment, including quenching medium, agitation, and tempering
regimen. Stainless steel may be appropriate for some environments.
1.6 APPLICATION OF GEAR BOX

Transmission is a speed reducing mechanism, equipped with several gears. It may be called a
sequence of gears and shafts, through which the engine power is transmitted to the tractor
wheels. The system consists of various devices that cause forward and backward movement of
tractor to suit different field condition. The complete path of power from the engine to the
wheels is called power train.
Function of power transmission system:
(i) to transmit power from the engine to the rear wheels of the tractor,
(ii) to make reduced speed available, to rear wheels of the tractor,
(iii) to alter the ratio of wheel speed and engine speed in order to suit the field
conditions and
(iv) to transmit power through right angle drive, the crankshaft and rear axle are
normally at right angles to each other.
1.7 FABRICATION
Gear manufacturing refers to the making of gears. Gears can be manufactured by a variety
of processes, including casting, forging, extrusion, powder metallurgy, and blanking. As a
general rule, however, machining is applied to achieve the final dimensions, shape and surface
finish in the gear. The initial operations that produce a semi finishing part ready for gear

machining as referred to as blanking operations; the starting product in gear machining is called
a gear blank.
Selection of materials the gear material should have the following properties: High tensile
strength to prevent failure against static loads. High endurance strength to withstand dynamic
loads. Low coefficient of friction  Good manufacturability.
Gear manufacturing processes; there are multiple ways in which gear blanks can be shaped
through the cutting and finishing processes.
 Gear forming
 Form milling 
 Broaching
Gear forming; in gear form cutting, the cutting edge of the cutting tool has a shape identical
with the shape of the space between the gear teeth. Two machining operations, milling and
broaching can be employed to form cut gear teeth.
Form milling; in form milling, the cutter called a form cutter travels axially along the length of
the gear tooth at the appropriate depth to produce the gear tooth. After each tooth is cut, the
cutter is withdrawn, the gear blank is rotated, and the cutter proceeds to cut another tooth.
The process continues until all teeth are cut...
Broaching; Broaching can also be used to produce gear teeth and is particularly applicable to
internal teeth. The process is rapid and produces fine surface finish with high dimensional
accuracy. However, because broaches are expensive and a separate broach is required for each
size of gear, this method is suitable mainly for high-quantity production.
Gear generation; In gear generating, the tooth flanks are obtained as an outline of the
subsequent positions of the cutter, which resembles in shape the mating gear in the gear pair.
There are two machining processes employed shaping and milling. There are several
modifications of these processes for different cutting tool used.

Fig.1.6 gear generating
Gear hobbling; Gear hobbling is a machining process in which gear teeth are progressively
generated by a series of cuts with a helical cutting tool. All motions in hobbling are rotary, and
the hob and gear blank rotate continuously as in two gears meshing until all teeth are cut.

Fig.1.7 gear hobbling
Finishing operations; as produced by any of the process described, the surface finish and
dimensional accuracy may not be accurate enough for certain applications. Several finishing
operations. Are available, including the conventional process of shaving, and a number of
abrasive operations, including grinding, honing, and lapping.
Design Considerations; the accuracy of the output of a gear depends on the accuracy of its
design and manufacturing. The correct manufacturing of a gear requires a number of
prerequisite calculations and design considerations. The design considerations taken into
account before manufacturing of gears are:
 Strength of the gear in order to avoid failure at starting torques or under dynamic
loading during running conditions.
 Gear teeth must have good wear characteristics.  Selection of material combination.

 Proper alignment and compactness of drive  Provision of adequate and proper

lubrication arrangement.
Several methods are used to manufacture gears. They are divided in to two categories,
forming and machining. Machining further divides into;
 Roughing and
 Finishing operations.
Roughing and finishing are material removal techniques require used to cut or grind the
tooth shape in to solid blank at room temperature. It used alone without any subsequent
finishing operation for non precision gears.
Forming refers to the direct casting, molding, drawing, or extrusion of tooth forms in molten,
powdered, or heat softened materials.
1.8 MAINTENANCE
Gearboxes are essential devices found everywhere in industrial manufacturing facilities,
providing even distribution of power and torque wherever needed to fuel manufacturing
productivity and profits. Despite how ubiquitous gearboxes may be, it’s easy to overlook their
repair needs. Forgoing routine maintenance on any gearbox could spell disaster for the entire
production system. In order to keep everything running smoothly, be sure to take the time to
perform basic upkeep and repairs on gearboxes to get the most out of their lifespan.
1.8.1 PREVENTATINE MAINTENANCE

In order to prevent the need for any costly repairs or downtime, the first and most important
part of any maintenance plan is fixing problems before they happen. Gearbox oil can be a key
indicator of gearbox health and can prolong gearbox life span, so try these quick tips below:
 The gearbox’s oil should be regularly changed according to the needs of the specific
system. Just like in a car’s engine, oil lubricates the gears and prevents them from
grinding against each other.

 In the process of changing oil, a sample of the old oil can be collected and sent to a lab,
where an analysis of particles inside it can reveal potential underlying issues in the
gearbox.
 Even without this analysis, taking note of any excessive surface heat, odd vibrations or
unusual noises coming from a gearbox can help identify most issues that may need a
closer look.
1.8.2 DIAGNOSING GEAR BOX PROBLEMS WITH GEARMAX

When you approach Brad Foote Gearing with a malfunctioning gearbox, the first step is
identifying the problem. Using the auditory or tactile cues discussed previously, an engineer
may be able to solve the problem with just a phone call. Otherwise, a number of diagnostic
tools will be utilized to understand what repairs may be needed.
A visual inspection of the gear teeth inside the gearbox is typically the first course of action.
Large gearboxes have an inspection port that allows for easy access to the gears inside.
For a deeper look within, an engineer can feed a baroscopic between the small spaces in the
gearbox. The engineer will look for fatigue on the ball bearings such as cracking or flaking, as
well as cracks on the teeth.
There is also a vibration tool that, employing a specialty sensor, can assess what and where
the damage has occurred simply by analyzing the frequency of the vibration being produced by
the gearbox. Each gear mesh and bearing, depending on its size and shape, creates a certain
frequency. Spikes in these frequencies can give an engineer insight into what is happening
inside the gearbox data that can be used to diagnose the problem.
1.8.3 RAPID REPAIR SOLUTIONS

Once the problem is identified, the cost of repair and downtime must be weighed when
deciding whether to fix the problem on-site or have the gearbox completely replaced. In the
case of total replacement, the gearbox is shipped to one of Brad Foote Gearing’s specialty
gearbox repair facilities in the U.S., with locations in Cicero, Illinois, and Pittsburgh,
Pennsylvania. Utilizing the latest 3D modeling technology, along with more than 40 years of

experience in the industrial sector, the gears are rebuilt to ensure optimum performance. The
gearing specialists at Brad Foote can design and build a new, custom-made gearbox in less than
four months.
Instead of full replacement, a gearbox can be upgraded to better perform and integrate with
the operating conditions or specifications of your manufacturing environment. Operating
conditions at industrial manufacturing facilities can change quite dramatically over a few years,
depending on demand. Upgrading vital components of a gearbox allows for cost savings of up
to 50 percent.
We service gearboxes from any manufacturer and are used to working with obsolete and
“oddball” gearboxes.
 LUBRICATION OF GEAR BOX

The lubrication of gearboxes, other than epicyclical types which will be considered later, is
usually effected by putting enough oil into the box to ensure that at least one gear will dip into
the lubricant. When the gears are rotating the oil will be thrown about inside the box, thus
lubricating the various parts. The oil required is different from that suitable for an engine, the
conditions being quite different. Temperatures are much lower and carbonization has not to be
considered. On the other hand, the pressures to which the oil films may be subjected may be
much heavier than in an engine. The instructions of makers and the advice of reputable oil
companies should always be followed. It should not be thought that filling a gearbox to a higher
level than that Recommended will reduce the frictional losses in the box. On the contrary, the
loss due to the churning of the oil will be greatly increased. However, over-filling is usually
obviated by suitable placing of the filler spout.
Special oil seals of various patterns are fitted where the gearbox shafts pass through the
casing and these usually give no trouble, but leakages might be caused by the expansion of the
air enclosed in the box, and a vent should always be provided. Large washers are sometimes
fitted on the inside of the ball bearings supporting the shafts of gearboxes to keep any particles of
grit or chips from the gear teeth, from the bearings.
Some of the exterior parts of the selector and gate change mechanisms are best lubricated
with thin machine oil or with engine oil.

Up to a few years ago the engineering world in general paid little or no attention to the gearbox
lubrication system during the initial design stages. Thus when the internal running gear was
finalized, lubrication became a major problem when the design of the gearbox casing
commenced. This was the method used by the majority of the gearbox manufacturing industry,
and by approaching the problem in this way, consequently at this stage of the design a
compromised lubrication system would be the final result. Then if at a later date some form of
gear tooth surface failure occurred which was found to be the result of inadequate lubrication, the
possibility of improving the lubrication system is limited and could result in a major redesign
program me. However, over the past few years a new scientific approach to lubrication problems
has brought about major changes, not the least of these being the amount of advice and guidance
that is available to the engineering designer Various methods can be used to apply the lubricant
to gearing. Some are obviously more efficient than others, but depending upon the type of
gearing being lubricated, if the correct system is used then the gears will operate successfully
with very few failures. The methods used to apply the lubricant to gears are covered in the
following groupings:
 Hand lubrication -where the lubricant is applied from an oil can or similar type of
container.
 Drip-feed lubrication - where the lubricant is applied from an oil container by means of a
wick or restricted oil feed pipe.
 Bath-type lubrication or, as it is more commonly known, ‘splash lubrication’ - where the
gear teeth are used as paddles to circulate the lubricant.
 Pressure lubrication - where the lubricant is circulated by one of the various types of oil
pump through oil galleries or oil pipes to oil jets which are directed at the gears.
Methods 1 and 2 are designated total loss systems and are usually restricted in use to open or
partially enclosed gear trains, where the lubricant is neither recirculated nor recovered and, as a
result of this feature, the amount of lubrication is kept to a minimum quantity of oil because of
the rate of wastage. Total loss systems are usually applied to slow-running gears and often use a
separate lubrication system for the bearings in the assembly. Methods 3 and 4 are usually
recirculation systems in which the oil is re-used, either by draining back into the oil bath or being
pumped back into the oil galleries through an oil filter, from the bottom of the gearbox or the oil
catch tank. When making the choice as to the type of lubrication system required for a specific

Gear-train assembly, it is essential that a full study of the gear loadings, environment and life
expectation is made and the differing forms of lubrication are fully understood.
 PRINCIPLES OF GEAR LUBRICATION

In considering the basic principles of the lubrication of gears, it is necessary to understand that
gear forms can be conveniently classified into three groups:
 spur gears, helical and bevel gears
 worm gears
 hypoid gears
This is because the gears in each group have important different characteristics in the way in
which the teeth of the mating gears move relative to one another. The principles outlined below
apply to the gears in their respective groups.
SPUR GEAR; this is the most common type of gear and is used for the transmission of power
between parallel shafts. Contact takes place between the mating teeth in a straight line across the
face of each tooth, moving up or down as rolling progresses and the relative motion between the
tooth surfaces is partly rolling and partly sliding. The sliding motion starts at the point of
engagement and continues until the contact line coincides with the pitch line, at which point the
motion becomes pure rolling, after which the sliding motion continues until the teeth disengage.
For smooth operation and distribution of load it is essential with spur gears that the contact
ratio between each gear pair is above 1.5: 1, but even above this ratio, high-speed spur gears will
still be noisy and tend to vibrate as the initial engagement of each tooth is instantaneous and
occurs over the full tooth face width. Therefore, any misalignments of the gear supporting shafts
means that the gear teeth do not mesh correctly which will accentuate any built-in noise and
vibration.
HELICAL GEAR; Single helical gears are an alternative to the spur gear, for transmitting
power between parallel shafts, but the action of the helical gear with its teeth cut at an angle to its
axis is different from that of the spur gear whose teeth are parallel to the axis. Standards of
accuracy being equal, helical gears are superior to spur gears in the quietness of operation and
load-carrying capacity. As a result of the angular displacement of the helical gear teeth, the
contact with the mating gear will run diagonally across the tooth face and not parallel as with a
spur gear. Thus, the tooth engagement and load distribution is gradual and therefore quietness of

