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Design of A Two Speed Gearbox

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 Engineering Department
ENGR 433: Machine Design
Spring 2021

Design of a Two Speed Gearbox

Submitted by:

Nina Amanj 15-00175

Zhila Shwan 16-00342

Lano Huner 16-00158

Sadam Ali 15-00588

Instructor: Dr. Ameen El Sinawi

Date: 18/5/2021

1
Table of Contents
List of Tables II
III
List of Figures III
IV

List of Equations V
IV

Executive Summary VII

V

1. Introduction 1

1.1. Gear Box Background 1

1.2. Gear Types 3

1.2.1. Spur Gear 4
1.2.2. Helical Gear 4
1.2.3. Double Helical Gear 5
1.2.4. Herringbone Gear 6
1.2.5. Bevel Gear 7
1.2.5.1. Straight Bevel Gears 7
1.2.5.2. Spiral Bevel Gears 7
1.2.6. Worm Gear 8
1.2.7. Hypoid Gear 9
1.2.8. Planetary Gears 10
1.3. Problem Statement and Objective 11

2. Calculations 12
2.1. Spur Gear Set Calculations 12
2.1.1. Spur Gear Set Assumptions 12
2.1.2. Spur Gear Set Dimension Calculations 12
2.1.3. Spur Gear Set Force Analysis 14
2.1.4. Spur Gear Set Bending Stress Analysis 15
2.1.4.1. Spur Pinion Bending Stress 15
2.1.4.2. Spur Gear Bending Stress 16
2.1.5. Spur Gear Set Contact Stress 17
2.1.5.1. Spur Pinion Contact Stress 17
2.1.5.2. Spur Gear Contact Stress 18

2 I
 2.2. Helical Gear Set Calculations 18
2.2.1. Helical Gear Set Assumptions 19
2.2.2. Helical Gear Set Dimension Calculations 19
2.2.3. Helical Gear Set Force Analysis 22
2.2.4. Helical Gear Set Bending Stress Analysis 22
2.2.4.1. Helical Gear Bending Stress 22
2.2.4.2. Helical Pinion Bending Stress 23
2.2.5. Helical Gear Set Contact Stress 24
2.2.5.1. Helical Gear Contact Stress 24
2.2.5.2. Helical Pinion Contact Stress 25
2.3. Axial Clutch Calculations 25
2.3.1. Assumptions 26
2.3.2. Calculations 26

3. Engineering Standards 27

4. Conclusions 30

5. References 31

6. Appendices 33
6.1. Appendix A : Overload Factor Ko 33
6.2. Appendix B : Dynamic Factor Kv 34
6.3. Appendix C: Load Distribution Factor Km 34
6.4. Appendix D: Geometry Factor J (Spur) 35
6.5. Appendix E: Rim Thickness Factor KB 35
6.6. Appendix F: Allowable Bending Number St 36
6.8. Appendix H: Elastic Factor Cp 38
6.9. Appendix I: Allowable Contact Stress Number Sc 38
6.10. Appendix J: Hardness-ratio Factor CH 39
6.11. Appendix K: Stress Cycle Factor ZN (Contact) 40
6.13. Appendix L: Geometry Factor (Helical) 41
6.13. Appendix M: Variables 43

3 II
List of Tables
Table 1: Spur Gear Set Assumptions…………………………………………………………….11
Table 2: Helical Gear Set Assumptions………………………………………………………….18
Table 3: The assumed Material and properties of the clutch…………………………………….25

4 III
List of Figures

Figure 1: Remaining parts of one of the first gears…………………………………………..…..1

Figure 2: An updated version of one of the first gear applications that are in astronomy……......1
Figure 3: a sketch showing the inside of a gearbox and its components………………………....2
Figure 4: Inside a car transmission………………………………………………………...……...3
Figure 5: The geometry of spur gears………………………………………………...……...…....5

Figure 6: The geometry of helical gears……………………………………………………….….5

Figure 7: The geometry of double helical gears………………………………………………......6

Figure 8: The geometry of Herringbone gears……………………………………………........….6

Figure 9: The difference between double helical gears and herringbone gears geometry…….......7

Figure 10: The geometry of straight Bevel gears…………………………………………..……...8

Figure 11: The geometry of spiral Bevel gears…………………………………………...…….....8

Figure 12: The geometry of Worm gears……………………………………………………....….9

Figure 13: The geometry of Hypoid gears…………………………………………………..….....9

Figure 14: The geometry of Planetary gears…………………………………………………......10

5 IV
List of Equations
(1) Minimum Number of Spur Pinion Teeth ……………………….……………………….12
(2) Maximum Number of Spur Gear Teeth ………………………………..………………..12
(3) Gear Ratio …………………………………………………………….…………………12
(4) Diametral Pitch of Spur Gear Set ………………………………………..………………12
(5) Circular Pitch of Spur Gear Set …………………………………………..……………..13
(6) Spur Gear Tooth Width …………………………………………………………….……13
(7) Face Width of Spur Gear Set ……………………………………………………..……..13
(8) Addendum of Spur Gear Set ……………………………………………………...……..13
(9) Dedendum of Spur Gear Set ……………………………………………………….……13
(10) Clearance of the Gear Set …………………………………………………..……….13
(11) Radius of Spur Gear Base Circle …………………………………………...……….13
(12) Radius of Spur Pinion Base Circle ………………………………………….……….13
(13) Radius of Spur Gear Outer Circle …………………………………………….……..13
(14) Radius of Spur Pinion Outer Circle ………………………………………....………13
(15) Radius of Spur Gear Root Circle ……………………………………………………13
(16) Radio of Spur Pinion Root Circle ……………………………………………….…..14
(17) Tangential Force Component on Spur Gear Set ………………..……………...……14
(18) Tangential velocity on Spur Gear Set ……………………………………....……….14
(19) Radial Force Component on Spur Gear Set ………………………………....………14
(20) Bending Stress Safety factor of Spur Gear Set ……………………………...………14
(21) Allowable Bending Stress on Spur Gear Set ………………………………..……....14
(22) Actual Bending Stress on Spur Gear Set …………………………………...……….15
(23) Contact Stress Safety Factor on Spur Gear Set ……………………………...………16
(24) Allowable Contact Stress on Spur Gear Set …………………………………..…….16
(25) Actual Contact Stress on Spur Gear Set ……………………………………...……..16
(26) Helix Angle ………………………………………………………………...………..19
(27) Minimum Number of Helical Pinion Teeth …………………………………...…….19
(28) Maximum Number of helical Gear Teeth ……………………………………...……19
(29) Transverse Diametral Pitch ……………………………………………………....….19
(30) Helical Gear Diameter ……………………………………………………..………..19

6 V
(31) Helical Pinion Diameter …………………………………………………………..…19
(32) Normal Circular Pitch …………………………………………………………….…19
(33) Transverse Circular Pitch …………………………………………………….….…..19
(34) Helical Tooth Width ………………………………………………………….……...20
(35) Helical Tooth Face Width …………………………………………………..……….20
(36) Helical Tooth Addendum …………………………………………………..………..20
(37) Helical Tooth Dedendum …………………………………………………..………..20
(38) Helical Gear Base Circle Radius ………………………………………….…………20
(39) Helical Pinion Base Circle Radius ……………………………………….………….20
(40) Radial Force Component on Helical Gear Set ………………………………..……..21
(41) Axial Force Component on Helical Gear Set ……………………………………….21
(42) Maximum Force of Clutch ………………………………………………….……….25
(43) Maximum Torque of a Pair of Surfaces of Clutch ………………………….……….25
(44) Total Torque Capacity of Clutch …………………………………………….……....25
(45) Total Torque Delivered to the Clutch …………………………………….……….....25

7 VI
 Executive Summary

There are many types of gears that have their own specifications and applications, and in
this paper we used two different types of gears, helical and spur gears, in order to design a two
speed gearbox in which it offers a speed balance at an affordable cost. The research paper uses
the given variable as well as assumed variables based on the standards in order to determine the
size and number of teeth of the gears in detail. For instance, the number of teeth of spur gear and
spur pinion are 18 and 12 teeth respectively. Also, AGMA bending and pitting resistance
formulas are used in order to determine the capacity of the both spur and helical gear under the
applied load and the key factors to evaluate whether the gears are capable of working without
failure throughout the design life. In addition, based on the calculations, we found out that both
helical gears and spur gears are safe under the applied conditions.

8 VII
1. Introduction

1.1. Gear Box Background

A brief history of gear and from where they originate is as follows. Gears are said to be
the continuation of the invention of the wheel which can be counted as one of the most important
inventions in history. The first gears are thought to have been invented by the Chinese by wood
around 800 v.C. Later on, around 100 v.C., metal gears were made by the Greeks, and the
application of these gears were mainly inside complex computing equipment and astronomical
calendars. Figure 1 depicts some of the remaining parts of primary gears and Figure 2 shows an
updated version of the primary application of gear which were in astronomy whose mechanism
incorporated 30 gears [4].

Figure 1: Remaining parts of one of the first gears. Figure 2: An updated version of one of the
first gear applications that are in astronomy.