running is an inherent feature of helical gearing and shock loading is practically eliminated. This
becomes a major advantage in cases where speeds are too high for the successful application of
spur gears.
BEVEL GEAR; Bevel gears are used to transmit power between two shafts that are at an
angle to each other but whose axes are in the same plane and would intersect if drawn out. Spur
and helical gears, however, give the effect of two cylinders rolling together, whereas bevel gears
can be seen to have the same effect as that of two cones rolling together, with the bevel gear
teeth being generated from the apices. The most commonly used and simplest types of bevel gear
have teeth which are radial towards the point of intersection of the axes of the two shafts and are
known as straight bevel gears. The tooth action of these gears is analogous to that of spur gears,
with the teeth making line contact parallel to the pitch line.
There is no longitudinal sliding between the mating teeth of the straight bevel gear, but end
thrust is developed under tooth load acting away from the apex and tending to separate the gears;
therefore, thrust bearings must be used to keep the gears in correct relationship. Straight tooth
bevel gears are only suitable for moderate speeds as they tend to be noisy at high speeds.
CROSSED HELICAL GEAR; Single helical gears may be used to connect gears whose axes
lie at an angle to one another but do not meet. They are then called crossed helical gears, but are
sometimes referred to as spiral gears, skew gears or crossed-axis gears. Mating gears must have
the same base pitch measured normal to the teeth, but their helix angles may vary, while the sum
of the helix angles of the gear pairs must equal the angle of the two shafts. Line contact made by
the pitch cylinders of cylindrical gears when the shafts are parallel becomes point contact when
the shafts are at an angle. A common perpendicular to the axes passes through the point of
contact, and contact between the teeth can only occur as they pass through the common
perpendicular.
WORM GEAR; Worm gears are used for transmitting power between shafts at right angles to
each other, and which do not lie in a common plane. They are also used on some occasions to
connect shafts at other angles. A pair of worm gears consists of the following:
 a cylindrical worm, having helical threads or teeth similar to those of a helical
 a wheel with teeth cut on a concave or hollow face at its outside diameter
Worm gears serve a similar purpose to that of crossed helical gears, but whereas crossed
helical have single point contact between mating teeth, worm gears have a straight line contact

between mating teeth. The relative motion between worm gear teeth combines rolling and
sliding, the sliding speeds being very high when compared with those of the spur, helical and
bevel gears. The frictional loads on the teeth as a result of these sliding speeds can be very high;
therefore, special care and attention must be paid to the lubrication of worm gears in order to
control both the friction force and the resultant heat produced. Quite frequently it is the
permissible rise in the lubricant temperature which limits the load and power capacity of a worm
gear transmission unit.
2. LITERATURE REVIEW
The accuracy of the output of gear depends on the accuracy of its design and
manufacturing .the correct manufacturing of a gear requires a number of requisites calculations
and design considerations taken in to account before manufacturing of gears are.
 Strength of gear in order to avoid failure at starting torques under dynamic loading
during running conditions.
 Gear tooth must have good wear characteristics.
 Selection of material combinations.
 Proper alignment and compactness of drive.
 Provision of a adequate and proper lubrication arrangement.
2.1 GEAR
The terminology of spur-gear teeth is illustrated in Fig. below.
Fig. 2.1 Nomenclature of spur-gear teeth.

The pitch circle is a theoretical circle upon which all calculations are usually based; its
diameter is the pitch diameter. The pitch circles of a pair of mating gears are tangent to each
other. A pinion is the smaller of two mating gears. The larger is often called the gear. The
circular pitch p is the distance, measured on the pitch circle, from a point on one tooth to a
corresponding point on an adjacent tooth. Thus the circular pitch is equal to the sum of the tooth
thickness and the width of space.
N
P=
d
d
m=
N
p=π × m
Circular pitch. This is the distance from a point on one tooth to the corresponding point on the
adjacent tooth measured along the pitch circle.
Module; This is the ratio of the pitch diameter to the number of teeth. The unit of the
module should be millimeters (mm). The module is defined by the ratio of pitch diameter and
number of teeth. Typically the height of a tooth is about 2.25 times the module.
Addendum; this is the radial distance from the pitch circle to the outside of the tooth.
Dedendum; this is the radial distance from the pitch circle to the bottom land.
Backlash; The amount by which the width of a tooth space exceeds the thickness of the

engaging tooth measured on the pitch circle.

The clearance circle is a circle that is tangent to the addendum circle of the mating gear. The
clearance c is the amount by which the dedendum in a given gear exceeds the addendum of its
mating gear. The backlash is the amount by which the width of a tooth space exceeds the
thickness of the engaging tooth measured on the pitch circles.
2.1.1 LAW OF GEARING

The law of gearing states the condition which must be fulfilled by the gear tooth profiles to
maintain a constant velocity ratio between two gears.
The condition is that “For constant velocity ratio of the two gears, the common normal at the
point of contact the two mating teeth must pass through the pitch point.
Let the two teeth come in contact at point Q, and the wheel rotates in the direction as
shown in fig. below.
Fig. 2.2 law of gearing
Let,
 TT = common tangent
 MN= common normal

From above, we see that the angular velocity ratio is inversely proportional to the ratio of
the two surfaces at the point of contact Q intersects the line of centers at point P which divides
the centre distance inversely as the ratio of angular velocities.
Therefore in order to have constant angular velocity ratio for all positions of the wheels, the
point P must be the fixed point for the two wheels.
In other words, the common normal at the point of contact between a pair of teeth must
always pass through the pitch point. It is known as law of gearing.
 LENGTH OF ARC OF CONTACT

The arc of contact is the path traced by a point on the pitch circle from the beginning of to the
end of engagement of a given pair of teeth.
2.1.2 CONJUGATE ACTION

The following discussion assumes the teeth to be perfectly formed, perfectly smooth, and
absolutely rigid. Such an assumption is, of course, unrealistic, because the application of forces
will cause deflections.
Mating gear teeth acting against each other to produce rotary motion are similar to cams. When
the tooth profiles, or cams, are designed so as to produce a constant angular velocity ratio during
meshing, these are said to have conjugate action. In theory, at least, it is possible arbitrarily to
select any profile for one tooth and then to find a profile for the meshing tooth that will give
conjugate action. One of these solutions is the involutes profile, which, with few exceptions, is in
universal use for gear teeth and is the only one with which we should be concerned.
When one curved surface pushes against another (Fig. below), the point of contact occurs
where the two surfaces are tangent to each other (point c), and the forces at any instant are
directed along the common normal ab to the two curves. The line ab, representing the direction
of action of the forces, is called the line of action. The line of action will intersect the line of

centers O-O at some point P. The angular-velocity ratio between the two arms is inversely
proportional to their radii to the point P. Circles drawn through point P from each center are
called pitch circles, and the radius of each circle is called the pitch radius. Point P is called the
pitch point.
Figure below is useful in making another observation. A pair of gears is really
pairs of cams that act through a small arc and, before running off the involutes contour,
are replaced by another identical pair of cams. The cams can run in either direction and
are configured to transmit a constant angular-velocity ratio. If involutes curves are used,
the gears tolerate changes in center-to-center distance with no variation in constant
angular-velocity ratio. Furthermore, the rack profiles are straight-flanked, making primary
tooling simpler.
To transmit motion at a constant angular-velocity ratio, the pitch point must remain
fixed; that is, all the lines of action for every instantaneous point of contact must pass
through the same point P. In the case of the involutes profile, it will be shown that all
points of contact occur on the same straight line a to b, that all normal to the tooth profiles
at the point of contact coincide with the line a to b, and, thus, that these profiles transmit
uniform rotary motion.
Fig. 2.3 Cam A and follower B in contact. When the contacting surfaces are in volute profiles, the ensuing conjugate action
produces a constant angular-velocity ratio.
2.1.3 INTERFERENCE
The phenomenon when the tip of tooth undercuts the root on its mating gear is known as
interference. The contact of portions of tooth profiles that are not conjugate is called

interference. Consider Fig. below. Illustrated are two 16-tooth gears that have been cut to the
now obsolete 14.5 degree pressure angle. The driver, gear 2, turns clockwise. The initial and
final points of contact are designated A and B, respectively, and are located on the pressure
line. Now notice that the points of tangency of the pressure line with the base circles C and D are
located inside of points A and B. Interference is present.
The interference is explained as follows. Contact begins when the tip of the driven
tooth contacts the flank of the driving tooth. In this case the flank of the driving tooth
first makes contact with the driven tooth at point A, and this occurs before the involute
portion of the driving tooth comes within range. In other words, contact is occurring
below the base circle of gear 2 on the non involute portion of the flank. The actual effect
is that the involute tip or face of the driven gear tends to dig out the non involute flank
of the driver.
Figure 2.4 Interference in the action of gear teeth.
In this example the same effect occurs again as the teeth leave contact. Contact
should end at point D or before. Since it does not end until point B, the effect is for the
tip of the driving tooth to dig out, or interfere with, the flank of the driven tooth.
When gear teeth are produced by a generation process, interference is automatically
eliminated because the cutting tool removes the interfering portion of the flank.

This effect is called undercutting; if undercutting is at all pronounced, the undercut

tooth is considerably weakened. Thus the effect of eliminating interference by a generation
process is merely to substitute another problem for the original one.
The smallest number of teeth on a spur pinion and gear, 1 one-to-one gear
ratio, which can exist without interference is NP. This number of teeth for spur gears is given by
Where k = 1 for full-depth teeth, 0.8 for stub teeth and φ = pressure angle.
If the mating gear has more teeth than the pinion, that is, mG = NG/NP = m is
more than one, then the smallest number of teeth on the pinion without interference is
given by
The largest gear with a specified pinion that is interference-free is
Generally interference can also be reduced by using a larger pressure angle. This results in a
smaller base circle, so that more of the tooth profile becomes involute. The demand for smaller
pinions with fewer teeth thus favors the use of a 25◦ pressure angle even though the frictional
forces and bearing loads are increased and the contact ratio decreased.
 CONSTRUCTION OF GEAR TOOTH PROFILE

The most widely used tooth form for spur gears is the full depth involute form as illustrated in
Figure below. An involute is one of a class of curves called ‘conjugate curves’. When two
involute form gear teeth are in mesh, there is a constant velocity ratio between them. From the
moment of initial contact to the moment of disengagement, the speed of the gear is in constant

proportion to the speed of the pinion. The resulting action of the gears is very smooth. If the
velocity ratio were not constant, there would be accelerations and decelerations during the
engagement and disengagement, causing vibration noise and potentially damaging torsional
oscillations.
Figure 2.5 Full depth involute form for varying pressure angles.
The layout and geometry for a pair of meshing spur gears can be determined by the procedure
set out below. This procedure assumes access to a computer aided design (CAD) drawing
package. It should be noted that gears are commonly available as standard items from specialist
manufacturers and suppliers and need not necessarily be designed from scratch.
1. Calculate the pitch diameter and draw pitch circles tangential to each other.
2. Draw a line perpendicular to the line of centres through the pitch point (this is the point
of tangency of the pitch circles). Draw the pressure line at an angle equal to the pressure
angle from the perpendicular. It is called the pressure line because the resultant tooth
force is along this line during meshing.
3. Construct perpendiculars OPA and OGB to the pressure line through the centres of each
gear. The radial distances of each of these lines are the radii of the base circles of the
pinion and gear, respectively. Draw the base circles.
4. Draw an involute curve on each base circle. This is illustrated on the gear. First divide the
base circle in equal parts A0, A1, A2, A3, A4, A5,…, An. Construct radial lines
OGA0,OGA1, OGA2,OGA3,…,OGAn. Construct perpendiculars to these radial lines.
The involute begins at A0.The second point is obtained by measuring off the distance
A0A1 on the perpendicular through A1.The next point is found by measuring off twice
the distance A0A1 on the perpendicular through A2 and so on. The curve constructed

through these points is the involute for the gear. The involute for the pinion is constructed
in the same way on the base circle of the pinion.
5. Calculate the circular pitch.
6. Draw the addendum and dedendum circles for the pinion and gear.
7. Mirror the involute profile about a line constructed using a distance half the tooth width
along the pitch circle and the gear centre.
Figure 2.6 Construction of gear geometry.
2.1.4 GEAR TRAIN

The design of gear trains to accomplish a specific train value is straightforward. Since
numbers of teeth on gears must be integers, it is better to determine them first, and then obtain
pitch diameters second. Determine the number of stages necessary to obtain the overall ratio, and
then divide the overall ratio into portions to be accomplished in each stage. To minimize package
size, keep the portions as evenly divided between the stages as possible. In cases where the
overall train value need only be approximated, each stage can be identical. For example, in a
two-stage compound gear train, assign the square root of the overall train value to each stage. If
an exact train value is needed, attempt to factor the overall train value into integer components
for each stage. Then assign the smallest gear(s) to the minimum number of teeth allowed for the
specific ratio of each stage, in order to avoid interference.

. Finally, applying the ratio for each stage, determine the necessary number of teeth for the
mating gears. Round to the nearest integer and check that the resulting overall ratio is within
acceptable tolerance.
Figure 2.7 two stage compound gear train.
It is sometimes desirable for the input shaft and the output shaft of a two-stage
compound gear train to be in-line, as shown in Fig. below. This configuration is called
a compound reverted gear train. This requires the distances between the shafts to be the
same for both stages of the train, which adds to the complexity of the design task. The
distance constraint is
Assuming a constant diametral pitch in both stages, we have the geometry condition stated in
terms of numbers of teeth:

Figure 2.8 a compound reverted gear train.
2.1.5 FORCE ANALYSIS
 FORCE ANALYSIS OF SPUR GEAR

Figure below shows the forces involved for two spur gears in mesh. The force acting at the
pressure angle can be subdivided into two components: the tangential component Ft and the
radial component
Fr. The radial component serves no useful purpose. The tangential component Ft transmits the
load from one gear to the other. If Wt is defined as the transmitted load, Wt = Ft. The
transmitted load is related to the power transmitted through the gears by the equation;
Where Wt is transmitted load (N); P is power (W); and V is pitch line velocity (m/s).

Alternatively the transmitted load can be defined by;
Where Wt is transmitted load (kN); H is power (kW); d is pitch diameter (mm); and n is speed
(rpm).
The applied torque and the transmitted load are seen to be related by the equation;
2.1.6 STRESS ANALYSIS OF SPUR AND HELICAL GEAR

Gears experience two principle types of stress, bending stress at the root of the teeth due to the
transmitted load and contact stresses on the flank of the teeth due to repeated impact, or
sustained contact, of one tooth surface against another. A simple method of calculating bending
stresses is presented and this is utilized within a gear selection procedure. However, this
methodology, whilst suitable for determining the geometry for a gear train at the conceptual
phase is inadequate for designing a gear train for highly stressed applications or where the life of
the components is important.
For the determination of life-critical parts, national and international standards for gears are
available such as the AGMA, BS and ISO standards for gears. These are considered and the
AGMA equations recommended for bending and contact stress for spur gears are introduced.
 BENDING STRESS
1. The calculation of bending stress in gear teeth can be based on the Lewis formula
Where Wt is transmitted load (N); F is face width (m or mm); m is module (m or mm); and Y
is the Lewis form factor and can be found from Table below.

Table2.2 Values for the Lewis form factor Y defined for two different tooth standards (Michener
and, 1982)
When teeth mesh, the load is delivered to the teeth with some degree of impact. The velocity
factor is used to account for this and is given, in the case of cut or milled profile gears, by the
Barth equation,
Where V is the pitch line velocity which is given by;
Introducing the velocity factor into the Lewis equation gives:
2. According to AGMA stress equation, helical gear bending based on ANSI- AGMA 2001-
D04.HELICAL GEAR BENDING Based on ANSI_AGMA 2001-D04.
 GEAR BENDIMG STRESS EQUATION.

Where, K o = the overload factor K m (KH) = the load-distribution factor

Wt =the tangential transmitted load, lbf (N) K v= the dynamic factor
Pd = the transverse diametric pitch KB = the rim-thickness factor
F (b)= the face width of the narrower member, in (mm) K s = the size factor
J (YJ)= the geometry factor for bending strength (which includes root fillet stress-concentration
factor K f)
(mt) = the transverse metric module
The fundamental equation for pitting resistance (contact stress) is
the pitch-line velocity is
Table 2.3 Values of the Lewis Form Factor Y (These Values Are for a Normal Pressure Angle of
20°, Full-Depth Teeth, and a Diametral Pitch of Unity in the Plane of Rotation)

 Dynamic Effects
When a pair of gears is driven at moderate or high speed and noise is generated, it is
certain that dynamic effects are present. One of the earliest efforts to account for an
increase in the load due to velocity employed a number of gears of the same size, material, and
strength. Several of these gears were tested to destruction by meshing and
loading them at zero velocity. The remaining gears were tested to destruction at various
pitch-line velocities.
AGMA standards, they are represented as
Where, V is the pitch-line velocity in feet per minute
 Gear bending endurance strength equation.
 Bending factor of safety
Table 2.4 overload factor

 HELICAL GEAR WEAR Based on ANSI_AGMA 2001-D04

AGMA Gear contact stress equation (wear)
1
Km CF
(
σ c =C p W t K O K 'v K s
dpf I ) 2
Where,W t =¿ (Tangential transmitted load) K s =¿ (Size factor)

K O =¿ ¿ (Over load factor) K 'v =(Dynamic factor)
K m =¿ (Load-distribution factor).
 Gear contact endurance strength equation

Sc ZN CH
σ c, all =
SH KT K R
 Wear factor of safety

SC Z N
K K
( )
SH= T R
σC
 AGMA Strength Equations

Instead of using the term strength, AGMA uses data termed allowable stress numbers
and designates these by the symbols sat and sac. It will be less confusing here if we continue the
practice in this book of using the uppercase letter S to designate strength and
the lowercase Greek letters σ and τ for stress. To make it perfectly clear we shall use the
term gear strength as a replacement for the phrase allowable stress numbers as used by
AGMA.

 Gear bending endurance strength equation
Where, St = the allowable bending stress, lbf/in2 (N/mm2)

YN= the stress cycle factor for bending stress
KT (Yθ ) = the temperature factors
KR (YZ ) = the reliability factors
SF = the AGMA factor of safety, a stress ratio
Figure 2.9 Allowable bending stress numbers for through-hardened steels. The SI equations are
St = 0.533 HB + 88.3 MPa, grade 1, and St = 0.703 HB + 113 MPa, grade 2. (Source:
ANSI/AGMA 2001-D04 and 2101-D04.)
Figure 2.9 Allowable bending stress number for nitrided through hardened steel gears (i.e., AISI
4140, 4340), St. the SI equations are St = 0.568HB + 83.8 MPa, grade 1, and St = 0.749HB +
110 MPa, grade 2. (Source: ANSI/AGMA 2001-D04 and 2101-D04.)

Figure 2.10 Allowable bending stress numbers for nitriding steel gears .
Figure 2.11 Contact-fatigue strength Sc at107 cycles and 0.99 reliability for through-hardened
steel gears.

 Geometry Factors I and J (ZI and YJ)

We have seen how the factor Y is used in the Lewis equation to introduce the effect of tooth
form into the stress equation. The AGMA factors5 I and J are intended to accomplish the same
purpose in a more involved manner.
The determination of I and J depends upon the face-contact ratio mF . This is defined as
Where, px= the axial pitch and

F = the face width.
 Bending-Strength Geometry Factor J (YJ)

The AGMA factor J employs a modified value of the Lewis form factor, also denoted by Y; a
fatigue stress-concentration factor Kf ; and a tooth load-sharing ratio mN . The resulting equation
for J for spur and helical gears is

Figure 2.12 helical-gear geometry factors J. Source: The graph is from AGMA 218.01, which is
consistent with tabular data from the current
AGMA 908-B89. The graph is convenient for design purposes.
Value for Z is for an element of indicated numbers of teeth and a 75-tooth mate Normal tooth
thickness of pinion and gear tooth each reduced 0.024 in to provide 0.048 in total backlash for
one normal diametral pitch
Figure 2.13 Helical-gear geometry factors The graph is convenient for design purposes.

 Surface-Strength Geometry Factor I (ZI).
The factor I is also called the pitting-resistance geometry factor by AGMA. We will develop
an expression for I by noting that the sum of the reciprocals of Eq. (14–14), from Eq. (14–12),
can be expressed as
Now define speed ratio mG as
Figure 2.14 J _-factor multipliers for The modifying factor can be applied to the J factor when
other than 75 teeth are used in the mating element

The geometry factor I for external spur and helical gears is the denominator of the second term
in the brackets in Eq. (c). By adding the load-sharing ratio mN , we obtain a factor valid for both
spur and helical gears. The equation is then written as
where mN = 1 for spur gears. In solving Eq. (14–21) for mN , note that
where pn = the normal circular pitch.

 The Elastic Coefficient Cp (ZE)
AGMA defines an elastic coefficient Cp by the equation.
Table 2.5 Elastic Coefficient Cp (ZE), √psi ( √MPa) Source: AGMA 218.01

 Dynamic Factor Kv
As noted earlier, dynamic factors are used to account for inaccuracies in the manufacture and
meshing of gear teeth in action. The following equations for the dynamic factor are based on
these Qv numbers:
and the maximum velocity, representing the end point of the Qv curve, is given by
Figure 2.15 Dynamic factor Kv. The equations to these curves

 Surface Condition Factor Cf (ZR)

The surface condition factor Cf or ZR is used only in the pitting resistance equation, Eq. (14–16).
It depends on
 Surface finish as affected by, but not limited to, cutting, shaving, lapping, grinding,
 Shotpeening.
 Residual stress
 Plastic effects (work hardening)
Standard surface conditions for gear teeth have not yet been established. When a detrimental
surface finish effect is known to exist, AGMA specifies a value of Cf greater than unity.
 Size Factor Ks
The size factor reflects non-uniformity of material properties due to size. It depends upon
 Tooth size
 Diameter of part
 Ratio of tooth size to diameter of part
 Face width
 Area of stress pattern

 Ratio of case depth to tooth size

 Hardenability and heat treatment
In such cases AGMA recommends a size factor greater than unity. If there is no detrimental
size effect, use unity. Noting that Ks is the reciprocal of kb , we find the result of all the
algebraic substitution is
If Ks in above Eq. is less than 1, use Ks = 1.

 Load-Distribution Factor Km (KH
The load-distribution factor modified the stress equations to reflect non-uniform distribution of
load across the line of contact. The load-distribution factor under these conditions is currently
given by the face load distribution factor, Cmf , where

Figure 2.16 Definition of distances S and S1 used in evaluating Cpm,. (ANSI/AGMA 2001-
D04.)
Figure 2.17 Mesh alignment factor Cma.. (ANSI/AGMA 2001-D04.)

Table 2.6 Empirical Constants A, B, and C for Face Width F in Inches∗ Source: ANSI/AGMA
2001-D04.
 Hardness-Ratio Factor CH
The hardness-ratio factor CH is used only for the gear. Its purpose is to adjust the surface
strengths for this effect. The values of CH are obtained from the equation.
The terms HBP and HBG are the Brinell hardness (10-mm ball at 3000-kg load) of the pinion
and gear, respectively. The term mG is the speed ratio and is given by

Figure 2.18 Hardness-ratio factor CH (through-hardened steel). (ANSI/AGMA 2001-D04.)
 Stress-Cycle Factors YN and ZN

The purpose of the load cycle factors YN and ZN is to modify the gear strength for lives
other than 107 cycles. Values for these factors are given .Note that for 107 cycles YN = ZN = 1
on each graph. Note also that the equations for YN and ZN change on either side of 107 cycles.
For life goals slightly higher than 107 cycles, the mating gear may be experiencing fewer than
107 cycles and the equations for (YN )P and (YN )G can be different. The same comment
applies to (ZN )P and (ZN )G.
Figure 2.19 Repeatedly applied bending strength stress-cycle factor YN. (ANSI/AGMA 2001-
D04.)

Figure 2.20 Pitting resistance stress-cycle factor ZN. (ANSI/AGMA 2001-D04.)
 Reliability Factor KR (YZ)

The reliability factor accounts for the effect of the statistical distributions of material fatigue
failures. Load variation is not addressed here. The gear strengths St and Sc are based on a
reliability of 99 percent.
Table 2.7 Reliability Factors KR (YZ ) Source: ANSI/AGMA 2001-D04.
 Temperature Factor KT (Yθ)

For oil or gear-blank temperatures up to 250°F (120°C), use KT = Yθ = 1.0. For higher
temperatures, the factor should be greater than unity. Heat exchangers may be used to ensure that
operating temperatures are considerably below this value, as is desirable for the lubricant.
 Rim-Thickness Factor KB
When the rim thickness is not sufficient to provide full support for the tooth root, the location
of bending fatigue failure may be through the gear rim rather than at the tooth fillet. In such
cases, the use of a stress-modifying factor KB or (tR) is recommended. This factor, the rim-
thickness factor KB, adjusts the estimated bending stress for the thin-rimmed gear. It is a
function of the backup ratio mB,

where tR = rim thickness below the tooth, in, and ht = the tooth height. The rim-thickness
factor KB is given by
Figure 2.21 Rim-thickness factor KB. (ANSI/AGMA 2001-D04.)
2.1.7 FAILURITY OF SPUR AND HELICAL GEAR

The Lewis equation introduced in above provides a useful starting point allowing the
configuration of a gear set that is to be developed. The Lewis equation takes account of the
bending stress on a gear.
Gears, however, can fail due to excessive bending stress or wear. Wear occurs as the teeth
move in and out of contact with each other with accompanying local deformation of the gear
teeth surfaces in the region of contact. The stresses resulting from the surface deformation are
known as contact stresses. If the stresses are too high then material failure can take the form of
loss of material from the surfaces, which is also known as pitting. Pitting is a surface fatigue
failure due to too many repetitions of high contact stresses. Wear can also occur due to scoring,
due to failure of lubrication, or abrasion, due to the presence of a foreign material, such as grit or
powder.
The modeling of gear stresses has been the subject of extensive research. The analysis is
complex because of the dynamic nature of the loads and the very high stresses involved for some
gear designs. Whilst techniques such as finite element analysis allow detailed modeling of
specific gear geometry, the results are labor intensive in terms of setting up the model and
uncertainty often remains concerning the validity of boundary conditions and material properties.
An alternative to finite element analysis is the use of procedural approaches such as those
outlined in standards developed by the American Gear Manufacturers Association (AGMA), the
British Standards Institution (BSI) and the International Organization for Standardization (ISO)..
 WEAR FAILUR
As well as failure due to bending stresses in gears, the failure due to wear on the surface of
gear teeth should be considered. Possible surface failures are pitting, which is a surface fatigue
failure due to many repetitions of high contact stresses, scoring due to failure of lubrication and
abrasion due to the presence of foreign particles.
We have already noted that the first evidence of wear occurs near the pitch line. The radii of
curvature of the tooth profiles at the pitch point are;
Where φ is the pressure angle and dP and dG are the pitch diameters of the pinion and gear,
respectively.
As a simple means of combining and tabulating the results for various combinations of pinion
and gear materials, AGMA defines an elastic coefficient Cp by the equation;
The surface compressive stress ( Hertzian stress) is found from the equation;