Nowadays, gears are mechanical components that are at least meshed to another gear.
Their purpose is to transmit power through angular motion from driver devices like motors to
driven devices like a fan for example, and to make adjustments between angular velocity of the
shafts and the torques depending on the machines that are being used [1]. Sometimes, when the
torque and angular velocity adjustment difference is very big from one shaft to another, the
process of transmission gets more complex and will include multiple gears and different gear
types. The power transmission system which includes the gear are mostly collected inside a box
that is called the gearbox. What defines a gear is mostly its radius and the number of teeth it has.
There are several types of gears that are used depending on the use. Generally, there are Spur,
Helical, Bevel, Worm, Rack and Pinion, and Planetary gears.

1
 It is important to point out the gears are not the only element inside a gearbox. A gear
box can contain any of the above mentioned types of gear or more that are meshed together and
all mounted on the power transmitting shaft. Since shafts are lengthy elements, they might
undergo bending if they are not able to support the weight of the gears. To overcome this
problem, usually there are non-friction elements like bearing mounted on the shafts to help
carrying load [2]. Figure 3 illustrates the inside of a gearbox with its components. This is a
gearbox containing numerous Spur gears and two different types of bearing that are mounted on
a shaft that is not visible in this sketch. On the right that is the driven side, there is an angular
contact ball bearing added simply to carry radial load. However, on the left side, there is a pair of
tapered roller bearings to both carry radial and axial load. Sometimes, gear boxes have another
component that are called flanges. Their purpose is to ease the processes of connecting the gear
boxes to other rotating shafts. These are important in motion control applications and when the
power is to be redirected [3].

Figure 3: a sketch showing the inside of a gearbox and its components.

Gearboxes have several applications from our homes to big industries. Examples of
gearboxes in our homes are cooking blenders and washing machines. In industries, they are used
to adjust the speed and torque from the motor to conveyors, crushers, cranes, elevators, feeder,
etc. Another important use worth mentioning in the automotive sector is to build gearboxes
inside cars that are called transmissions. As can be seen in figure 4, a car transmission has a lot
of gears with different sizes in it. Clutches are used to stop the transmission from the motor until
another appropriate gear is adjusted depending on the type of the street and the speed and torque
required.

2
 Figure 4: Inside a car transmission

A gearbox comes to existence when there are multiple gears. To have multiple gears,
there are two main reasons. The first reason is to be able to transmit power with large differences
between the input and output speed or torque. Sometimes, when there is a certain gear ratio
given, and there are no numbers of teeth that can withstand that power transmission, then more
than two gears have to be incorporated in the design. The second reason multiple gears are used
is to be able to make different transmissions of power like having low torque and high speed or
vice versa, and also options in between. An example of such a gear box are in car transmissions.

1.2. Gear Types

There are many different types of gears such as spur gears, helical gears, bevel gears,
worm gears, gear rack, etc and each one of those gears serve a different purpose and are
manufactured to give the desired result that engineers are looking for in designing their machines
and products. These can be broadly classified by looking at the positions of axes such as parallel
shafts, intersecting shafts and non-intersecting shafts. It is necessary to accurately understand the
differences among gear types to accomplish necessary force transmission in mechanical designs.
[4] Even after choosing the general type, it is important to consider factors such as: dimensions
(module, number of teeth, helix angle, face width, etc.), standard of precision grade (ISO,
AGMA, DIN), need for teeth grinding and/or heat treating, allowable torque and efficiency. [5]
In the coming section you are going to learn about the different types of gears, their difference
and what they are mostly used for.

3
1.2.1. Spur Gear

Spur gears are the most common gears that transmit motion between two parallel shafts.
The teeth of the spur gears that are parallel to the shaft axis causes the gears to produce radial
reaction loads on the shaft, but not axial loads. Spur gears tend to be noisy because they operate
with a single line of contact between teeth. While the teeth are rolling through mesh, they roll off
of contact with one tooth and accelerate to contact with the next tooth. [6] Also, because these
gears are easily produced, they can be made to a high degree of precision. Moreover, when two
spur gears are in mesh, the gear with more teeth is called the “gear” and the one with the smaller
number of teeth is called the “pinion”. In commercial machinery, it is most common to use a
portion of an involute curve as the tooth profile. [6] An involute gear tooth has a profile that is
the involute of a circle, which means that as two gears mesh, they contact at a single point where
the involutes meet. [7] This point moves along the tooth surfaces as the gears rotate, and the line
of force which is known as the line of action is tangent to the two base circles. Thus, the gears
adhere to the fundamental law of gearing, which states that the ratio of the gears’ angular
velocities must remain constant throughout the mesh reduction ratios. [7] There are two primary
types of spur gears: external and internal. External gears have teeth that are cut on the outside
surface of the cylinder. Two external gears mesh together and rotate in opposite directions.
Internal gears, in contrast, have teeth that are cut on the inside surface of the cylinder. [7]

Spur gears can be made from metals such as steel or brass, or from plastics such as nylon
or polycarbonate. Gears made of plastic produce less noise, but at the expense of strength and
loading capability. Unlike other gear types, spur gears don’t experience high losses due to
slippage, so they generally have high transmission efficiency. Multiple spur gears can be used in
series to achieve large reduction ratios. [7] Figure 5 below shows spur gears and their geometry.

1.2.2. Helical Gear

Helical gears as it can be seen in figure 6 are one type of cylindrical gears with slanted
tooth traces. This causes more than one tooth to be in contact during operation and helical gears
are capable of carrying more load than spur gears. [8] Compared to spur gears, they have the
larger contact ratio and excel in quietness and less vibration and are able to transmit larger force.
A pair of helical gears has the same helix angle but the helix hand is opposite. [9] Due to the load

4
sharing between teeth, this arrangement also allows helical gears to operate smoother and quieter
than spur gears. In addition, Helical gears produce a thrust load during operation which needs to
be considered when they are used. Because of the twist of teeth, their manufacturing has the
disadvantage of more difficult production. [9] While spur gears do not generate axial thrust
forces, because of the twist in the tooth trace, helical gears produce axial thrust force. Therefore,
it is desirable to use thrust bearings to absorb this force. [9]

The helical gears can be classified into two groups by the reference section of the gears
being in the rotating plane (transverse module) and normal plane (normal module). [9] If the
reference section is in the rotating plane, the center distance is identical to spur gears as long as
they are the same module and number of teeth. This allows for easy swapping with spur gears.
However, in this case, they require special hobbing cutters and grinding stones, leading to higher
production cost. [9]

Figure 5: The geometry of spur gears Figure 6: The geometry of helical gears

1.2.3. Double Helical Gear

Double helical gear which is shown in figure 7 is a variation of helical gears in which two
helical faces are placed next to each other with a gap separating them. Each face has identical,
but opposite, helix angles. Employing a double helical set of gears eliminates thrust loads and
offers the possibility of even greater tooth overlap and smoother operation. [10] Like the helical
gear, double helical gears are commonly used in enclosed gear drives. Double helical gears give
the same advantages and smoothness as single helical gears, but with the added value of a much
greater strength in the contact of the teeth and no sideways force or end load on the mounting

5
shafts. Double helical gears are more difficult to produce due to their more complicated shape
and hence more expensive to produce than spur gears. [10]

Double helical gears are used in many applications such as cranes, fluid pumps and
power transmission to the propulsion screws in military ships for a quieter and less vibration
operation. [11]
1.2.4. Herringbone Gear
Herringbone gears are very similar to the double helical gear, but they do not have a gap
separating the two helical faces. Herringbone gears are typically smaller than the comparable
double helical, and are ideally suited for high shock and vibration applications.[12] Herringbone
gearing is not used very often due to their manufacturing difficulties and high cost. External
herringbone or double-helical gears have teeth that project outwards, whereas internal
double-helical gears have teeth that project inwards. [12] Figure 9 compares double helical gears
with staggered teeth, and herringbone gears and Figure 8 shows herringbone gears.

Figure 7: the geometry of double helical gears Figure 8: The geometry of Herringbone gears

Double helical gears conduct power and motion between non-intersecting, parallel axes
that may or may not have center groove with each group making two opposite helices. The two
helix angles come together in the center of the gear face to form a 'V'. In these gears the end
thrust forces cancel themselves out. [12] They do not have any separating groove between the
mirrored halves. Action is equal in force and friction on both gears and all bearings. Herringbone

6
gears also allow for the use of a larger diameter shaft for the same volumetric displacement and
higher differential pressure capability. [12]

Figure 9: The difference between double helical gears and herringbone gears geometry

1.2.5. Bevel Gear

Bevel Gear is a cone-shaped gear which transmits power between 2 intersecting axles.
They are most commonly used to transmit power between shafts that intersect at a 90 degree
angle. They are also used in applications where a right angle gear drive is required. [13] Bevel
gears are generally more costly and are not able to transmit as much torque, per size, as a parallel
shaft arrangement. Looking at bevel gears from the differences in helix angles, they can be
generally classified into straight bevel gears, which do not have helix angles, and spiral bevel
gears which do have helix angles. [14]

1.2.5.1. Straight Bevel Gears

In Straight bevel gears, the teeth are straight and parallel to the generators of the pitch
cone. Compared with spiral miter gears, straight bevel gears can be made in smaller sizes. [13]
Figure 10 demonstrates the geometry of straight Bevel gears.

1.2.5.2. Spiral Bevel Gears

Spiral bevel gears have their teeth formed along spiral lines. They are somewhat
analogous to cylindrical type helical gears in that the teeth are angled; however, with spiral gears
the teeth are also curved. Spiral bevel gears have a strength, oscillation and noise level advantage
over straight bevel gears. The disadvantage of Spiral bevel gears is that they produce an axial

7
thrust load. Therefore proper bearing location and firm support are required for their assembly.
[13] Figure 11 demonstrates the geometry of spiral Bevel gears.