 Safety Factors SF and SH

The ANSI/AGMA standards 2001-D04 and 2101-D04 contain a safety factor SF guarding
against bending fatigue failure and safety factor SH guarding against pitting failure.
where σ is estimated from . It is a strength-over-stress definition in a case where the stress is

linear with the transmitted load.
The definition of SH is
2.2 SHAFTS
The term ‘shaft’ usually refers to a component of circular cross-section that rotates and
transmits power from a driving device, such as a motor or engine, through a machine. Shafts can
carry gears, pulleys and sprockets to transmit rotary motion and power via mating gears, belts
and chains. Alternatively, a shaft may simply connect to another via a coupling. A shaft can be
stationary and support a rotating member, such as the short shafts that support the non-driven
wheels of automobiles often referred to as spindles.
Shaft design considerations include:
1. size and spacing of components (as on a general assembly drawing), tolerances
2. Material selection, material treatment
3. Deflection and rigidity
bending deflection
– torsion deflection
– slope at bearings

– shear deflection
4. Stress and strength
– static strength
– fatigue
– reliability
5. Frequency response
6. Manufacturing constraints.
Shafts typically consist of a series of stepped diameters accommodating bearing mounts and
providing shoulders for locating devices, such as gears, to butt up against and keys are often used
to prevent rotation, relative to the shaft, of these ‘added’ components.
2.2.1 FORCE ANALYSIS OF SHAFT

 Supporting Axial Loads
In cases where axial loads are not trivial, it is necessary to provide a means to transfer the
axial loads into the shaft, then through a bearing to the ground. This will be particularly
necessary with helical or bevel gears, or tapered roller bearings, as each of these produces axial
force components. Often, the same means of providing axial location, e.g., shoulders, retaining
rings, and pins, will be used to also transmit the axial load into the shaft.
 Providing for Torque Transmission
Most shafts serve to transmit torque from an input gear or pulley, through the shaft, to
an output gear or pulley. Of course, the shaft itself must be sized to support the torsional
stress and torsional deflection. It is also necessary to provide a means of transmitting the
torque between the shaft and the gears. Common torque-transfer elements are:
 Keys
 Spines
 Setscrew
2.2.2 STRESS ANALYSIS OF SHAFTS

 CRITICAL LOCATION

It is not necessary to evaluate the stresses in a shaft at every point; a few potentially critical
locations will suffice. Critical locations will usually be on the outer surface, at axial locations
where the bending moment is large, where the torque is present, and where stress concentrations
exist. By direct comparison of various points along the shaft, a few critical locations can be
identified upon which to base the design. An assessment of typical stress situations will help.
Most shafts will transmit torque through a portion of the shaft. Typically the torque comes
into the shaft at one gear and leaves the shaft at another gear. A free body diagram of the shaft
will allow the torque at any section to be determined. The torque is often relatively constant at
steady state operation. The shear stress due to the torsion will be greatest on outer surfaces.
The bending moments on a shaft can be determined by shear and bending moment diagrams.
Since most shaft problems incorporate gears or pulleys that introduce forces in two planes, the
shear and bending moment diagrams will generally be needed in two planes. Resultant moments
are obtained by summing moments as vectors at points of interest along the shaft. The phase
angle of the moments is not important since the shaft rotates. A steady bending moment will
produce a completely reversed moment on a rotating shaft, as a specific stress element will
alternate from compression to tension in every revolution of the shaft. The normal stress due to
bending moments will be greatest on the outer surfaces. In situations where a bearing is located
at the end of the shaft, stresses near the bearing are often not critical since the bending moment is
small.
Axial stresses on shafts due to the axial components transmitted through helical gears or
tapered roller bearings will almost always be negligibly small compared to the bending moment
stress. They are often also constant, so they contribute little to fatigue. Consequently, it is usually
acceptable to neglect the axial stresses induced by the gears and bearings when bending is
present in a shaft. If an axial load is applied to the shaft in some other way, it is not safe to
assume it is negligible without checking magnitudes.
 SHAFT STRESSE
Bending, torsion, and axial stresses may be present in both midrange and alternating
components. For analysis, it is simple enough to combine the different types of stresses into
alternating and midrange von Mises stresses. It is sometimes convenient to customize the

equations specifically for shaft applications. Axial loads are usually comparatively very small at
critical locations where bending and torsion dominate, so they will be left out of the following
equations. The fluctuating stresses due to bending and torsion are given by
Where Mm and Ma are the midrange and alternating bending moments, Tm and Ta are the
midrange and alternating torques, and Kf and Kf s are the fatigue stress concentration factors for
bending and torsion, respectively.
Assuming a solid shaft with round cross section, appropriate geometry terms can be introduced
for c, I, and J resulting in
Combining these stresses in accordance with the distortion energy failure theory, the von
Mises stresses for rotating round, solid shafts, neglecting axial loads, are given by;
Note that the stress concentration factors are sometimes considered optional for the midrange
components with ductile materials, because of the capacity of the ductile material to yield locally
at the discontinuity. These equivalent alternating and midrange stresses can be evaluated using
an appropriate failure curve;
 DE-Goodman

1 1 1
d=
( {
16 n 1
π Se [ 1
4 ( K f M a )2 +3 ( K fs T a )2 ] 2 + [ 4 ( K f M m ) 2+3 ( K fs T m )2 ] 2
S ut }) 3
 DE-Gerber
1
2 1
d=
( {[
8 nA
π Se
1 + 1+
2 B Se
AS ut ( ) ] }) 2 3
Where
A=√ 4 ( K f M a )2+ 3( K fs T a )2
B=√ 4 ( K f M m )2+ 3(K fs T m )2
 DE-ASME Elliptic
1
2 2 2 2 1 3
d=
{ [(
16 n
π
K M K T K M
) ( K T
4 f a +3 fs a + 4 f m + 3 fs m
Se Se Sy Sy ) ( ) ( )] }
2
 DE-Soderberge
1 1 1
d=
( {
16 n 1
π Se
[ 1
4 ( K f M a )2 +3 ( K fs T a )2 ] 2 + [ 4 ( K f M m )2 +3 ( K fs T m )2 ] 2
S yt }) 3
 DE-Langer
Endurance Limit Modifying Factors.
Marin equation identified factors that quantified the effects of surface condition, size, loading,
temperature, and miscellaneous items. When endurance tests of parts are not available,
estimations are made by applying Marin factors to the endurance limit.
A Marin equation is therefore written as
Se = K a K b K c K d K e K f S'e
Where K a = surface condition modification factor K d = temperature modification factor

K b = size modification factor K e = reliability factor13
K c = load modification factor K f = miscellaneous-effects modification factor
S'e = rotary-beam test specimen endurance limit

Se = endurance limit at the critical location of a machine part in the geometry and
condition of use
 Surface Factor K a
The surface of a rotating-beam specimen is highly polished, with a final polishing in the axial
direction to smooth out any circumferential scratches. The surface modification factor depends
on the quality of the finish of the actual part surface and on the tensile strength of the part
material. To find quantitative expressions for common finishes of machine parts (ground,
machined, or cold-drawn, hot-rolled, and as-forged), the coordinates of data points were
recaptured from a plot of endurance limit versus ultimate tensile strength. K a Can be represented
by
K a = αSbut
Where Sut is the minimum tensile strength and α and b.

Table 2.8 Parameters for Marin Surface Modification Factor.
 Size Factor K b
The size factor has been evaluated using 133 sets of data points. The results for bending and
torsion may be expressed as

K b=
−0.107 −0.107
d d
{( ) ( )
−0.107 −0.157
=0.879 d 0.11 ≤ d ≤ 2∈¿ 0.91 d 2<d ≤10∈¿ =1.24 d−0.107 2.79≤ d ≤51 mm
0.3 7.62
−0.157
1.51 d 51< d ≤ 254 mm
For axial loading there is no size effect, so K b = 1
 Loading Factor K c
When fatigue tests are carried out with rotating bending, axial (push-pull), and torsional loading,
the endurance limits differ with Sut . The load factor as
1bending
{
K c = 0.85 axial
0.59 torsion
 Temperature Factor K d
 Reliability Factor K e
Table 2.6 gives reliability factors for some standard specified reliabilities.
Table 2.9 Reliability Factors K e Corresponding to 8 Percent Standard Deviation of the
Endurance Limit.
 Stress Concentration and Notch Sensitivity

Notch sensitivity q is defined by the equation

K f −1 K fs −1
q= or q shear =
K t −1 K ts −1
where q is usually between zero and unity. if q = 0, then Kf = 1, and the material has no
sensitivity to notches at all. On the other hand, if q = 1, then Kf = Kt , and the material has full
notch sensitivity. In analysis or design work, find Kt first, from the geometry of the part. Then
specify the material, find q, and solve for Kf from the equation
Figure 2.23 Notch-sensitivity charts for steels and UNS A92024-T wrought aluminum alloys
subjected to reversed bending or reversed axial loads. For larger notch radii, use the values of q
corresponding to the r = 0.16-in (4-mm) ordinate.
Figure 2.24 Notch-sensitivity curves for materials in reversed torsion. For larger notch radii, use
the values of q shear corresponding to r = 0.16 in (4 mm).

Table 2.10 First Iteration Estimates for Stress-Concentration Factors K t and K ts
2.2.3 FAILURITY OF SHAFTS

It is always necessary to consider the possibility of static failure in the first load cycle.
The Soderberg criteria inherently guards against yielding, as can be seen by noting that
its failure curve is conservatively within the yield (Langer) line below. The ASME Elliptic also
takes yielding into account, but is not entirely conservative throughout its entire range. This is
evident by noting that it crosses the yield line in below. The Gerber and modified Goodman
criteria do not guard against yielding, requiring a separate check for yielding. A von Mises
maximum stress is calculated for this purpose.

To check for yielding, this von Mises maximum stress is compared to the yield strength, as
usual.
For a quick, conservative check, an estimate for σmax′ can be obtained by simply adding σa′
and σm′ . (σa′ + σm′ ) will always be greater than or equal to σmax′ , and will therefore be
conservative.
Figure 2.10 Fatigue diagram showing various criteria of failure
2.3 SELECTION OF BEARING

Bearings are manufactured to take pure radial loads, pure thrust loads, or a combination
of the two kinds of loads. In this section we include a selection from the many types of
standardized bearings that are manufactured. Most bearing manufacturers provide engineering
manuals and brochures containing lavish descriptions of the various types available. In the small
space available here, only a meager outline of some of the most common types can be given. So
you should include a survey of bearing manufacturers’ literature in your studies of this section.
Some of the various types of standardized bearings that are manufactured are shown in Fig.
below. The single-row deep-groove bearing will take radial load as well as some thrust load. The

balls are to an eccentric position. The balls are separated after loading, and the separator is then
inserted. The use of a filling notch (Fig. b) in the inner and outer rings enables a greater number
of balls to be inserted, thus increasing the load capacity. The thrust capacity is decreased,
however, because of the bumping of the balls against the edge of the notch when thrust loads are
present. The angular-contact bearing (Fig .c) provides a greater thrust capacity.
Figure 2.11 various types of ball bearing.
2.3.1 DIMENSIONAL LIMITATIOS

The allowable space for bearings is generally limited. In most cases, shaft diameter (or the
bearing bore diameter) has been determined according to the machine’s other design
specifications. Therefore, bearing’s type and dimensions are determined according to bearing
bore diameters. For this reason all dimension tables are organized according to standard bore
diameters. There is a wide range of standardized bearing types and dimensions: the right one for
a particular application can usually be found in these tables.
Table Dimensions and Load Ratings for Single-Row 02-Series Deep-Groove and Angular-
Contact Ball Bearings

Table Dimensions and Basic Load Ratings for Cylindrical Roller Bearings
2.3.2 BEARING LOAD

The characteristics, magnitude, and direction of loads acting upon a bearing are extremely
variable. In general, the basic load ratings shown in bearing dimension tables indicate their load
capacity. However, in determining the appropriate bearing type, consideration must also be given
to whether the acting load is a radial load only or combined radial and axial load, etc. When ball

and roller bearings within the same dimension series are considered, the roller bearings have a
larger load capacity and are also capable of withstanding greater vibration and shock loads.
2.3.3 ROTATIONAL SPEED

The allowable speed of a bearing will differ depending upon bearing type, size, tolerances,
cage type, load, lubricating conditions, and cooling conditions. The allowable speeds listed in the
bearing tables for grease and oil lubrication are for normal tolerance NTN bearings. In general,
deep groove ball bearings, angular contact ball bearings, and cylindrical roller bearings are most
suitable for high speed applications.
2.3.4BEARING TOLERANCE
The dimensional accuracy and operating tolerances of bearings are regulated by ISO and JIS
standards. For equipment requiring high tolerance shaft run out or high speed operation, bearings
with Class 5 tolerance or higher are recommended. Deep groove ball bearings, angular contact
ball bearings, and cylindrical roller bearings are recommended for high rotational tolerances.
2.3.5 RIGIDITY
Elastic deformation occurs along the contact surfaces of a bearing’s rolling elements and
raceway surfaces under loading. With certain types of equipment it is necessary to reduce this
deformation as much as possible. Roller bearings exhibit less elastic deformation than ball
bearings. Furthermore, in some cases, bearings are given a load in advance (preloaded) to
increase their rigidity. This procedure is commonly applied to deep groove ball bearings, angular
contact ball bearings, and tapered roller bearings.
2.3.6 MISALIANMENT OF INNER AND OUTER RINGS

Shaft flexure, variations in shaft or housing accuracy, and fitting errors. Result in a certain
degree of misalignment between the bearing’s inner and outer rings. In cases where the degree of
misalignment is relatively large, self-aligning ball bearings, spherical roller bearings, or bearing
units with self-aligning properties are the most appropriate choices.
2.3.7 NOISE AND TORQUE LEVELS

Rolling bearings are manufactured and processed according to high precision standards, and
therefore generally produce only slight amounts of noise and torque. For applications requiring

particularly low-noise or low-torque operation, deep groove ball bearings and cylindrical roller
bearings are most appropriate.
2.3.8 INSTALLATION AND DISASSEMBLY

Some applications require frequent disassembly and reassembly to enable periodic inspections
and repairs. For such applications, bearings with separable inner/outer rings, such as cylindrical
roller bearings, needle roller bearings, and tapered roller bearings are most appropriate.
Incorporation of adapter sleeves simplifies the installation and disassembly of self aligning ball
bearings and spherical roller bearings with tapered bores.
2.4 WORKING PRINCIPLE OF GEAR BOX

In constant mesh gear box all the gears are always in mesh. The engine gear box shaft is
integral with a pinion. The pinion meshes with a wheel on the lay shaft. The lay shaft is
therefore driven by the engine shaft. Three more wheels are fixed to the lay shaft as in the
sliding mesh gearbox. These gears rotate with the lay shaft. The transmission main shaft is just
above the lays haft and in line with the engine shaft. The three gears (first gear, second gear
and reverse gear) on the main shaft are perfectly free to turn on the main shaft. These three
gears are in constant mesh with the three wheels on the lay shaft. One of these three gears
meshes with a wheel on the lays haft through an idler wheel which is mounted and freely
rotating on a pin fixed to the gearbox casing.
The three main shaft gears are, therefore constantly driven by the engine shaft, but at
different speeds. The first gear and the second gear rotate in the same direction as the engine
shaft while the reverse gear rotates in the opposite direction to the engine shaft.
The main shaft also contains toothed wheel called the dog clutch. The dog clutch can be
moved on the main shaft by using selector mechanism. The main shaft is splined so that the dog
clutch can slide over them while the gears can freely rotate on the main shaft. Using the
selector mechanism the dog clutch is brought in mesh with a gear on the main shaft, which
results in rotation of dog clutch along with the gear which in turn rotates the main shaft.