Figure 10: The geometry of straight Bevel gears Figure 11: The geometry of spiral Bevel gears

1.2.6. Worm Gear

A worm gear which is shown in figure 12 is a gear consisting of a shaft with a spiral
thread that engages with and drives a toothed wheel. Basically, a worm gear is a screw butted up
against what looks like a standard spur gear with slightly angled and curved teeth. [15] It
changes the rotational movement by 90 degrees, and the plane of movement also changes due to
the position of the worm on the worm wheel. They are typically composed of a steel worm and a
brass wheel. [15]

An electric motor or engine applies rotational power to the worm. The worm rotates
against the wheel, and the screw face pushes on the teeth of the wheel. [15] The wheel is pushed
against the load. Worm gears transmit power through right angles on non-intersecting shafts.
Worm gears are usually used when large speed reductions are needed. The reduction ratio is
determined by the number of starts of the worm and number of teeth on the worm gear [15]. In
general, the worm is made of hard metal while the gear is made from relatively soft metal such
as aluminum bronze. The applications for worm gears include gear boxes, fishing pole reels,

8
guitar string tuning pegs, and where a delicate speed adjustment by utilizing a large speed
reduction is needed. [16]

1.2.7. Hypoid Gear

Hypoid gear that is being portrayed in figure 13 below look very much like a spiral bevel
gear but they operate on shafts which do not intersect, which is the case with a spiral bevel gear.
[17] In the hypoid arrangement because the pinion is set on a different plane than the gear, the
shafts are supported by the bearings on either end of the shaft. In other words, the axes of hypoid
gears are offset from one another. The basic geometry of the hypoid gear is hyperbolic, rather
than having the conical geometry of a spiral bevel gear. [17] In a hypoid gearbox, the spiral
angle of the pinion is larger than the spiral angle of the gear, so the pinion diameter can be larger
than that of a bevel gear pinion. [18] This provides more contact area and better tooth strength,
which allows more torque to be transmitted and high gear ratios (up to 200:1) to be used. [18]
Since the shafts of hypoid gears don’t intersect, bearings can be used on both sides of the gear to
provide extra rigidity. Hypoid gearboxes are generally used where speeds exceed 1000 rpm.
They are also useful, however, for lower speed applications that require extreme smoothness of
motion or quiet operation. [18] In multi-stage gearboxes, hypoid gears are often used for the
output stage, where lower speeds and high torques are required. The most common application
for hypoid gearboxes is in the automotive industry, where they are used in rear axles, especially
for large trucks. [18]. Compared to worm gear drives of similar high speed reduction, hypoid
gears generally have the following advantages. [19].Both pinion and gear can be heat treated
resulting in high rigidity which leads to a smaller unit. [19]. Less sliding and high efficiency
result in smaller capacity motors and compared to worm, the offset between pinion and gear is
small with resultant space savings. [19]

Figure 12: The geometry of Worm gears Figure 13: The geometry of Hypoid gear

9
1.2.8. Planetary Gears

Planetary gearing which is shown in figure 14, with its inherent in-line shafting and
cylindrical casing, is often recognized as the compact alternative to standard pinion-and-gear
reducers. [20] Being suited for a wide range of applications – from electric screwdrivers to
bulldozer power trains – these units are strong contenders when space and weight versus
reduction and torque are the main concerns. [20] A simple planetary gear set is made up of three
main components which include: the sun gear that sits in the center (central gear), multiple planet
gears, and the ring gear (outer gear). The three components make up a stage within a planetary
gearbox. For higher ratios double or triple stage can be offered. [20] The load from the sun gear
is distributed to several planetary gears which can either be used to drive an outer ring or a shaft
or spindle. The central sun gear takes a high-speed, low-torque input. It drives several rotating
external gears which increases the torque. [20] Planetary gear sets can be used for multiple
purposes. Planetary gearboxes can be used in Wheel drives, Track drives, Conveyors, Hoist
drives, Mixing, Pumps, Coil tubing injectors, and many others. [21] With more planets comes an
increase in load capacity and torsional rigidity; the more divided the load, the less deflection and
wear of gear teeth. It follows that quite a large load can be driven in a comparatively small and
streamlined planetary gear unit. [20] Three is typical for the number of planets, but there are
often more, and sometimes less.

Figure 14: The geometry of Planetary gears

10
1.3. Problem Statement and Objective

The objective of this project is to design a two speed gearbox transmission system with
high safety factors. The desirable power transmission is 20 HP from the power source to the
input shaft. The first gear set is spur type with a gear ratio of 1.5. The second gear set is a helical
type with a gear ratio of 0.7. A disk clutch is also designed within the gearbox as a gear to
provide the full power transmission. Different values from engineering standards for gear design
and the clutch will be used to provide the most accurate and efficient design both in terms of the
dimensions and the materials selections to provide the design with highest possible safety
factors.

11
2. Calculations
2.1. Spur Gear Set Calculations
A spur gear set is required to be designed with a 1.5 gear ratio that is able to transmit 20
hp. The gear ratio is bigger than 1, so it means that the spur gear set is for speed increase
mechanism (overdrive mechanism). The rotational angular velocity of the driver is 1.5 times the
rotational velocity of the driver, and the torque of the driver is 1/1.5 times the torque of the
driven. In other words, the input gear (driver) is the gear, and the output gear is the pinion. The
following sections explain the calculations for the spur gear set design.

2.1.1. Spur Gear Set Assumptions

Table 1: Spur Gear Set Assumptions

Pressure Angle ɸ 22.5 ° HBP 390

HBG 380

Full Depth K 1 Material for both G2-Steel through harden

Diametral Pitch P 6 teeth/in Input Uniform

Output Moderate Shock

Pinion angular 1800 rpm Quality Qv 6

velocity np

Pinion Life cycle 8

1 * 10 rev Back up ratio 1.1

Reliability 99% External Gear Set contact stress (I value)

2.1.2. Spur Gear Set Dimension Calculations

From the ɸ, mG, and k, the number of teeth on the pinion and the gear can be calculated
with testing for interference as well as the following.

2𝐾 2 2
𝑁𝑝 ≥ 2 [𝑚𝐺 + 𝑚𝐺 + (1 + 2𝑚𝐺)𝑠𝑖𝑛 Φ] Eq(1).
(1+2𝑚𝐺)𝑠𝑖𝑛 Φ

2(1) 2 2
→𝑁𝑝 ≥ 2 [1. 5 + 1. 5 + (1 + 2(1. 5)𝑠𝑖𝑛 (22. 5)]
(1+2(1.5)𝑠𝑖𝑛 (22.5)

𝑁𝑝 ≥ 10. 9 ≃ 12 𝑡𝑒𝑒𝑡ℎ

12
 2 2 2
𝑁𝑝 𝑠𝑖𝑛 Φ−4𝑘
𝑁𝐺 ≤ 2 Eq (2).
4𝑘−2𝑁𝑝𝑠𝑖𝑛 Φ

2 2 2
12 𝑠𝑖𝑛 22.5−4(1)
𝑁 ≤ 2 ≤ 34. 31
4(1)−2(12)𝑠𝑖𝑛 22.5

From the gear ratio relations we can find the NG

𝑁𝐺
𝑚𝐺 = 𝑁𝑃
Eq (3).

→𝑁𝐺 = 𝑚𝐺 * 𝑁𝑝 = 1. 5 * 12 = 18 𝑡𝑒𝑒𝑡ℎ ≤ 34. 31 𝑠𝑜 𝐼𝑡 𝑖𝑠 𝑂𝑘𝑎𝑦

Having the values of NP and NG and the diametral Pitch P, the diameters of the pinion dP and the
gear dG can be calculated.

𝑁𝐺 𝑁𝑝
𝑃= 𝑑𝐺
= 𝑑𝑝
Eq(4).

𝑁𝐺
→ 𝑑𝐺 = 𝑃

18
→𝑑𝐺 = 6
= 3 𝑖𝑛, 𝑟𝐺 = 1. 5 𝑖𝑛

𝑁𝑝
→ 𝑑𝑝 = 𝑃

12
→𝑑𝑝 = 6
= 2 𝑖𝑛 , 𝑟𝑝 = 1 𝑖𝑛

Other Dimensions:

π
Circular Pitch p 𝑝 = 𝑃
Eq(5).

π
→𝑝 = 6
= 0. 523 𝑖𝑛

𝑝
Tooth Width 𝑤 = 2
Eq(6).

0.523
→𝑤 = 2
= 0. 262 𝑖𝑛

12
Face Width 𝐹 = 𝑃
Eq(7).

13
 12
→𝐹 = 6
= 2 𝑖𝑛

The formulas for Addendum, dedendum, and clearance at 22.5 and full depth are:

1
addendum 𝑎 = 𝑃
Eq(8).

1
→𝑎 = 6
= 0. 167 𝑖𝑛

1.25
dedendum 𝑏 = 𝑃
Eq(9).

1.25 1.25
→𝑏 = 𝑃
= 6
= 0. 21 𝑖𝑛

clearance (Lubrication) 𝑐 = 𝑏 − 𝑎 Eq(10).

→ 𝑐 = 0. 21 − 0. 167 = 0. 048 𝑖𝑛

Gear Base Circle Radius 𝑟𝐵𝐺 = 𝑟𝐺 𝑐𝑜𝑠Φ Eq(11).

→ 𝑟𝐵𝐺 = 1. 5 𝑐𝑜𝑠(22. 5) = 1. 39 𝑖𝑛

Pinion Base Circle Radius 𝑟𝐵𝑝 = 𝑟𝑝 𝑐𝑜𝑠Φ Eq(12).

→ 𝑟𝐵𝑝 = 1 𝑐𝑜𝑠(22. 5) = 0. 92 𝑖𝑛

Gear Outer Circle Radius 𝑟𝑂𝐺 = 𝑟𝐺 + 𝑎 Eq(13).

→ 𝑟𝑂𝐺 = 1. 5 + 0. 167 = 1. 667 𝑖𝑛

Pinion Outer Circle Radius 𝑟𝑂𝑝 = 𝑟𝑝 + 𝑎 Eq(14).

→ 𝑟𝑂𝑝 = 1 + 0. 167 = 1. 167 𝑖𝑛

Gear Root Circle Radius 𝑟𝑅𝐺 = 𝑟𝐺 − 𝑏 Eq(15).

→𝑟𝑅𝐺 = 1. 5 − 0. 21 = 1. 29 𝑖𝑛

Pinion Root Circle Radius 𝑟𝑅𝑝 = 𝑟𝑝 − 𝑏 Eq(16).

→ 𝑟𝑅𝑝 = 1 − 0. 21 = 0. 79 𝑖𝑛

14
 2.1.3. Spur Gear Set Force Analysis
There are only two forces acting on the spur gears. One of them is the tangential force
and the other is a radial one. The tangential is the useful force that makes the rotation while the
radial one only adds load to the shafts and bearings. This section explains the calculation of these
two forces. From the given power input and the assumed angular velocity, the tangential force wt
can be calculated. Then, from it, the radial component wr can be calculated.

33000ℎ𝑝
𝑤𝑡 = 𝑉𝑡
Eq(17).

π𝑑𝐺𝑛𝐺
where, 𝑣𝑡 = 12
Eq(18).

The gear is the driver this is why the input angular velocity is multiplied by the diameter of the
gear.
3.14*3*1800
→𝑣𝑡 = 12
= 1413 𝑓𝑡/𝑚𝑖𝑛
33000(20)
➞𝑤𝑡 = 1413
= 467. 09 𝑙𝑏𝑓

𝑤𝑟 = 𝑤𝑡 𝑡𝑎𝑛Φ Eq(19).

→ 𝑤𝑟 = 467. 09 𝑡𝑎𝑛(22. 5) = 193. 48 𝑙𝑏𝑓

2.1.4. Spur Gear Set Bending Stress Analysis

The bending stress analysis needs to be carried out on both the gear and the pinion. The
bending stress safety factor gives certainty that the base of the tooth stays safe for the determined
life cycle of the gears. based on the given values, the assumed ones, and the previously
calculated ones the bending stress calculations are represented in the following sections.

σ𝑎𝑙𝑙
Safety Factor: 𝑆𝐹𝑏 = σ𝑎𝑐𝑡
> 1 Eq(20).

𝑆𝑡*𝑌𝑛
σ𝑎𝑙𝑙 = 𝐾𝑇*𝐾𝑅
Eq(21).

𝑃 𝐾𝑚 𝐾𝐵
σ𝑎𝑐𝑡 = 𝑤𝑡 𝐾𝑜 𝐾𝑣 𝐾𝑠 𝐹 𝐽
Eq(22).

2.1.4.1. Spur Pinion Bending Stress

15
Calculation of the terms:
● KO=1.25 from (Appendix A) uniform input and moderate shock output
● Kv = 1.6 from (Appendix B) Qv = 6 and Vt = 1413 ft/min
● Ks = 1 only placeholder.
● Km = 1.6 from (Appendix C) F = 2 inches
● J = 0.21 from (Appendix D) NP = 12 (analysing) , NG= 18 (mating)
2.242 2.242
● 𝐾𝐵 = 1. 6𝑙𝑛( 𝑚𝐵
) = 1. 6𝑙𝑛( 1.1
) = 1. 14 from (Appendix E) mB = 1.1

● 𝑆𝑡 = 102𝐻𝐵𝑝 + 16400 = 102(390) + 16400 = 56180 𝑝𝑠𝑖 , from (Appendix

F)

G2-Steel through Hardened HBp = 390psi

−0.0323 8 −0.0323
● 𝑌𝑁 = 1. 6831(𝑁𝑝𝑖) = 1. 6831(1 * 10 ) = 0. 92 , from (Appendix G)
8
𝑁𝑝𝑖 = 1 * 10 𝑟𝑒𝑣
● KT = 1 place holder
● 𝐾𝑅 = 0. 5 − 109𝑙𝑛(1 − 𝑅) = 0. 5 − 0. 109𝑙𝑛(1 − 0. 99) = 1. 003 R = 99%

6 1.6 1.14
→ σ𝑎𝑐𝑡𝐵 = 467. 09 * 1. 25 * 1. 6 * 1 2 0.21
= 24342. 06 𝑝𝑠𝑖 From (Eq (22).)

56180*0.92
→ σ𝑎𝑙𝑙𝐵 = 1.003
= 51428. 48 𝑝𝑠𝑖 From (Eq (21).)

σ𝑎𝑙𝑙 51428.48
→𝑆𝐹𝐵 = σ𝑎𝑐𝑡
= 24342.06
= 2. 11 >>> 1 From (Eq (20).)

2.1.4.2. Spur Gear Bending Stress

Calculation of the terms:

● Ko, Kv, Ks, Km, KB, KT, and KR are going to be the same as the previous one, but the
following values will change for the gear.
● J = 0.30 from figure 14.6 NG= 18 (analysing) , NP= 12 (mating)
● 𝑆𝑡 = 102𝐻𝐵𝐺 + 16400 = 102(380) + 16400 = 55160 𝑝𝑠𝑖 ,from (Appendix
F) G2-Steel through Harden HBG = 380

16
 −0.0323 7 −0.0323
● 𝑌𝑁 = 1. 6831(𝑁𝐺𝑖) = 1. 6831(6. 67 * 10 ) = 0. 94 , from (Appendix
8
𝑁𝑝𝑖 1*10 7
G ) 𝑁𝐺𝑖 = 𝑚𝐺
= 1.5
= 6. 67 * 10 𝑟𝑒𝑣

6 1.6 1.14
→ σ𝑎𝑐𝑡𝐵 = 467. 09 * 1. 25 * 1. 6 * 1 2 0.30
= 17039. 44 𝑝𝑠𝑖 From (Eq (22).)

55160*0.94
→σ𝑎𝑙𝑙𝐵 = 1.003
= 51592 𝑝𝑠𝑖 From (Eq (21).)

σ𝑎𝑙𝑙 51592
→𝑆𝐹𝐵 = σ𝑎𝑐𝑡
= 17039.44.1
= 3. 03 >>> 1 From (Eq (20).)

2.1.5. Spur Gear Set Contact Stress

The contact stress on the spur gear set is also calculated because the tooth on each side
contacts each other on a line. Therefore, the contact stress will be maximum and needs to be
considered to have a safe design. The following sections explain the contact stress on each gear
and the pinion.

σ𝑎𝑙𝑙
Safety Factor: 𝑆𝐹𝑐 = σ𝑎𝑐𝑡
> 1 Eq(23).

𝑆𝑐*𝑍𝑛*𝐶𝐻
σ𝑎𝑙𝑙 = 𝐾𝑇*𝐾𝑅
Eq(24).

𝐾𝑚 𝐶𝑓
σ𝑎𝑐𝑡 = 𝐶𝑝 𝑤𝑡 𝐾𝑜 𝐾𝑣 𝐾𝑠 𝐹*𝑑𝑝 𝐼
Eq(25).

2.1.5.1. Spur Pinion Contact Stress

Calculation of the terms:

● Ko,Kv,Ks,KT,KR, Cf and Km are already calculated, but the other terms can be
calculated as the following:

17
 ● Cp = 2300 𝑝𝑠𝑖 from (Appendix H) steel pinion and steel gear
𝑐𝑜𝑠Φ𝑠𝑖𝑛Φ 𝑚𝐺 𝑐𝑜𝑠22.5𝑠𝑖𝑛22.5 1.5
● 𝐼 = 2𝑀𝑛 𝑚𝐺+1
= 2(1) 1.5+1
= 0. 106 , for spur gear set and external

gear set, Mn = 1
● 𝑆𝑐 = 349𝐻𝐵𝑝 + 34300 = 349(390) + 34300 = 170410 𝑝𝑠𝑖 from (Appendix I)
G2-St through harden HBp=390
𝐻𝐵𝑝 390
● CH: mG = 1.5 , 𝐻𝐵𝐺
= 380
= 1. 02 < 1. 2 So, CH=1 from (Appendix J)
−0.023 8 −0.023
● 𝑍𝑛 = 1. 4488(𝑁𝑝𝑖) = 1. 4488(1 * 10 ) = 0. 948 from (Appendix K)
8
𝑁𝑝𝑖 = 1 * 10 𝑟𝑒𝑣

1.6 1
→σ𝑎𝑐𝑡𝐶 = 2300 467. 09 (1. 25) (1. 6) 2*2 0.106
= 136558. 95 𝑝𝑠𝑖 From (Eq (25).)

170410*0.948*1
→σ𝑎𝑙𝑙𝐶 = 1*1.003
= 160744. 96 𝑝𝑠𝑖 From (Eq (24).)