A) FIRST GEAR
If one of the dog clutch members is slid to the left it will couple the wheel (first gear) to the
main shaft giving the first gear. The drive is then through the wheels and this dog clutch
member. The other dog clutch is meanwhile in its neutral position.
B) SECOND GEAR
If, with the above dog clutch member in its neutral position, the other dog clutch member is
slid to the right, it will couple the wheel (second gear) to the main shaft and give second gear. If
this dog clutch member is slid to the left, it will couple the main shaft directly to the pinion fixed
to the engine shaft. This will give a direct drive, as in the sliding mesh gear box.
C) REVERS GEAR
The reverse gear is engaged by sliding the dog clutch member (which gives the first gear) to
the right. Then it will couple the wheel (reverse gear) to the main shaft. The drive is then
through the wheels, the idler and the dog clutch member.
In the constant mesh gear box, the gears on the main shaft must be free to revolve. For this,
they are either be bushed or be carried on ball or roller or needle bearings.
The main advantages of the constant mesh gear box over the sliding mesh type are as
follows: Helical or double helical gear teeth can be used for the gears instead of spur gears.
Then gearing is quieter. Synchronizing devices can be used for smooth engagement. Any
damage that results from faulty manipulation occurs to the dog clutch teeth and not to the
teeth of the gear wheels. Once the dog clutches are engaged, there is no motion between their
teeth. But when gear teeth are engaged, the power is transmitted through the sliding action of
the teeth of one wheel on those of the other. The teeth have to be suitably shaped to transmit
the motion properly. If the teeth on the wheel are damaged, the motion will be imperfect and
noise will result. Damage is less likely to occur to the teeth of the dog clutches, since all the
teeth engage at once, whereas in sliding a pair of gears into mesh the engagement is between
two or three teeth.

3. OBJECTIVE
3.1 MAIN OBJECTIVE

The main objective of this project is designing the best alternatives of gear box to work with proper
functions, less technical requirement to change gearing operation. In order to perform basic functional
operation of gear box I would like to design helical gear with constant mesh gear box.
Using the following specification given data;
 Input power=73kw.
 Engine speed=3000rpm.
 Stage and steps=2 &5.
 Minimum output speed=1150rpm.
 Maximum output speed=3000rpm.
3.2 SEPSIFIC OBJECTIVE

The specific objective of this project is designing of
 Gears.
 Pinions.
 Shafts.
 Selection bearing.
 Manufacturing of housing.
4. METHODOLOGY
In the design procedure of gear box, the first thing is selecting the appropriate and suitable
material for design. Suitable material for each component of gear box should have better
mechanical properties which are high strength, good ductility, and resistance to wear,
resistance to fatigue and a material having god elasticity, good stiffness, machinability , low
cost, and others.
4.1 DESIGN OF GEAR

 Determine the maximum and minimum speed of the out shaft, this data is given.
Calculate the number of steps or speed reduction stages for this range, the stapes and
stages are given data.
 Select the type of speed reducer or gear box based on the power transmission
requirement, gear ratio, position of axis, space available for speed reducer. Also make

sure for higher gear ratio requires double speed reduction. I selected helical gears
with two stage reduction.
 Determine the progression ratio. Maximum and minimum speed of output shaft of
gear box. The nearest progression ratio should be a standard and is taken either from
R20 or R40 series.
 Noted the maximum output power of each shafts are done.
 Determine number of teeth for each gear.
 Determine the module of the gear by beam strength as well as fix the number of each
tooth required.
 Determine diametrical pitch and diameter of gear for each.
 Determine force analysis for first gear mesh.
 Determine stress analysis for first gear.
 Check failure.
4.2 DESIGN SHAFT

 Determine the diameter of shaft by torque requirement and bending moment
consideration.
 Determine center distance between the driven and driver shaft based on the surface
compressive stress.
 Select the appropriate fit and tolerance for mating part like shaft and gear.
 Make the shaft steeped or provide collar to prevent axial displacement of bearing and
gear.
4.3 SELECT BEARING

 Select the bearing type based on loading and operating condition.
 Considering maximum speed and expected life of gears, normally ball bearing and roller
bearing are used for small sized gear box because they have lowest thrust requirement
due to low speed reduction.

Finally to make sure provide suitable clearance between the gears and walls of the housing
gear box and based on this design gear box housing. Considering heat transfer provides fins are
necessary. And also make drain hole for drain of lubricating oil.
5. DESIGN ANALYSIS
5.1 DESIGN ANALYSIS OF HELICAL GEAR
 MATERIAL SELECTION
The selection of a material for a machine part or a structural member is one of the most
important decisions the designer is called on to make.
Carbon steel (ASTM A536 ductile Grade 60–40–18 Annealed 140 HB 22 000–33 000
(Nodular) Iron) is selected to design each gear, because of the following reason;
 Good to resist wearing, pitting

 Low cost
 Good for manufacturing…….
Parameter of carbon steel;
 Ultimate strength = 800N/mm2.

 Allowable strength=400N/mm2.
 GEOMETRY ANALYSS

Fig. 5.1 geometry and face width of helical gear
The gear box has two stages and five steps. The speed or torque has been reduced or multiply
two times.
 KINEMATICS ANALYSIS
 Given data Specification:
 Maximum output speed (N max)=3000rpm
 Minimum output speed (N min)=1150rpm
 Input power=73kw
 Engine speed(N)=3000rpm
 Stage and steps=2 and 5.
Here, the Minimum output speed is found in first gear and the Maximum output speed is
found in fifth gear. Lay shaft has the same speed and also, for smooth engagement the speed of
dog clutch should be equal with speed of output shaft gear.
N max
 Geometric Progression ratio (ϕ) =
√
(z−1)
N min
Where z= number of steps (= 5)

N min = Minimum output speed
N max = Maximum output speed
N max 4
Therefore, ϕ =
√
(z−1)
N min
=√ 3000/1150=1.27
 Other speeds are determined by using common speed ratio as follows.

Let, N 1 = N min = 1150rpm and N 5 = N max =3000rpm.
So, NK=∅ k ×Nk-1 where k=2, 3, 4.
Therefore N 1 = 1150rpm, N2= 1460.5, N3=1854.835, N4=2355.64, N5=3000rpm.
The speed chart becomes:

Shaft-I shaft-II shaft-III

Engine speed N 5 = N max =3000rpm
(3000rpm) N 4 = 2355.64rpm
N 3 =1854.835rpm
N 2 =1460.5rpm
N 1 = N min=1150 rpm
Input shaft counter shaft output shaft

The velocity ratio become (V R):
N max 3000 rpm
 V R 1= = =2.61
N 1 1150 rpm
N max 3000 rpm
 V R 2= = =¿ 2.05
N 2 1460.5rpm
N max 4500 rpm
 V R 3= = =¿ 1.62
N 3 1854.835 rpm
N max 4500 rpm
 V R 4= = =1.27
N 4 2355.64 rpm
N max 3000 rpm
 V R 5= = =1
N 5 3000 rpm
1st 2nd 3rd 4 th 5th Reverse gear

From engine output
(Input shaft) shaft
Fig.5.3 layout of five step gear box

The input and output shafts are parallel to the intermediate shaft, taking assumption that
considering interference of gear the maximum number of pinion teeth is from 18<T 1<22.
Thus, take the average T 1=20
Here; the main shaft and the outer shaft are always parallel and at the same distance.
d 1 d 2 d3 d 4
So that; + = + = center distance……………………………… (i)
2 2 2 2
T
Pitch diameter ( Pd ) = ……………………………………………………(ii)
d
By, substituting equation (**) in equation (*) and becomes:
T 1 +T 2 T 3+T 4 T 5+ T 6
= =
Pd Pd Pd
T 1+T 2=T 3 +T 4
 From the first velocity ratio V R 1
T
V R 1=3.913And; V R 1= 2 ; T 2=V R 1∗T 1=2.61∗20=¿ 52
T1
T 2=¿ 52
T 1+T 2=T 3 +T 4
20+79=T 3 +T 4
T 3+T 4 =72…………………………………………………….. (iii)
 From the second velocity ratioV R 2;
T
V R 2=2.05And; V R 2= 4 ; T 4=V R 1∗T 3
T3
T 4=2.05∗T 3……………………………………… ( iv )
Determine the values of T 3 and T 4 by, substituting equation (iii) and equation (IV) and
becomes: Then T3 =23, T4 =48.
 From the third velocity ratioV R 3;

T
V R 3=1.62And; V R 3= 6 ;T 6=V R 1∗T 5
T5
T 6=1.62∗T 5………………………………………(v)
And;T 3+T 4 =T 5+T 6
T 5+T 6=71……………………………………………………..(vi)
Determine the values of T 5 and T 6 by, substituting equation (v) and equation (vi) and becomes:
T5 =27, T6 =43.
 From the fourth velocity ratioV R 4;

T8
V R 4=1.27And; V R 4= ; T =V R 4∗T 7
T7 8
T 8=1.27∗T 7 ……………………………………… (v)
And;T 5+T 6=T 7 +T 8
70=T 7 +T 8
T 7+ T 8 =70…………………………………………………….. (vi)
Determine the values of T 7 and T 8 by, substituting equation (v) and equation (vi) and
becomes:
T7=30, T8 =38.
 From the fifth velocity ratioV R 5;

T
V R 5=1And; V R 5= 10 ; T 10=V R 5∗T 9
T9
T 10=T 9 ………………………………………(v)
And;T 7+ T 8 =T 9 +T 10
30+ 48=T 9 +T 10
T 10=T 9
2 T 9 =78 ;T 9=34
And,T 10=T 9 =34
 DETERMINATION OF MODULE
Here, both the pinion and gear are made of the same material (carbon steel). Therefore the
pinion is weaker. Thus the design will be based upon the pinion.
The tangential tooth load on the pinion,
W T =¿(σo.Cv) b.π m.y'
Where,W T = tangential tooth load σo= allowable static stress
Cv= velocity factor b= face width
m = module y'= Form factor
Formative or equivalent number of teeth (T E ),
T1
T E=
cos3 a
Where, T E = equivalent number of teeth
T 1= number of driver (pinion) gear1
a=¿ Helix angle (200 ¿ 450 ) (Source) from ‘A TEXTBOOK OF MACHINE DESIGN’
R.S. KHURMI &J.K. GUPTA (AGMA) standard. Take a=200
T1 20
 T E= 3 = 3 =31
cos a cos (30 0)
Tooth form factor for the pinion for 20° stub teeth,
For 200 full depth involute gear it is given by;
−0.912 −0.912
y'p= 0.154 = 0.154 = 0.125
TE 31
The torque transmitted by the pinion (T),

60 P 60 x 73000 W
T= = = 232.4Nm.
2 πN 2 πx 3000 rpm
Tangential tooth load on the pinion (W t ):

2T
W t = Where, D P−¿diametrial pitch
DP
D P=m .T 1
2T 2T 2 x 232.4 Nm 23.4
W t= = = = … … … … … … … … … … … .(1)
D P m. T 1 mx 20 m
Peripheral velocity (V):
π D P N πxmx 20 x 3000 rpm
V= = =3.146 m m/s
60 60
Velocity factor (C v):
15 15
C v= =
15+V 15+ 3.14 m
Generally the tangential tooth load determine as,
WT= σ all×CV×b×T1×m×Y
b=3Pn, Pn=Pc× cosα , Pc=T1×m
Where b= face width
Y –factor of tooth
m- Module
CV- velocity factor
α −¿Helix angle
Pc - circular pitch
Pn- normal pitch
σ all=400Mpa.
45518.3 m2
WT= ……………………………………………………………… (2)
15+3.14 m
Equating (1) & (2), then;

23.24 45518.3 m2
= ,
m 15+3.14 m
45518.3m3-72.97m-348.6=0, from above polynomial we can get m value using trial and error
method.
 Iteration one take m=3, iterated value =1228426.59.