σ𝑎𝑙𝑙 160744.96
→𝑆𝐹𝑐 = σ𝑎𝑐𝑡
= 136558.95
= 1. 18 > 1 From (Eq (23).)

2.1.5.2. Spur Gear Contact Stress

Calculation of the terms:

● Ko,Kv,Ks,KT,KR, Cf ,Km, Cp, I, and CH are already calculated, but the other
terms can be calculated as the following:
● 𝑆𝑐 = 349𝐻𝐵𝐺 + 34300 = 349(380) + 34300 = 166920 𝑝𝑠𝑖 from (Appendix I) G2-St
through harden HBG=380
−0.023 7 −0.023
● 𝑍𝑛 = 1. 4488(𝑁𝐺𝑖) = 1. 4488(6. 67 * 10 ) = 0. 958 from (Appendix J)
7
𝑁𝐺𝑖 = 6. 67 * 10 𝑟𝑒𝑣

→ σ𝑎𝑐𝑡𝐶 == 136558. 95 𝑝𝑠𝑖 same as for the pinion

18
 166920*0.958*1
→ σ𝑎𝑙𝑙𝐶 = 1*1.003
= 159030. 7 𝑝𝑠𝑖 From (Eq (24).)

σ𝑎𝑙𝑙 159030.7
→ 𝑆𝐹𝐶 = σ𝑎𝑐𝑡
= 136558.95
= 1. 17 > 1 From (Eq (23).)

2.2. Helical Gear Set Calculations

A helical gear set is required to be designed with a 0.7 gear ratio that is able to transmit
20 hp. The gear ratio is smaller than 1, so it means that the helical gear set is for speed reduction
mechanism. In other words, the input (driver) is the pinion, and the output gear (driven) is the
gear. It means that the angular speed on the driven is 0.7 times the angular speed of the driver,
but the driven’s torque is 1/0.7 times the torque of the driver. The given gear ratio is given based
on the output speed to input speed ratios to show that the mechanism is speed reduction.
However, the gear ratio must be a ratio between the gear to the pinion in order to be used in the
formulas. Therefore, the first step is to find the gear ratio between the gear and the pinion as the
following.

𝑑𝑟𝑖𝑣𝑒𝑛 𝑠𝑝𝑒𝑒𝑑 (𝑔𝑒𝑎𝑟)

𝑚𝐺 (𝑔𝑖𝑣𝑒𝑛) = 𝑑𝑟𝑖𝑣𝑒𝑟 𝑠𝑝𝑒𝑒𝑑 (𝑝𝑖𝑛𝑖𝑜𝑛)
𝑠𝑜 < 1 but we need
𝑔𝑒𝑎𝑟
𝑚𝐺 (𝑓𝑜𝑟 𝑓𝑜𝑟𝑚𝑢𝑙𝑎𝑠) = 𝑝𝑖𝑛𝑖𝑜𝑛
𝑠𝑜 > 1

Therefore,

1 1
𝑚𝐺(𝑓𝑜𝑟 𝑓𝑜𝑟𝑚𝑢𝑙𝑎𝑠) = 𝑚𝐺(𝑔𝑖𝑣𝑒𝑛)
= 0.7
= 1. 428571429

The gear ratio between the gear and the pinion is calculated to be 1.428571429, and it can be
used for the calculations. The following sections explain the calculations for the helical gear set
design.

2.2.1. Helical Gear Set Assumptions

Table 2: Helical Gear Set Assumptions

Pressure Angle ɸn 20 ° HBP 290 psi

Helix Angle Ѱ 30 ° HBG 280 psi

Full Depth K 1 Material for both G2-Steel through harden

19
 Normal Diametral 6 teeth/in Input Uniform
Pitch Pn Output Moderate Shock

Gear angular velocity 1800 rpm Quality Qv 6

nG

Pinion Life cycle 8

1 * 10 rev Back up ratio 1.1
(NPi)

Reliability 99% External Gear Set contact stress (I value)

2.2.2. Helical Gear Set Dimension Calculations

𝑡𝑎𝑛 ɸ𝑛
cos Ѱ = 𝑡𝑎𝑛 ɸ𝑡
Eq(26).

−1 𝑡𝑎𝑛 ɸ𝑛
→ ɸt = 𝑡𝑎𝑛 ( 𝑐𝑜𝑠 Ѱ
)

−1 𝑡𝑎𝑛 20
ɸt = 𝑡𝑎𝑛 ( 𝑐𝑜𝑠 30
) ≈ 22.8 °

2𝐾𝑐𝑜𝑠 Ѱ 2 2
𝑁𝑝 ≥ 2 [𝑚𝐺 + 𝑚𝐺 + (1 + 2𝑚𝐺)𝑠𝑖𝑛 Φ𝑡] Eq(27).
(1+2𝑚𝐺)𝑠𝑖𝑛 Φ𝑡

2(1) 𝑐𝑜𝑠 (30) 2 2

→𝑁𝑝 ≥ 2 [1. 43 + 1. 43 + (1 + 2(1. 43)𝑠𝑖𝑛 (22. 8)]
(1+2(1.43)𝑠𝑖𝑛 (22.8)

𝑁𝑝 ≥ 9. 09 ≃ 14 𝑡𝑒𝑒𝑡ℎ

2 2 2 2
𝑁𝑝 𝑠𝑖𝑛 Φ𝑡−4𝑘 𝑐𝑜𝑠 Ѱ
𝑁𝐺 ≤ 2 Eq(28).
4𝑘 𝑐𝑜𝑠Ѱ−2𝑁𝑝𝑠𝑖𝑛 Φ𝑡

2 2 2 2 2 2 2 2
𝑁𝑝 𝑠𝑖𝑛 Φ𝑡−4𝑘 𝑐𝑜𝑠 Ѱ 14 𝑠𝑖𝑛 22.8−4(1) 𝑐𝑜𝑠 30
𝑁𝐺 ≤ 2 ≤ 2 ≤− 35. 24 , from this we
4𝑘 𝑐𝑜𝑠Ѱ−2𝑁𝑝𝑠𝑖𝑛 Φ𝑡 4(1) 𝑐𝑜𝑠 30−2(14)𝑠𝑖𝑛 22.8

can conclude that it is okay to take any value of gear teeth

From the gear ratio relations we can find the NG

𝑁𝐺
𝑚𝐺 = 𝑁𝑃
(from Eq(3).)

→𝑁𝐺 = 𝑚𝐺 * 𝑁𝑝 = 1. 428571429 * 14 = 20 𝑡𝑒𝑒𝑡ℎ

20
 Having the values of NP and NG and the normal diametral Pitch Pn, the diameters of the
pinion dP and the gear dG can be calculated.

𝑃𝑡 = 𝑃𝑛 * 𝑐𝑜𝑠 Ѱ Eq(29).

→ Pt= 6* cos 30 = 5.19 T/in

𝑁𝐺
𝑑𝐺 = 𝑃𝑡
Eq (30).

20
→𝑑𝐺 = 5.19
= 3. 85 𝑖𝑛, 𝑟𝐺 = 1. 925 𝑖𝑛
𝑁𝑝
𝑑𝑝 = 𝑃𝑡
Eq (31).

14
→𝑑𝑝 = 5.19
= 2. 70 𝑖𝑛 𝑟𝑝 = 1. 35 𝑖𝑛

Other Dimensions:
π
Normal Circular Pitch (pn) 𝑝𝑛 = 𝑃𝑛
Eq(32).

π
→ 𝑝𝑛 = 6
= 0. 523 𝑖𝑛

π
Transverse Circular Pitch (pn) 𝑝𝑡 = 𝑃𝑡
Eq(33).

π
→ 𝑝𝑡 = 5.19
= 0. 61 𝑖𝑛

𝑝𝑛
Tooth Width 𝑤 = 2
Eq(34).

0.523
→𝑤 = 2
= 0. 262 𝑖𝑛

12
Face Width 𝐹 = 𝑃𝑛
Eq(35).

12
→𝐹 = 6
= 2 𝑖𝑛

The formulas for Addendum, dedendum, and clearance at full depth are:
1
addendum 𝑎 = 𝑃𝑛
Eq(36).

21
 1
→𝑎 = 6
= 0. 167 𝑖𝑛

1.25
dedendum 𝑏 = 𝑃𝑛
Eq(37).

1.25
→𝑏 = 6
= 0. 21 𝑖𝑛

clearance (Lubrication) 𝑐 = 𝑏 − 𝑎 = 0. 21 − 0. 167 = 0. 048 𝑖𝑛 (from Eq(10).)

Gear Base Circle Radius 𝑟𝐵𝐺 = 𝑟𝐺 𝑐𝑜𝑠Φ𝑡 Eq(38).

→ 𝑟𝐵𝐺 = 1. 925 𝑐𝑜𝑠(22. 8) = 1. 78 𝑖𝑛

Pinion Base Circle Radius 𝑟𝐵𝑝 = 𝑟𝑝 𝑐𝑜𝑠Φ𝑡 Eq(39).

→ 𝑟𝐵𝑝 = 1. 35 𝑐𝑜𝑠(22. 8) = 1. 25 𝑖𝑛

Gear Outer Circle Radius 𝑟𝑂𝐺 = 𝑟𝐺 + 𝑎 (From (Eq(13).)

→ 𝑟𝑂𝐺 = 1. 925 + 0. 167 = 2. 092 𝑖𝑛

Pinion Outer Circle Radius 𝑟𝑂𝑝 = 𝑟𝑝 + 𝑎 (From (Eq(14).)

→ 𝑟𝑂𝑝 = 1. 35 + 0. 167 = 1. 517 𝑖𝑛

Gear Root Circle Radius 𝑟𝑅𝐺 = 𝑟𝐺 − 𝑏 (From (Eq(15).)

→𝑟𝑅𝐺 = 1. 925 − 0. 21 = 1. 715 𝑖𝑛

Pinion Root Circle Radius 𝑟𝑅𝑝 = 𝑟𝑝 − 𝑏 (From (Eq(16).)

→ 𝑟𝑅𝑝 = 1. 35 − 0. 21 = 1. 14 𝑖𝑛

2.2.3. Helical Gear Set Force Analysis

There are three forces acting on the spur gears that are the tangential force, the radial
force and the axial force. The tangential force is the useful force that makes the rotation while
the radial and axial forces only add load to the shafts and bearings. This section explains the
calculation of these two forces. From the given power input (hp= 20 HP) and the angular

22
velocity, the tangential force wt can be calculated. Then, from it, the radial component wr and
axial component wa can be calculated.

33000ℎ𝑝
𝑤𝑡 = 𝑉𝑡
(From (Eq(17).)

π𝑑𝑝 𝑛𝑝
where, 𝑣𝑡 = 12
(From (Eq(18).)

The driver is the pinion, so the input angular velocity must be multiplied by the diameter of the
pinion.

3.14*2.7*1800
→𝑣𝑡 = 12
= 1271. 7 𝑓𝑡/𝑚𝑖𝑛
33000(20)
➞𝑤𝑡 = 1271.7
= 518. 9 𝑙𝑏𝑓

𝑤𝑟 = 𝑤𝑡 𝑡𝑎𝑛Φ𝑡 Eq(40).

→ 𝑤𝑟 = 518. 9 𝑡𝑎𝑛(22. 8) = 218. 16 𝑙𝑏𝑓

𝑤𝑎 = 𝑤𝑡 𝑡𝑎𝑛Ѱ Eq(41).

→ 𝑤𝑎 = 518. 9 𝑡𝑎𝑛(30) = 299. 59 𝑙𝑏𝑓

2.2.4. Helical Gear Set Bending Stress Analysis

The bending stress analysis needs to be carried out on both the gear and the pinion. The
bending stress safety factor gives certainty that the base of the tooth stays safe for the determined
life cycle of the gears. based on the given values, the assumed ones, and the previously
calculated ones the bending stress calculations are represented in the following sections.

2.2.4.1. Helical Gear Bending Stress

Calculation of the terms:
● KO=1.25 from (Appendix A) uniform input and moderate shock output
● Kv = 1.6 from (Appendix B) Qv = 6 and Vt = 1271.7 ft/min
● Ks = 1 only placeholder.
● Pt= 5.19 T/in
● Km = 1.6 from (Appendix C) F = 2 inches
● J = α * 𝐽' → J= 0.47
■ J’ = 0.48 from (Appendix L) Ѱ= 30° and NG=20

23
 ■ α= 0.98 from (Appendix L) Ѱ= 30° and Np= 14 (mating gear)
2.242 2.242
● 𝐾𝐵 = 1. 6𝑙𝑛( 𝑚𝐵
) = 1. 6𝑙𝑛( 1.1
) = 1. 14 from (Appendix E) mB = 1.1

● 𝑆𝑡 = 102 𝐻𝐵𝐺 + 16400 = 102 (280) + 16400 = 44960 𝑝𝑠𝑖 (Appendix F)

G2-Steel through Harden HBG = 280 psi

−0.0323 7 −0.0323
● 𝑌𝑁 = 1. 6831(𝑁𝐺𝑖) = 1. 6831(6. 9 * 10 ) = 0. 94 (Appendix G)
8
𝑁𝑝𝑖 1*10 7
𝑁𝐺𝑖 = 𝑚𝐺
= 1.43
= 6. 9 * 10 𝑟𝑒𝑣

● KT = 1 place holder
● 𝐾𝑅 = 0. 5 − 109𝑙𝑛(1 − 𝑅) = 0. 5 − 0. 109𝑙𝑛(1 − 0. 99) = 1. 002 R = 99%

5.19 1.6*1.14
→ σ𝑎𝑐𝑡𝐵 = 518. 99 * 1. 25 * 1. 6 * 2
* 0.47
= 10453. 3 𝑝𝑠𝑖 from (Eq (22).)

44960*0.94
→ σ𝑎𝑙𝑙𝐵 = 1.002
= 42178. 04 𝑝𝑠𝑖 from (Eq (21).)

σ𝑎𝑙𝑙 42178.04
→𝑆𝐹𝐵 = σ𝑎𝑐𝑡
= 10453.3
= 4. 03 >>> 1 from (Eq (20).)

2.2.4.2. Helical Pinion Bending Stress

Calculation of the terms:

● Ko, Kv, Ks, Km, KB, KT, and KR are going to be the same as the previous one, but the
following values will change for the Pinion.
● J = α * 𝐽' → J= 0.47
■ J’ = 0.48 from (Appendix L) Ѱ= 30° and NP=14
■ α= 0.98 from (Appendix L) Ѱ= 30° and NG= 20 (mating gear)
● 𝑆𝑡 = 102 𝐻𝐵𝑃 + 16400 = 102 (290) + 16400 = 45980 𝑝𝑠𝑖 from (Appendix F)

G2-Steel through Harden HBp = 290 psi

−0.0323 8 −0.0323
● 𝑌𝑁 = 1. 6831(𝑁𝑝𝑖) = 1. 6831(1 * 10 ) = 0. 92 from (Appendix G)
8
𝑁𝑝𝑖 = 1 * 10 𝑟𝑒𝑣

5.19 1.6*1.14
→ σ𝑎𝑐𝑡𝐵 = 518. 99 * 1. 25 * 1. 1 * 2
* 0.47
= 12543. 96 𝑝𝑠𝑖 From (Eq (22).)

24
 31352 *0.92
→ σ𝑎𝑙𝑙𝐵 = 1.002
= 42217. 17 𝑝𝑠𝑖 From (Eq (21).)

σ𝑎𝑙𝑙 42217.17
→𝑆𝐹𝐵 = σ𝑎𝑐𝑡
= 12543.96
= 3. 37 >>> 1 From (Eq (20).)

2.2.5. Helical Gear Set Contact Stress

The contact stress on the spur gear set is also calculated because the tooth on each side
contacts each other on a line. Therefore, the contact stress will be maximum and needs to be
considered to have a safe design. The following sections explain the contact stress on each gear
and the pinion.

2.2.5.1. Helical Gear Contact Stress

Calculation of the terms:

● Ko,Kv,Ks,KT,KR, Cf and Km are already calculated, but the other terms can be
calculated as the following:

● Cp = 2300 𝑝𝑠𝑖 from (Appendix H) steel pinion and steel gear

𝑐𝑜𝑠Φ𝑡𝑠𝑖𝑛Φ𝑡 𝑚𝐺
● 𝐼 = 2𝑀𝑛 𝑚𝐺+1

λ𝑛 0.489
■ MN= 0.95 𝑍
= 0.95*0.701
=0.73 where,

● λ𝑛 = 𝑝𝑛 cos ɸn= 0.52 cos 20 = 0.489

● Z=
1/2 1/2
⎡⎢𝑟𝑝2 − 𝑟𝑝2 ⎤⎥ 2 2
+ ⎡⎢𝑟𝐺 𝑜𝑢𝑡 − 𝑟𝐺 𝑏𝑎𝑠𝑒⎤⎥ [
− (𝑟𝑝 + 𝑟𝐺) 𝑠𝑖𝑛 ɸ𝑡]
⎣ 𝑜𝑢𝑡 𝑏𝑎𝑠𝑒⎦ ⎣ ⎦

⇒ Z=
1/2
2 1/2
⎡⎢1. 522 − 1. 252⎤⎥ [ 2
+ 2. 095 − 1. 78 ] − [(1. 35 + 1. 925) 𝑐𝑜𝑠 22. 8]
⎣ ⎦

⇒ Z=0.701

𝑐𝑜𝑠22.8 𝑠𝑖𝑛22.8 1.43

→ 𝐼= 2(0.73) 1.43+1
= 0. 14

● 𝑆𝑐 = 349𝐻𝐵𝐺 + 34300 𝑝𝑠𝑖 = 349(280) + 34300 = 132020 𝑝𝑠𝑖 from (Appendix I)

G-2 through hardened steel HBG=280

25
 𝐻𝐵𝑝 390
● CH= 𝐻𝐵𝐺
= 380
= 1. 2 So, CH=1 from (Appendix J), 𝑚𝐺 = 1. 43
−0.023 7
● 𝑍𝑛 = 1. 4488(𝑁𝐺𝑖) = 1. 4488(6. 9 * 10 ) = 0. 957 from (Appendix K)
7
𝑁𝐺𝑖 = 6. 9 * 10 𝑟𝑒𝑣

1.6 1
→σ𝑎𝑐𝑡𝐶 = 2300 518. 99 (1. 25) (1. 6) 2.7*2 0.14
= 107800. 66 𝑝𝑠𝑖 From (Eq (25).)

132020*0.957*1
→σ𝑎𝑙𝑙𝐶 = 1*1.002
= 126090. 98 𝑝𝑠𝑖 From (Eq (24).)