 Iteration two take m=3.5, iterated value =19509931.118.
 Iteration three take m=4. Iterated value= 2912530.72.
 Iteration four take m=3.75, iterated value =2399756.864.
 Iteration four take m=4.5, iterated value = 350.6.
 Iteration six take m=5, iterated value=5689074.05
Take m=4.5.
For mesh one.
The pitch diameter of pinion for mesh one, D1 = mT1 = 4.5×20
D 1 = 90mm. for pinion one.
 Face width of pinion is calculated as, b=3 mT 1cosα =37mm.
b=37mm.
 Circular pitch of the pinion (p) is given by,
πD 1
P= = 14.14mm, Say p=14mm.
T1
 Pitch diameter of the gear, D2 =mT2.

D2=234mm.
πD 2
 Circular pitch of the gear is; P = .
T2
P =14mm.
D1+ D 2 90+234
 Center distance, C = = =153mm. the center distance is defined as the
2 2
distance between the two shafts input and output with counter shaft for parallel arrangement.
For mesh two.

 For pinion, pitch diameter, D3 = mT3 = 4.5×23

D3 =103.5mm
πD 3 π ×103.5
 Circular pitch, P = =¿
T3 23
P = 14
 For gear, pitch diameter, D4 = mT4 =4.5×48

D4 =216mm, and p= 14.
For mesh three;
Dn = m×Tn; where n=5,6,7,8,9,10.
 For pinion, D5 = 121.5mm, and p=14.
 For gear, D6 =193.5mm, and p=14.
For mesh four;
 For pinion, D7=135mm, p= 14.
 For gear, D8 = 171mm, p =14.
For mesh five;
 For pinion, D9 =153mm, p=14.
 For gear, D9= 153mm, p= 14.
Therefore face width module circular pitch center of distance is equal for all meshing gear.
1. Determine all geometry parameters of gear.
By using the module m, we can determine the geometric property of the gear through the
proportion for helical gear it is not constant yet the following are recommended by American
Gear Manufacturing Association (AGMA). For my design pressure angle 20degree full depth
involutes with helix angle of 30 degree is given as follows.
 Addendum (a) = 0.8×m =0.8×4.5

a= 3.6mm
 Dedendum (d)= m =4.5mm.
 Minimum total depth = 1.8×m =8.1mm.

 Minimum clearance = 0.2×m=0.9mm.

 Thickness of the tooth = 1.5708m=7.0686mm.
 Shafts are in parallel since face width, module, circular pith, thickness of the tooth,
clearance; dedendem, addendum, and center distance all are equal.
 FORCE ANALYSIS
The point of application of force acting against a helical gear tooth is in the pitch plane and in the
center of the gear face. The normal force has three components.
Figure 5.4 Tooth forces acting on a right-hand helical gear.

 First stage gearing, for mesh one.
In the first stage gearing the gear and pinion arranged non symmetrically with respect to the
bearing by shaft. The first gear mesh the main speed (engine speed) is acting at the first gear
parameters are; N= 3000rpm, D2 =234mm.input power =73kw.
1. First calculate the tangential load (Wt)
p πD 2 N 1
Wt = , where V=
V 60
Wt1-2 = 1.986KN.
Therefore the tangential force for gear (1-2), Wt1-2 = 1.986KN.
Then we have to calculate the radial and axial force calculate the angle of tangential force (∅)
∅ t = (tan-1tan∅ n)/cosφ, φ =30 and ∅ n =20
∅ t =22.8 degree. Where; φ =a helix angle
∅ n =pressure angle, usually=20 degree.
∅ t = angle of tangential force.
2. Calculate radial and actual force.
 Radial force; Wr1-2 = Wt1-2 ×tan∅ t

Wr1-2 =1.986kw×tan22.8.
Wr1-2 =0.835kN.
 Actual force; Wa1-2 = Wt1-2 ×tanφ.
Wa1-2 =1.986kw×tan30.
Wa1-2 =1.147kN.
 The total normal tooth force.
W t 1−2
W1-2 = = 2.29kN
cos ∅ n cosφ

And the force of gear two experts on gear one are equal and opposite.
That is W t1-2= Wt2-1, Wr1-2= Wr2-1, Wa1-2= Wa2-1.
 Second stage, for mesh two.
The gear 3 mesh with gear 4 driving by speed of shaft 2.
Wt34= (60)(1000)p/π Nd3

Where
P=power transmitted=73Kw
d 3=diameter of gear3=115mm
N= speed of intermediate shaft=3000rpm
W t34 = 60x73 x103KW/(3.14x103.5mm x3000)

Wt34=4.49KN.
Wr34= Wt34 x tant
Wr34=4.49KN x 0.42=1.887Kn.
Wr34 =1.887KN.
 The axial force will be

Wa34= Wt34 x tan 
=4.49KN x 0.577
Wa34 =2.59KN
 The total normal teeth force exerted by gear 3 on 4
W34=Wt34/cosn cos
=4.49KN /0.814
W 34 =3.654KN
And the force gear 4 exert on gear 3 is equal in magnitude and opposite in direction.
Wr34=- Wr43

Wt34=- Wt43
Wa34=- Wa43
 Second stage, for mesh three.
Gear 5 drives gear 6 driving speed of the intermediate shaft.
 Is the tangential force exerted by gear 5 on 6

Wt56= (60)(1000)p/π N d5
= (60)(1000)x73KN/3.14 x 3000x121.5mm)
=3.82KN
 The radial force will be
Wr56=1.918KN x 0.42
=1.606kN
Wa56= Wt56 x tan
=3.82KN x 0.577
=2.204kN
 The total normal teeth force exerted by gear 3 on 4
=3.82 /0.814
=4.69KN
 And the force gear 6 exert on gear 5 is equal in magnitude and opposite in direction
Wr56=- Wr65
Wt56=- Wt65
Wa56=- Wa65
 Second stage, for mesh four

Gear7 drives gear 8 driving speed of the intermediate shaft.
 Is the tangential force exerted by gear 5 on 6
Wt78= (60)(1000)p/π N d7
= (60) (1000) x73KN/3.14 x 3000x135mm)
=3.44KN

Wr78=3.44KN x 0.42
=1.446kN
Wa78= Wt78 x tan
=3.44KN x 0.577
=1.98KN
=3.44KN /0.814
=4.226KN
Wr78=- Wr87
Wt78=- Wt87
Wa78=- Wa87
 Second stage, for mesh five
Gear 9 drives gear 10 driving speed of the intermediate shaft is the tangential force exerted by gear 9
on 10.
Wt9-10= (60)(1000)p/π Nd9

= (60)(1000)x73KN/3.14 x 3000x153mm)
=3.04KN.

2. Calculate radial and actual force
Wr9-10= Wt9-10 x tant
Wr9-10=3.04 KN x 0.42
=1.2768kN
Wa9-10= Wt9-10 x tan
=3.04KN x 0.577
=1.75KN
W9-10=Wt9-10/cosn cos
=3.04KN /0.814
=3.75KN
Wr9-10=- Wr10-9
Wt9-10 =- Wt10-9
Wa9-10=- Wa10-9
 For reverse gear
The axis of the first and the last gear is coaxial. So an idle gear exists between these two coaxial gears
in order to attain a reverse motion. The idler gear has no effect on speed. In order to have better operation
the reverse gear operates at medium speed.
v.r=N5/N2=3000/1460.5=2.05
Number of teeth of on gear one and two are known from the previous calculation.
Center distance=dc/2+di+dm/2=d1/2+d2/2
Where dc=diameter of gear on counter shaft
di= diameter of gear on idler shaft
dm= diameter of gear on main shaft or output shaft
Tc/2pd+Tipd/+Tm/2pd=T1/2pd+T2/2pd , where Pd=T/d and T1=20, T2=52
Tc/2+Ti+Tm/2=T1/2+T2/2=20/2+52/2 =36

Tc/2+Ti+Tm/2=36
Let the number of teeth of idler is 10, i.e. Ti=10
Tc/2+10+Tm/2=36
Tc+ Tm=46……………………… equ (1)
Vr=Tc/Tm=2.05
. Tc=2.05Tm…………………equ (2)
Using equation 1 and 2
2.05Tm+Tm=46
Tm=46/3.05=15.08
Say Tm=16 teeth
Tc=46-16
Tc=30 teeth
Calculate other parameters of the idler gear

 Addendum= 0.8 m
=0.8 x4.5=3.6mm
 Dedendum=1m=4.5mm
 Minimum tooth depth=1.8 m=1.8 x4. 5=8.1mm
 Minimum clearance = 0.2 m=0.2 x4.5=0.9 mm
 Thickness of tooth= 1.5708 m=7..854mm
 Pitch diameters
 dc= mTc=5mx30=150mm
 di= mTi= 4.5mmx10=45mm
 dm=mTm=4.5mmx16=72mm
Force analysis of reverse gear
 pitch line velocity

v=πdiN/60
= π0.072mx3000/60
=11.3m/s
 Tangential load (Wt)

Wt=p/v
=73000/11.3
=6454.6N
 Axial force(Wa)
Wa= Wt tanα
=6454.6Nxtan 30
=3726.6N
 Radial load (Wr)
Wr= Wt tan∅
=6454.6Nxtan 20
=2349.3N
 STRESS ANALYSIS
Given data
Transmission torque=73kw
Engine speed=3000rpm
Stages and steps=2&5
Maximum output speed=3000rpm
Minimum output speed=1150rpm
The general velocity ratio (m G) is given by:
Np Tp dp
m G= = =
N G T G dG
The range of face width should be in between
3π 5π
[ pd
≤ F≤
pd ]
for helical gears.
Since helical gear have higher face width than spur gears and for securing the mesh. Take the
maximum value.
5π 5π
F= = =37 mm
pd teeth , f=37mm
0.41
mm

 STRESS ANALYSIS FOR FIRST MESH OF HELICAL GEAR

1.AGMA contact stress equation (wear)
1
K C
(
σ c =C p W K O K v K s m F
t
dpf I ) 2
STEP 1: Determine the pitch line velocity (V)

πdn πx 90 x 10−3 x 3000 rpm m
V= = =14.14 ,V =14.14 m/s
60 60 s
STEP 2: W t (Tangential transmitted load)
60000 H 60000 x 73 kW
W t= = =5163.6 N , W t =5163.6 N
πdn −3
πx 90 x 10 x 3000 rpm
STEP 3: Dynamic factor ( K v )
B
A + √ 200 V
Kv= ( A )
2
 B=0.25( 12−Q v ) 3 )
Where, take quality number ( Qv ) =6…..from figure shigly text book (ANSI/AGMA 2001-D04,
Annex A) from rang (3 to7).
2 2
B=0.25( 12−Q v ) 3 ) = B=0.25( 12−6 ) 3 ) = 0.8255
 A=50+36(1-B) = 50+36(1-0.8255) = 56.282

0.8255
m
Kv = ( A + √ 200 V
A ) =(
B
√
56.282+ 200 x 18.57
56.282
s
) =1.8325
K v =1.8325
STEP 4: K O (Over load factor)
For uniform power source, K O=1 for ….. for uniform power source.
STEP 5: K s (Size factor)
0.0535
F √Y p
For pinion, ( K s ) p=1.192 d (
p
)
Y p=0.322, For pinion number of teeth (T 1=20)… from shigly text book (table 14.2)

0.0535 0.0535
F √Y p F √ 0.322
(
( K s ) p=1.192 d
p
) =1.192
dp( ) =¿ 1.1027, ( K s ) p=¿ 1.1027
0.0535
F √Y G
And for gear, ( K s )G=1.192 ( dG )
Y G =0.435 ,For pinion number of teeth (T 2=52)… from shigly text book (table 14.2)
0.0535 0.0535
F √Y G F √ 0.435
( K s )G=1.192 d (
G
) =1.192
dG ( ) =¿ 1.056, ( K s )G=¿ 1.056
STEP 6: K m (Load-distribution factor)

F 37 mm
= =¿0.411
d 90 mm
F
≤ 2 And F ≤40in
d
K m =Cmf =1+C mc ( C pf C pm+ Cma Ce )
Where,
 C mc =1… … …. for uncrowned teeth
F
 C pf = −0.0375+0.0125 F … … . For 1< F ≤17 ∈¿ since F=37mm=1.5078in
10 d
1.5078
¿ −0.0375+0.0125 x 1.5078 = 0.0299
10 x 3.1024
 C pm=1 … … … . for straddle −mounted pinion with S 1/S <0 . 175
 C ma=0.20 ….from shigly text book figure 14.11(ANSI/AGMA 2001-D04.)