σ𝑎𝑙𝑙 126090.98
→𝑆𝐹𝑐 = σ𝑎𝑐𝑡
= 107800.66
= 1. 17 > 1 OK From (Eq (23).)

2.2.5.2. Helical Pinion Contact Stress

Calculation of the terms:

● Ko,Kv,Ks,KT,KR, Cf ,Km, Cp, I, and CH are already calculated, but the other
terms can be calculated as the following:
● 𝑆𝑐 = 349𝐻𝐵𝑝 + 34300 = 349(290) + 34300 = 135510 𝑝𝑠𝑖 from (Appendix I) G-2
through harden HBp=290
−0.023 8
● 𝑍𝑛 = 1. 4488(𝑁𝑝𝑖) = 1. 4488(1 * 10 ) = 0. 948 from (Appendix K)
8
𝑁𝑝𝑖 = 1 * 10 𝑟𝑒𝑣

→σ𝑎𝑐𝑡𝐶 = 107800. 66 𝑝𝑠𝑖 (𝑠𝑎𝑚𝑒 𝑎𝑠 𝐺𝑒𝑎𝑟) From (Eq (25).)

135510*0.948*1
→σ𝑎𝑙𝑙𝐶 = 1*1.002
= 128207. 07 𝑝𝑠𝑖 From (Eq (24).)

σ𝑎𝑙𝑙 128207.07
→ 𝑆𝐹𝑐 = σ𝑎𝑐𝑡
= 107800.66
= 1. 19 > 1 From (Eq (23).)

2.3. Axial Clutch Calculations

A single disk clutch with double frictional surfaces is required to be designed within the
gears. The clutch needs to be designed in such a fashion that it can be able to transmit the torque
being generated by the power of 20 hp. the dimensions of the clutch and the material of the

26
clutch friction surfaces is important to be considered because they affect the effectiveness of the
clutch. For the calculation process, a uniform wear model is assumed.

2.3.1. Assumptions
The power is 20 hp, and the angular velocity delivered to the input shaft is assumed to be
1800 rpm. The material of the clutch is assumed to be carbon-graphite. for achieving maximum
torque transfer the ratio between the inner diameter to the outer diameter should be 0.577. [22]
Therefore, from the assumed inner diameter, the outer diameter can be calculated.

Table 3: The assumed Material and properties of the clutch [22]

Inner Diameter d Outer Diameter Friction Maximum Temperature

D coefficient f pressure Pa withstand

5 in 8.66 in 0.25 304.579 psi 500 C

2.3.2. Calculations
● The first step of the calculation is to find the maximum force the clutch can handle from
the maximum pressure.

π 𝑃𝑎 𝑑
𝐹 = 2
(𝐷 − 𝑑) Eq(42).

π 304.579 5
→𝐹 = 2
(8. 66 − 5) = 8750. 86 𝑙𝑏𝑓

● The second step is to calculate the maximum torque the clutch is able to transmit.
𝐹𝑓
𝑇 = 4
(𝐷 + 𝑑) Eq(43).

8750.86*0.25
→𝑇 = 4
(8. 66 + 5) = 7471𝑙𝑏𝑓. 𝑖𝑛 for one frictional surface

𝑇(𝑐𝑎𝑝𝑎𝑐𝑖𝑡𝑦) = 𝑁(𝑓𝑟𝑖𝑐𝑡𝑖𝑜𝑛𝑎𝑙 𝑠𝑢𝑟𝑓𝑎𝑐𝑒𝑠) * 𝑇 Eq(44).

→ 𝑇𝑐 = 2 * 7471 = 14942. 09 𝑙𝑏𝑓. 𝑖𝑛
This is the designed clutch specifications, and the maximum torque the clutch can
transfer. However, the actual torque produced by the power needs to be calculated and compared
to that maximum torque the clutch can transmit. if the actual torque comes out to be smaller than
the maximum torque, then the clutch design will be a suitable design. otherwise, the clutch
design should be changed.

27
 𝐻𝑝*65025
𝑇(𝑎𝑐𝑡𝑢𝑎𝑙) = 𝑛(𝑖𝑛𝑝𝑢𝑡)
Eq(45).

20*65025
→ 𝑇(𝑎𝑐𝑡𝑢𝑎𝑙) = 1800
= 722. 5 𝑙𝑏𝑓. 𝑖𝑛𝑐ℎ

→Because the actual torque that is needed to be transmitted by the clutch is much smaller than
the maximum torque that the clutch is able to transmit, the design of the clutch is good.

3. Engineering Standards
Most engineers depend on American Gear Manufacturers Association (AGMA) when it
comes to designing gears, and AGMA is a technical committee of the International Organization
for Standardization (ISO) that is responsible for developing all gear standards around the world
[23]. The purpose of this standard is to set up a system for the various types of gears for
different uses as well as specifying the right gears for the different applications [24]. AGMA
standards are used in designing and analysing gears to prevent both pitting and bending failure in
which bending failure occur when the significant tooth stress exceeds or equals to the yield
strength and pitting failure occur on the surface when the significant contact stress exceeds or
equals to surface endurance strength [24]. In addition, AGMA provides formulas for evaluating
the gear tooth capacity as it is influenced by major factors affecting both tooth pitting and
bending [24]. The factors are provided by using tables and graphs based on the experiments and
provided by them as we used in the calculations for our design in which all our calculations are
based on the AGMA standards. As we start designing our gearbox, we have to first determine the
inputs of our design such as pressure angle, helix angle, diametral pitch, and full depth pitch in
which we found it based on the AGMA standards of tooth system [25]. Based on these, we used
full depth and spur gears with pressure angle of 22.5° and helical gear of normal pressure angle
22.5° and helix angle of 30° (helix angle should be less than 50° in order to use AGMA
formulas) as well as diametral pitch of 6T/in [24]. Then from these, we can find the number of
teeth based on interference because the AGMA formula can not be used when there is
interference, so we have to check for it as we start designing [24]. Also, we can not use this
formula when teeth are pointed and backlash is zero [24]. With keeping all of these in mind,
pitch circle diameters, addendum, dedendum, face width and tooth thickness.

Pitting is basically the surface fatigue failure of the tooth of gears, and it occurs because
of repeated loading of the tooth surface[24]. It also happens when the contact stress exceeds

28
surface fatigue strength of the materials [24]. The aim of AGMA’s formula in pitting resistance is
to determine the load rating in which progressive pitting does not occur during the lifetime of our
design, and the pitting resistance is based on contact pressure between two curved surfaces with
taking consideration of some factors that affect the contact stress [24]. The actual contact stress
formula for gear teeth of AGMA can be found in Eq(25) and Also, the allowable contact stress
can be found using AGMA formula which can be found in Eq(24). The gear is considered to
have pitting resistance or it is safe when the safety factor of contact stress is greater than 1 (can
be found using Eq(23).).

𝐾𝑚 𝐶𝑓
σ𝑎𝑐𝑡 = 𝐶𝑝 𝑤𝑡 𝐾𝑜 𝐾𝑣 𝐾𝑠 𝐹*𝑑𝑝 𝐼
Eq(25).

Where,
σ𝑎𝑐𝑡: is contact stress number, Psi
Cp: elastic coefficient, 𝑃𝑠𝑖

Wt : transmitted tangential load, lb

Ko : overload factor
Kv : dynamic factor
Ks : size factor
Km : load distribution factor
Cf : surface condition factor for pitting resistance
F : net face width of narrowest member, in
I :geometry factor for pitting resistance
dp: the operating pitch diameter of pinion, in.

𝑆𝑐*𝑍𝑛*𝐶𝐻
σ𝑎𝑙𝑙 = 𝐾𝑇*𝐾𝑅
Eq(24).

Where,

Sc: allowable contact stress number, Psi

ZN :stress cycle factor for pitting resistance
CH :hardness ratio factor for pitting resistance

29
KT: temperature factor
KR: reliability factor

Bending is basically cracking at the tooth root fillet in external gears and at the critical
section in internal gear that is measured using tensile or bending stress [24]. AGMA formulas are
basically used for determining the bending resistance of the rim in order to prevent any failure of
teeth during the lifetime of our design [24]. To do this, the safety factor, which is the ratio
between the allowable bending stress and the actual bending strength (see Eq(20).), should be
greater than 1 [25]. Also, the formula of the actual bending stress and the allowable bending
stress of AGMA standards can be found through Eq (21). and Eq(22).

𝑆𝑡*𝑌𝑛
σ𝑎𝑙𝑙 = 𝐾𝑇*𝐾𝑅
Eq(21).