 C e =1… … for all other conditions
K m =Cmf =1+C mc ( C pf C pm+ Cma Ce )=1+1 ( 0.0299 x 1+0.20 x 1 ) =1.2299
K m =1.2299
STEP 6: Surface-Strength Geometry Factor I (ZI)
cos ∅ t sin ∅ t mG
I= …….. For external gears
2 mN m G +1
N p 3000 rpm
m G= = =2.054
N G 1460.5 rpm
Take m N =1…..For mostly recommended for helical gear

cos ∅ n sin ∅ n m G cos 20 0 sin 200 2.054

I= = =0.108
2 mN mG +1 2 x1 2.054+1
I =0.108
STEP 7: Pitch diameter
For pinion ( d p ) 1 = 90mm
For pinion ( d G )1 = 234mm
STEP 8: Surface Condition Factor C f (ZR)
Since the standard surface condition factor for gear teeth have not get been established, we can
assume it as 1.
C f =1
STEP 9: The Elastic Coefficient C p (ZE)
Here, first select the material needed. Selection of materials for pinion allowable bending stress
St=(31000-40000). Rockwell scale B (27-35). Taking the average value and care in to Briniel
hardness scale we have 340. Source table 14.4 shingly 9th edition.
S2 = 322(340) +291000psi.
Cp= 45.82ibf/in2 = 6.89×10-3 N/mm2.
AGMA contact stress for pinion;

1
Km CF
(
σ c =C p W t K O K v K s
dpf I ) 2
σ c =¿6.89×10-3((5163.6×1×1.8327×1.1027×1.2299×1)/(90×37×0.108))
σ c =0.245 N /mm 2.
AGMA contact stress for pinion;
σ c =¿6.89×10-3((5163.6×1×1.8327×1.056×1.2299×1)/(234×37×0.108))
σ c =0.091 N /mm2
2. AGMA bending stress equation.

 Rim thickness factor; assume the ratio MB>1.2, KB=1.

 Transverse metric module m=4.5mm
 Geometry factor for bending strength(YJ )
For pinion YJ =0.43, using helix angle =30, T=20
For gear YJ =0.45, using helix angle =30, T=52
Source fig.14.7 shingly 9th edition.
For pinion;
σ =¿ ((5163.6×1×1.8327×1.1027×1.2299×1)/ (4.5×37×0.43))
σ =179.3 N /mm 2
For gear;
σ =¿ ((5163.6×1×1.8327×1.1027×1.2299×1)/ (4.5×37×0.45))
σ =171.3 N /mm 2
5.2 SHAFT DESIGN ANALYSIS

A shaft is a rotating member usually circular cross section used to transmit power or motion.
It usually fail due to fatigue, which arises due to the following reasons, the presence of cyclic
over load, stress concentration, wrong adjustment of bearing clearance, etc. it may also fail due
to transverse or tensional vibration.
Shaft design in gear box includes;
 Input shaft
 Intermediate shaft
 Output shaft
 MATERIAL SELECTION
The heavily loaded shafts are made of alloy steel of various grads in order to minimize their
diameter and to increase the wear resistance. These materials are treated by heat and case
hardening methods to increase toughness shock resistance and greater strength.

 TORQUE ANALYSIS OF EACH SHAFT

The gear box is two stage type so that it have three shafts.
1. Input shaft.
2. Intermediate shaft/ counter shaft.
3. Output shaft.
As we know that the input and intermediate shaft exposed for single torque line.
60 P
T= where p= power
2 πN
T= torque
N= speed in rpm.
 Torque on input shaft (T1).

60 P 60× 73000
T1 = = = 232.4Nm.where N1=3000rpm.
2 πN 2 π ×3000
 Torque on intermediate shaft (T2).
60× P 60 × 73000
T2 = = = 295.9Nm.where N2= 2355.6rpm.
2 πN 2 π ×2355.6
 Torque on output shaft (T3), this shaft is subject to different torque.
T1=506.2rpm, N =1150rpm.
T2=477.7rpm, N=1460rpm.
60× P 60 ×73000
T3 = = =375.8Nm. Where N3=1854.8rpm.
2 πN 2 π ×1854.8
60× P 60 × 73000
T4= = = 295.9Nm.N= 2355.6rpm.
2 πN 2 π ×2355.6
5.2.1 DESIGN OF INPUT SHAFT

Design data;
Torque =232.4Nm
Material –carbon steel.
Yield strength=390Mpa

Ultimate tensile =700Mpa.
Assuming length of the input shaft is 100mm. And Let the center line maximum bending moment
at the bearing and gear 50mm each. Assume the pinion is mounted at the middle of the shaft, therefore the
center of the pinion
M= (Wr x L)/4
Where
L=length
Wr=radial force act on the pinion=0.835kN
= (Let the center line maximum bending moment at the of bearing and gear 50mm each. Assume the
pinion is mounted at the middle of the shaft, therefore the center of the pinion
M= (Wr x L)/4
Where L=length
Wr=radial force act on the pinion=0.835kN
= (0.835kNx 0.1)/4
=0.020875KNm.
According to maximum shear stress theory, equivalent twisting moment,
We know that the equivalent twisting moment
Te= (M2+T2)0.5= πd3 x ɩ / 16

= ((20.87)2 + (232.4)2)0.5
=233.3Nm.
Te= πd3 x ɩ / 16
Where
ɩ =Allowable shear stress
Ultimate shear stress for carbon steel=390mpa
f.s=factor of safety=3
ɩ= ultimate shear stress/fs
ɩ =390mpa/3
=130mpa
d= (144080N-mm X 16/(3.14 X 130mpa)) 1/3

d=20mm
According to maximum normal stress theory, equivalent bending moment,
 Me= 1/2(M Te )= (π/32) Ϭb d3

=1/2(208+233.3)
Me =127.085Nm.
Me = (π/32) Ϭb d3
Where
Ϭb=allowable tensile stress
=tensile stress/fs
Tensile stress=700mpa from above table
Fs =factor of safety=4.5
=700/4.5=155.55Mpa.
Me = (π/32) Ϭb d3
d= (128085 x 32/ (3.14 x133.33mpa)) 1/3
d=21.33mm.
 Finally we take the greater or larger value ,then

d=21.33mm, from standard table we select a diameter of 25mm shaft.
 To check safety
 Shear stress
16 Te 16∗133333
τ= = =76 Mpa
π d3 π∗253
 Direct stress due to axial load
4 Wt 4∗835
σ= = =0.068 Mpa
π d2 π 252
 Principal stress
τ p=0.5∗√ σ 2 +τ 2=0.5∗√ 0.0682 +4∗76 2
¿ 76.5 Mpa
The principal stress is less than the allowable shear strength. Therefore design is safe.

50mm 50mm
Fig.1.7 input shaft layout
Considering tangential force
1.986kN
RA RB
∑ Fy=0 , RA+ RB=1.986 KN

CCW=+Ve ∑ MA =0, RBx100mm=1.986 KN x50mm
RB=0.993kN
RA=1.986KN-RB
=1.986KN-0.993KN
=0.993KN.
1.986KN
0.993KN 0.993kN

0.993KN
49.65kNmm
Fig 1.8 shear force and bending moment diagram.
Considering radial force; 0.835KN
RA RB
∑ Fy=0 , RA+ RB=0.835 KN

CCW=+Ve∑ MA =0, RBx100mm=0.835x50mm
RB=0.4175kN
RA=0.835KN-RB
=0.835KN-0.4175KN
=0.4175KN.
 SHEAR AND BENDING MOMENT DIAGRAM OF INPUT SHAFT

0.835KN

0.4175KN 0.4175KN
4175KN
0.4175KN
20.875KNmm
Fig 1.8 shear force and bending moment diagram
5.2.2 COUNTER SHAFT DESIGN
Torque T2 =. 295.9Nm.
 Tangential load
Wt=2T/D
D=diameter of the gear holding the maximum torque
=90mm
Wt=2x295.9/90=6.75KN
 Axial load
Wa= wt*tanφ
= 6.57*tan20°
= 2.39KN
 Taking the overhang distance for each gear is 100mm. therefore bending moment on the
main shaft due to wt is;
M1=wt*length
=6.75*0.1m
=0.675mm
Bending moment due to wa;
M2=wa*D/2
=2.39*0.1/2

=0.1195KNm.
 Resultant moment
M= (M12+M22)0.5 = ((0.675)2+ (0.1195)2)0.5
=0.685KNm
 Equivalent twisting moment Te;

Te=√ M 2+T 2=√ 0.6852 +0.29592=
Te=0.746178=746.178KNmm
 Using this twisting moment equation calculate the diameter of the shaft.
π τ all d 3
Te=
16
Material is carbon steel with σ y=700Mpa
σy
σ all= taking factor of safety as 2,
f .s
=350Mpa
σ all
τ all= =175 Mpa
2
d 3=¿ 16*Te/π*τ all=16*987700/π*175=28744.66
d=30.63mm
d=35mm…………………standardized
 To check safety
 Shear stress
16 Te 16∗745.178
τ= = =117.325 Mpa
π d3 π∗353
4 Wt 4∗864.03
σ= = =25.658 Mpa=
π d2 π 352
τ p=0.5∗√ σ 2 +τ 2=0.5∗√ 25.6582+ 4∗117.325 2
¿ 118.02 Mpa
The principal stress is less than the allowable shear strength.

Therefore design is safe.
Assuming the length of intermediate shaft =380mm

 SHEAR AND BENDING MOMENT DIAGRAM OF COUNTER SHAFT
G1 G5 G9 Reverse gear
G3 G7
20mm 100mm 20mm 100mm 20mm 100mm 20mm
Fig. 1.10 counter shaft layout.
 Considering radial loads;
0.835KN 1.887KN 1.606KN 1.446KN 1.2768KN 0.2349KN
20mm 100mm 20mm 100mm 20mm 100mm 20mm
A RB
RA
∈ Fy=0 , Ra+Rb=0.835+ 1.887+ 1.606+ 1.446+1.2768KN+0.2349= 7.3KN
+ ccw,∈ Ma=0 , Rb*380=0.835*20+1.887*120+1.606*140+1.446*240+1.2768*260+0.2349*360
Rb*380mm=1231.55 KNmm

R b=3.24KN.
Ra=7.3KN -Rb=7.3KN -3.24KN
=4.06KN.
As we have see below from shear and bending moment diagram, Maximum bending moment
considering radial loads is Mma =133.8Nm.
0.835KN 1.887KN 1.606KN 1.446KN 1.2768KN 0.2349
4.06KN 3.24KN
3.225KN 1.338KN shear force

0.268KN diagram
1.714KN 2.991kN
3.2259KN
128.44Nm 3.24KN
120.4Nm
133.8Nm 59.82Nm
64.5Nm 30.5Nm
Bending moment diagram
Fig. 5.11 Shear and bending moment diagram
 Considering tangential load
1.986KN 4.49KN 3.82KN 3.44KN 3.04KN 0.6456KN
20mm 100mm 20mm 100mm 20mm 100mm 20mm
A B
RA RB
∈ Fy=0 , Ra+Rb=1.986+ 4.49+ 3.82+ 3.44+3.04+0.6456KN= 17.516KN
+ ccw,∈ Ma=0 , Rb*380=1.986x20+ 4.49x120+ 3.82x140+ 3.44x240+ 3.04x260+0.6456x360KN

Rb*380mm= 2961.736KNmm
Rb=7.79KN
Ra=17.516KN –Rb
=13.3347KN-7.79KN=9.726KN.
As we have see below from shear and bending moment diagram, Maximum bending moment
considering tangential loads is Mma =325Nm.
Take the average of bending moment M=(133.8 +325 )/2 =229.4nm.
1.986KN 4.49KN 3.82KN 3.44KN 3.06KN 0.6456KN
9.726KN 7.79KN

7.74KN
Shear force diagram
3.25KN
0.57KN 4.01KN
7.07KN
7.79KN
325Nm 313.6Nm
225.7Nm
154.8Nm 171.196Nm
Bending moment diagram
Fig. 5.12 shear and bending moment diagram
5.2.3OUT PUT SHAFT DESIGN

Like the counter shaft, output shaft also have different torque. In this design, also design of shaft is
performed by maximum torque.
 To calculate torque
T= (60 x p)/2πN
Where
T= Torque
P=power
N=speed in rpm
Torque on input shaft (T1)
T = (60 x p)/2πNmin
=60 x 73 x 1000/(2 x 3.14 x 1150rpm)
T =0.606kNm.

 Tangential load
Wt=2T/D
D=diameter of the gear holding the maximum torque
=90mm
Wt=2x606/90=13.467KN
 Axial load
Wa= wt*tanφ = 13.46*tan20°
= 4.9KN
 Taking the overhang distance for each gear is 100mm. therefore bending moment on the
main shaft due to wt is;
M1=wt*length =13.467*0.1m
=1.3467KNm
Bending moment due to wa;
M2=wa*D/2
=4.9*0.1/2
=0.245KNm
 Resultant moment
M= (M12+M22)0.5 = ((1.3467)2+ (0.245)2)0.5
=1.368KNm
 Equivalent twisting moment Te;

Te=√ M 2+T 2=√ 1.3682 +0.6062
Te=1.49KNm=1496.7Nmm
 Using this twisting moment equation calculate the diameter of the shaft.
π τ all d 3
Te=
16
Material is steel with σ y=700Mpa
σy
σ all= taking factor of safety as 2,
f .s
=350Mpa
σ all
τ all= =175 Mpa
2
d 3=¿ 16*Te/π*τ all=16*1496.7/π*175=28744.66
d=32.63mm
Say d=35mm form standard.
 To check safety
 Shear stress
16 Te 16∗1496.7
τ= = =120.325 Mpa
π d3 π∗353
4 Wt 4∗13.467
σ= = =35 Mpa
π d2 π 352
τ p=0.5∗√ σ 2 +τ 2=0.5∗√ 352+ 4∗120.3252
¿ 128.02 Mpa
The principal stress is less than the allowable shear strength.