Where,
St: allowable bending stress number, lb/in2
YN : the stress cycle factor for bending strength
KT: temperature factor
KR: reliability factor
𝑃 𝐾𝑚 𝐾𝐵
σ𝑎𝑐𝑡 = 𝑤𝑡 𝐾𝑜 𝐾𝑣 𝐾𝑠 𝐹 𝐽
Eq(22)

Where,

σ𝑎𝑐𝑡: bending stress number, psi

Wt : transmitted tangential load, lb

Ko : overload factor
Kv : dynamic factor
Ks : size factor
Km : load distribution factor
F : net face width of narrowest member, in
KB: rim thickness factor

J:geometry factor for bending strength

30
P: transverse diametral pitch for helical gears and diametral pitch for spur gear

Each factor of both formulas have their own impact on the pitting failure and bending
failure that is needed to be determined in order to make sure the gear resists both bending and
pitting, they can be calculated using tables and figures used in the calculations section. elastic
coefficient Cp is based on the material of both the pinion and the gear. More Cp means more
actual contact stress on the gear set [24]. The overload factor Ko depends on the mode of input
and output powers. As the value of the Ko increases, the actual contact stress increases as well.
The dynamic factor Kv depends on the quality of the gear set, and how the surfaces of the gears
are designed. The size factor Ks depends on the size of the gear set. While its effect is exactly
unknown, there is still a palc provided for it. The load distribution factor Km depends on the
distribution of the gear set on the shaft. The supports need to be designed close to the gears so
that the applied radial load will not affect the design on the gear dimensions. one way to
determine Km is from the face width of the gears. The surface condition factor Cf is a factor that
affects the contact stress based on the surface conditions. The effect is unknown, but there is still
a palace holder for it in the equation. The geometry Factor for pitting I depends on the pressure
angle, gear ratio, and the load sharing factor Mn. The load sharing factor depends on the
geometry of the gear set tooth. As the geometry factor I increases, the actual contact stress
decreases. The allowable stress factor Sc depends on the material and HB value of the gear set.
The stress life cycle factor ZN depends on the life cycle of the gears. The hardness ratio factor
CH depends on the ratio between (HBP/HBG) of the gears with the gear ratio. The temperature
ratio KT depends on the temperature of the system, and it is a palace holder because its effect is
unknown. The Reliability factor KR depends on the reliability of the gears. The allowable
bending stress factor St depends on the material of the gears and the HB values of the gears. The
bending stress life cycle factor YN depends on the life cycle of the set gear. The bending stress
geometry J depends on the teeth numbers of each pinion and the gear. The rim thickness factor
KB depends on the rim material thickness and the back up ratio mB. [24]

31
4. Conclusions

In conclusion, there are many types of gears in which each of them have their own
applications and advantages. However, the main purpose of gears is to change the speed or rpm
by either increasing or decreasing it while maintaining the power. In our design of the gearbox,
the spur gear is used for overdrive mechanism while the helical gear is used for the reduction
mechanism. We assumed the variables based on the AGMA standards, and based on the assumed
values and given values we found the gear space dimensions as well as number of teeth while
avoiding the interference. Also, in our design, we used quality number 6 in order to provide an
affordable gearbox as well as a speed balance.n Based on AGMA formulas for bending and
pitting resistance, we found that both helical and spur gears and pinion are safe under the load
applied and the other factors that affect pitting and bending resistance.

32
5. References
[1] "Gears - Creative Mechanisms." https://www.creativemechanisms.com/gears. Accessed
18 May. 2021.

[2] "What is a gearbox? - Motion Control Tips." 4 Aug. 2017,

https://www.motioncontroltips.com/what-is-a-gearbox/. Accessed 18 May. 2021.

[3] "Rotating Output Flange Gearboxes - ElectroCraft."

https://www.electrocraft.com/products/gearboxes/flange/. Accessed 18 May. 2021.

[4] "Gear History - where do gearboxes originate? - Apex Dynamics."

https://www.apexdyna.nl/en/gear-history. Accessed 18 May. 2021.

[5] "Types of Gears | Free Gear Guide | KHK Gears."

https://khkgears.net/new/gear_knowledge/introduction_to_gears/types_of_gears.html. Accessed
18 May. 2021.

[6] "Spur Gears | KHK Gears." https://khkgears.net/new/spur_gears.html. Accessed 18 May.

2021.
[7] "Spur gears: What are they and where are they ... - Motion Control Tips."
https://www.motioncontroltips.com/spur-gears-what-are-they-and-where-are-they-used/.
Accessed 18 May. 2021.
[8] "Helical Gears | KHK Gears." https://khkgears.net/new/helical_gears.html. Accessed 18 May.
2021.
[9] "Non-Newtonian thermal elastohydrodynamic ... - ScienceDirect.com."
https://www.sciencedirect.com/science/article/am/pii/S0301679X17303857. Accessed 18 May.
2021.
[10] "helical gear axial force - Hostel Florencja."
https://www.hostelflorencja.pl/stone/Jan_1723_Fri/. Accessed 18 May. 2021.
[11] "Double Helical Gears, Hewitt-Topham.co.uk."
http://www.hewitt-topham.co.uk/double-helical-gears.html. Accessed 18 May. 2021.
[12] "Herringbone Gear - an overview | ScienceDirect Topics."
https://www.sciencedirect.com/topics/engineering/herringbone-gear. Accessed 18 May. 2021.
[13] "KG STOCK GEARS." https://www.kggear.co.jp/en/kg-stock-gears. Accessed 18 May.
2021.
[14]"Bevel Gears | KHK Gears." https://khkgears.net/new/bevel_gears.html. Accessed 18 May.
2021.

33
[15]"Worm Gears Explained - Machinery Lubrication."
https://www.machinerylubrication.com/Read/1080/worm-gears. Accessed 18 May. 2021.
[16] "Worm Gears | KHK Gears." https://khkgears.net/new/worm_gear.html. Accessed 18 May.
2021.
[17] "Hypoid gearboxes: What are they and where are they used?."
https://www.motioncontroltips.com/hypoid-gearboxes-what-are-they-and-where-are-they-used/.
Accessed 18 May. 2021.
[18]"Hypoid gearboxes: What are they and where are they used?."
https://www.motioncontroltips.com/hypoid-gearboxes-what-are-they-and-where-are-they-used/.
Accessed 18 May. 2021.
[19] "Hypoid Gears | KHK Gears." https://khkgears.net/new/hypoid_gears.html. Accessed 18
May. 2021.
[20] "The World of Planetary Gears | Machine Design."
https://www.machinedesign.com/mechanical-motion-systems/article/21834331/the-world-of-pla
netary-gears. Accessed 18 May. 2021.
[21] "Planetary Gears: Principles Of Operation | Lancereal."
https://www.lancereal.com/planetary-gears-principles-of-operation/. Accessed 18 May. 2021.

[22] "Clutches - SlideShare." https://www.slideshare.net/KiranKiran67/clutches-84057498.

Accessed 17 May. 2021.
[23] "Download the AGMA Publications Catalog - American Gear ...." 1 Apr. 2021,
https://www.agma.org/documents/MASTER_Publications_Catalog_April_2021.pdf. Accessed
18 May. 2021.
[24]"AGMA 2001-D04." https://wp.kntu.ac.ir/asgari/AGMA%202001-D04.pdf. Accessed 18
May. 2021.
[25] "mechanical-design-shigley-10 th edition new.pdf - PDFCOFFEE.COM."
https://pdfcoffee.com/mechanical-disgin-shigley-10-th-edition-newpdf-pdf-free.html. Accessed
18 May. 2021.

34
6. Appendices

6.1. Appendix A : Overload Factor Ko

6.2. Appendix B : Dynamic Factor Kv

35
6.3. Appendix C: Load Distribution Factor Km

6.4. Appendix D: Geometry Factor J (Spur)

36
6.5. Appendix E: Rim Thickness Factor KB

37
6.6. Appendix F: Allowable Bending Number St

38
6.7. Appendix G: Stress Cycle Factor YN (Bending)

39
6.8. Appendix H: Elastic Factor Cp

6.9. Appendix I: Allowable Contact Stress Number Sc

40
6.10. Appendix J: Hardness-ratio Factor CH

41
6.11. Appendix K: Stress Cycle Factor ZN (Contact)

42
6.13. Appendix L: Geometry Factor (Helical)

43
44
6.13. Appendix M: Variables

Variable Name Unit

ɸ Pressure Angle degree

ɸn Normal Pressure Angle degree

ɸt Transverse Pressure Angle degree

Ѱ Helix Angle degree

P Diametral Pitch Teeth/in

Pt Transverse Diametral Pitch Teeth/in

Pn Normal Diametral Pitch Teeth/in

p Circular Pitch Teeth/in

pt Transverse Circular Pitch Teeth/in

pn Normal Circular Pitch Teeth/in

a addendum in

d dedendum in

c clearance in

F Face Width in

mG Gear Ratio -

K depth factor

Np Number of Teeth of Pinion Teeth

NG Number of Teeth of Gear Teeth

dp Pitch Dia. of Pinion in

dG Pitch Dia. of Gear in

rp Pitch Radius of Pinion in

rG Pitch Radius of Gear in

w Tooth Width in

45
rBG Gear Base Circle Dia. in

rBp Pinion Base Circle Dia. in

rOG Gear Outer Circle Dia. in

rOp Pinion Outer Circle Dia. in

rRG Gear Root Circle Dia. in

rRp Pinion Root Circle Dia. in

Wt Tangential Force Ibf

hp Power Horsepower (HP)

vt Tangential Velocity ft/min

Wr Radial Force Ibf

Wa Axial Force Ibf

np Pinion Angular Velocity rpm

nG Gear Angular Velocity rpm

R Reliability %

NGi Gear Life Cycle rev

Npi Pinion Life Cycle rev

HBP Pinion Brinell Hardness psi

HBG Gear Brinell Hardness psi

d Inner Dia. of Clutch in

D Outer Dia. of Clutch in

f Coefficient of Friction -

Pa Maximum Pressure psi

F Maximum Force Ibf

T Torque Ibf.in

Tc Torque Capacity Ibf.in

46
 N frictional surfaces

Tactual Actual Torque Ibf.in

47

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