Therefore design is safe.
50mm 20 100 20 100 20
Fig. 5.13 layout of output shaft
Assumptions; Lengths are assumed as fig. above

5.3. BEARING SELECTON
5.3.1. BEARING SELECTION FOR INPUT SHAFT.

Given data from the above calculation of input shaft
Wt=p/v, v=πdpN/60=πx0.09x3000/60=14.14m/s
Wt=73000/14.14=5162.66N, now we can determine radial and axial loads
WR= wtcos∅ sin ∅ n=5162.66xcos20xsin 9.62=1185.14N
WR = 1185.14N;
WA = wt tan∅ =5162.66xtan20=1879.05N
WA = 1879.05N
Let’s take the average life of the bearing is 2 years at 10 hours per day, therefore life of the
bearing in hours
LH = 2 × 315 × 10 = 6300 hours ... (Assuming 315 working days per year)
and life of the bearing in revolutions,
L H= 60 N × L
H = 60 × 3000 × 6300 = 1134 × 10 6 rev
We know that the basic dynamic equivalent radial load,
W = X.V.WR + Y.WA
In order to determine the radial load factor (X) and axial load factor (Y), we require WA/ WR and WA/ C0.
We require the ratio WA/WR=1874.05/1185.14=1.58, which is greater than e = 0.44
Since the value of basic static load capacity (C0) is not known, therefore let us take WA/ C0 = 0.5. Now
from Table 27.4, we find that the values of X and Y corresponding to WA / C0 = 0.5 are
X = 0.56 and Y = 1
Since the rotational factor (V) for most of the bearings is 1, therefore basic dynamic equivalent radial
load,
W = 0.56 × 1 × 1185.14 + 1 × 1874.05 = 1500 N
From Table 27.5, we find that for uniform and steady load, the service factor (KS) for ball bearings is 1.
Therefore the bearing should be selected for W = 1500 N.
We know that basic dynamic load rating,
1 1
L 1134 x 106 3
C=w
[ ]
106
K
=¿ 1500 N
[ 106 ]=¿ 12450.96N=12.45096KN……..... (k = 3, for ball bearings)

From Table 27.6, let us select the bearing No. 305 which has the following basic capacities,
C0= 10.4 kN = 10400 N and C = 16.6 kN = 16600 N
Now WA / C0 = 977.1 / 10400= 0.094
From table 27.4, the values of X and Y are
X= 0.56 and Y= 1.2
Substitute these values in the dynamic equivalent radial load equation
W = 0.56 × 1 × 422 + 1.2 × 977.1 = 1408.84 N
Then basic dynamic rating

1
1332 x 106 3
C=1408.84 N
[ 106 ]
=¿ 15501.12N= 15.50112KN
From table 27.6 the bearing number 305 having C=16.6KN may be selected.
4.3.2BEARING SELECTION FOR COUNTER SHAFT

From counter shaft design.
Wt=6.75KN, now we can determine radial and axial loads
WR=wtcos∅ sin ∅ n=6.75xcos20xsin 9.63=1.06107kN
WR =1.06107kN;
WA = wt tan∅ =6.75xtan20=2.45kN.
Let’s take the average life of the bearing is 2 years at 10 hours per day, therefore life of the bearing in
hours.
L H= 60 N × L
H = 60 × 3700 × 6000 = 1332 × 10 6 rev
W = X.V.WR + Y.WA

We require the ratio WA/WR=3144.81/1358.22=2.31, which is greater than e = 0.44
X = 0.56 and Y = 1
load,
W = 0.56 × 1 × 1358.22 + 1 × 3144.81= 3905.4132 N
Therefore the bearing should be selected for W = 3905.4132 N.
1 1
L 1332 x 106 3
C=w
[ ]
106
K
[
=¿ 3905.4132 N
106 ]=¿ 42970.3N=42.97KN……..... ( k = 3, for ball bearings)
C0= 42.5 kN = 42500 N and C = 56 kN = 56000 N
Now WA / C0 = 3144.81 / 42500 = 0.074
X= 0.56 and Y= 1.4
W = 0.56 × 1 × 1358.22+ 1.4 ×3144.81 = 5163.3372 N

1
1332 x 106 3
C=5163.3372 N
[
106 ]
=¿ 56810.93N= 56.81KN, since the new value of C is greater than 56K, we
are going to iterate.
C0= 48 kN = 48000 N and C = 64 kN = 64000 N
Now WA / C0 = 3144.81 / 48000 = 0.0655
X= 0.56 and Y= 1.6

W = 0.56 × 1 × 1358.22+ 1.6 ×3144.81 = 5792.3N

1
1332 x 106 3
C=5792.3N
[ 106 ]
=¿ 63731.3N= 63.7313KN
From table 27.6 the bearing number 312 having C=48KN is selected.
4.3.3. BEARING SELECTION FOR OUTPU SHAFT

Given data from the above calculation of output shaft
Wt =4547.5N
Radial and axial loads
WR=wtcos∅ sin ∅ n=4547.5N xcos20xsin 9.63=714.85N
WR = 714.85N;
WA = wt tan∅ =4547.5N xtan20=1655.15N
WA = 1655.15N
Let’s take the average life of the bearing is 2 years at 10 hours per day, therefore life of the bearing in
hours
L H= 60 N × L
H = 60 × 3700 × 6000 = 1332 × 10 6 rev
W = X.V.WR + Y.WA
We require the ratio WA/WR=1655.15N /714.85N = 2.3154, which is greater than e = 0.44
X = 0.56 and Y = 1
load,
W = 0.56 × 1 × 714.85N + 1 × 1655.15N = 2055.466 N

Therefore the bearing should be selected for W = 2055.466 N.

1 1
L 1332 x 106 3
C=w
[ ]
106
K
=¿ 2055.466 N
[ 106 ]=¿ 22615.8N= 22.6158KN……..... ( k = 3, for ball bearings)
C0= 17.6 kN = 17600 N and C = 26 kN = 26000 N
Now WA / C0 = 1655.15 / 17600 = 0.094
X= 0.56 and Y= 1.2
W = 0.56 × 1 × 714.85N + 1.2 × 1655.15N = 2386.5 N

1
1332 x 106 3
C=2386.5 N
[ 106 ]
=¿ 26258.03N= 26.26KN, , since the new value of C is greater than 26KN, we
are going to iterate.
C0= 22 kN = 22000 N and C = 32 kN = 32000 N
Now WA / C0 = 1655.5 / 22000 = 0.07525
X= 0.56 and Y= 1.4
W = 0.56 × 1 × 714.85N + 1.4 × 1655.15N= 2717.526N

1
1332 x 106 3
C=2717.526N
[ 106 ]
=¿ 29900.27N= 29.9KN
From table 27.6 the bearing number 308 having C=22KN is selected

6. COST ANALYSIS
The manufacture gearbox three main costs have to be considered

1. Material cost
2. Human power (labor) cost
3. Machining cost
 Material cost
Material cost is the amount of money invested in the production of gearbox components. This
cost is apart from the cost of labor to produce the all components.
No Component of gearbox Material Cost Total cost
1 Gear Carbon $100 2722birr
steel
2 Pinion Carbon $100 2722birr
steel
3 Bearing 650birr
4 Shaft Carbon $30 816.6birr
steel
5 Gearbox housing Aluminum $15 408.3birr
6 Dog clutch Carbon $20 544.4birr
steel
 Human power (labor) cost
Labor cost is a cost of paid to workers during an accounting period on daily, weekly, or monthly.
It simply mean is a cost that expenses for workers and designers.
The total estimated labor cost for the whole process is to be =1550 birr.
For designer cost= 2000birr
 Machining cost
Machining cost is a cost that expenses for the production process of components of gearbox then
the cost of machining is described below.
no Component of gearbox cost
1 Bearing 500birr
2 Gear 1000birr
3 Pinion 800birr
4 Shaft 1000birr
5 Gearbox housing 420birr
6 Dog clutch 120birr
Therefore, the total gearbox cost is the sum of the three main cost analyses
 Machining cost=3043birr
 Human power (labor) cost=3550birr
 Material cost =7863.3birr
Total cost =14456.3birr
7. RESULT AND DISCUSSION.
7.1RESULTS ON DESIGN OF GEAR
 Number of tooth, T1=20, T2=52, T3=23, T4=48, T5=27, T6=43, T7=30, T8=38, T9= T10=34.

 Pitch diameter (mm) of each gear, d1=90, d2=234, d3=103.5, d4=216, d5=121.5,
d6=193.5, d7=135, d8=171, d9=153, d10=153.
 Helix angle =30.
 Pressure angle= 20.
 Addendum (a) = 3.6
 Dedendum (d) = m =4.5mm.
 Minimum total depth = 1.8×m =8.1mm.
 Minimum clearance = 0.2×m=0.9mm.
 Thickness of the tooth = 1.5708m=7.0686mm
Discussion-results mention on above enough to load distributed on each tooth of helical gear
in order to prevent wear, pitting action of gear.
7.2 RESULTS ON DESIGN OF SHAFT
 Torque on input shaft= 232.4Nm
 Diameter of input shaft=25mm
 Length of input shaft=100mm
 Bending moment on input shaft=53.8kNmm
 Maximum torque on counter shaft=295.9Nm
 Diameter of counter shaft=35mm
 Length of counter shaft=380mm
 Maximum bending moment on counter shaft=351.4Nm
 Maximum torque on output shaft=606Nm
 Diameter of output shaft=35mm
 Length of output shaft=310mm
 Maximum bending moment on output shaft=
Discussion-from the above result of the shafts withstand the maximum bending moment and the
axial or thrust load.
7.3 RESULT ON BEARING SELECTION

 . selected bearing for input shaft
 Selected bearing for counter shaft

 Selected bearing for output shaft

.
Discussion – from this result the bearing selection it is enough to support shafts and it with gears.
8. CONCLUSION
The gearbox plays very important role in torque transmission from engine shaft to drive shaft.
9. RECOMMENEDATION
10 LIST OF REFERENCES
1. Shingly J. E., Mischke Ch. R., Brown Th. H. Jr, Standard Handbook of Machine
Design, McGraw Hill 2004.
2. Dudley D. W., Handbook of Practical Gear Design, CRC PRESS 1994.
3. Handbook of Metric Gears Q420 published by Kohara Gear Industry Co. Ltd., 2007.
4. Oberg E., Jones F. D., Horton H. L., Ryffel H. H., 26th Edition Machinery’s
Handbook, Industrial Press Inc., NY 2000.
5. Walsh R. A., Electromechanical Design Handbook, Third Edition, McGraw Hill 2000.
6. Dubbel H., Beitz W., Kuttner K. H., Handbook of Mechanical Engineering, Spring Verlag
1994.
7. Juvinall R. C., Marshek K. M., Fundamentals of Machine Component Design, Fourth Edition,
John Wiley & Sons Inc. 2006. design of machine elements spotts_3
ISM for Machine Design (3E - Norton) machine elements in mechanical design
Mechanical Design - Peter R. N. Childs
A Textbook of Machine Design by R.S.KHURMI AND J.K.GUPTA


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Gear box design project two

FACULITY OF MECHANICAL AND INDUSTRIAL ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING

MACHINE DESIGN PROJECT –TWO

NAME: WORKINEH BITEW

SUBMITTED TO: Mr. EPHREM ZELEK

SUBMISSION DATE: …./…../2010 E.C.

Faculty of mechanical and industrial engineering

Faculty of mechanical and industrial engineering

1.2 DEFINATION OF GEAR BOX

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 STAGES AND STEP

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 GEAR TRAIN CLASSFICATION

 1.simple gear train;

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1.3 CLASSIFCATION OF GEAR BOX

1. Manual gear box

 Sliding Mesh Gearbox

2. Automatic gear box

3. Continuously variable gear box

4. Infinitely Variable gear box

1.3.1 MANUAL GEAR BOX

 SLIDING MESH GEAR BOX

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The limitations of sliding gear box are;

 Low mechanical efficiency

 CONSTANT MESH GEAR BOX

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Advantages constant mesh gear box with dog clutch

 SYNCHROMESH GEAR BOX

Advantages of synchromesh gear box are;

 Simplifies the operation of changing gears without the occurrence of clashes

1.3.2 AUTOMATIC GEAR BOX

 HYDRAULIC TORQUE CONVERTOR

 PLANETARY GEAR TRAIN

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Gear shifting of Automatic transmission depending on;

Advantages of gear box compared with Manual Transmission or gear box

 free acceleration without Interruption

1.3.3 CONTINUOUSLY VARIABLE TRANSMISSION

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1.3.4 INFINITELY VARIABLE TRANSMISSION

1.4 COMPONENTS OF GEAR BOX

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2 .Shafts 5. Synchronizer OR dog clutch.

Figure1.1. Terms used in gears (source machine design kurmi)

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Faculty of mechanical and industrial engineering

Faculty of mechanical and industrial engineering

Fig.1.2. Helical gear(nomenclature), SOURCE KHURMI.

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Fig.1.3 helical gear

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Fig.1.4 bevel gear

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Fig. 1.5 (a) worm gear (b) planetary gear

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Table1.1 pitch line velocity

 OUTPUT SHAFT/MAIN SHAFT

 INTERMIDIAT SHAFT/ COUNTER SHAFT or LAY SHAFT

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