Group 12 Constant Mesh Manual Gearbox

Wollo university kombolcha institute of technology
Department of mechanical engineering
machine Design project 2 (MEng 4132) project 1
for 4 year manufacturing anD inDustrial systems

th
engineering stuDents
semester 1 2012 e.c
Designing of constant mesh gearbox
group 12
1 WOUR/0128/09 BIRHANU ASFAW BERHE
2 WOUR/0234/09 YASIN TESFAY ADEM
3 WOUR/0594/09 SAMUEL ASSEFA WENDAYA
4 WOUR/0867/09 BONA WAKGARI CHALI
5 WOUR/0624/09 ENDRIS YIMAM ABDU
submitteD to :- instructor Wasihun W.

Acknowledgement
First and foremost we would like to say thank you from bottom of our heart to our
God who gives us this chance to success this project from beginning up to end of this
project. Also we would like to thank our beloved advisor Wasihun Wondimu that he
gave us different direction to do our project.
Thirdly we would like to thank our group members to their contribution in all
preparation of this project and we have great thanks for all Mechanical Engineering
students. Finally we would like to express our heartfelt gratitude to GOOGLE for
helping us to recognize different ideas for our project.
Constant mesh gearbox Page i

Abstract
All the automobile vehicles available are always set to changing speed and torque
between engine and driving wheels. Torque is not directly changed but it can be done
in the form of power using a suitable device. It is a very useful method that we adopt,
and it is also easily affordable. Many other alternative, even though more elegant, and
appear to be more effective are not feasible when it comes to transmission. This
project mainly focuses on the design and fabrication of a gear box that can transmit
torque to the maximum and also helps to do some useful work in automobile where
power transmission is a major factor. The transmission of power is done in four
speeds in this project. The setup uses two shafts and thirteen gears arranged in
suitable distances to achieve the desired torque and speed.
Constant mesh gearbox Page ii

Table of Contents
CONTENTS pages
Acknowledgement
Abstract
List of Figures
CHAPTER ONE 1
1. Introduction 1
1.1. Background of The Study 1
1.2. Statement of The Problem 1
1.3. Objectives 1
1.3.1. General Objectives 1
1.3.2. Specific Objectives 1
1.4. Scope And Limitations of The Project 2
1.5. Significance of The Project 2
CHAPTER TWO 3
2. Literature Review 3
CHAPTER THREE 19
3. Geometric Analysis 19
3.1. Methodology 20
3.2. Design Of Gears 21
3.3. Force Analysis 27
3.4. Design of Shaft 31
3.5. Key Design 39
3.6. Selection of Bearing 43
3.7. Design of Housing 45
CHAPTER FOUR 47
4. Result And Discussion 47

4.1. Cost Analysis 48
CHAPTER FIVE 52
5. Conclusion And Recommendation 52

5.1. Conclusion 52
5.2. Recommendation 52
REFERENCES 53
Constant mesh gearbox Page iii

List of Figures
FIGURES pages
Figure 2.1: types of radial ball bearing 15
Figure 2.2: deep groove bearing 16
Figure 3.1: assembly drawing of 4 speed constant mesh gearbox 21
Figure 3.2: geometry of gears 24

Figure 3.3: Helical gear acting force J.K.GUPTA 27
Figure 3.4: Isometric view of our helical gear 30

Figure 3.5: tangential and radial load on lay shaft 32
Figure 3.6: radial load 32
Figure 3.7: reaction and moment in x, z plane in lay shaft 33
Fig 3.8: Resultant bending moment and shear force Diagram of lay shaft 35
Figure 3.9: main shaft 36
Figure 3.10: Reaction force and moment in (x, y) plane vertical for main shaft 37
Figure 3.11: The force and the moment at (XY) plane horizontal for main shaft 37
Fig 3.12: Resultant bending moment and shear force diagram of main shaft 39
Figure 3.13 input shaft 40
Fig 3.14: Tangential force onInput shaft 40
Fig 3.15: Resultant bending moment and Shear force diagram on Input shaft 40
Fig 3.16: Resultant bending moment and Shear force diagram on Idler shaft 41
Figure 3.17 flat and square key. J.K.GUPTA 43
Figure 3.18: sleeve. J.K.GUPTA 45
Fig 3.19 Bearings 46
Constant mesh gearbox Page iv

CHAPTER ONE
INTRODUCTION
1.1 Background of the Study

The invention of earliest manual gear system can be traced back to the nineteenth
century. French inventors Louis-Rene Panhard and Emile Levassor are credited with
the development of the first modern manual transmission. They demonstrated their
three- speed transmission in 1894 and the basic design is still the starting point for
most contemporary manual transmissions. This type of transmission offered multiple
gear ratios and, in most cases, reverses. The gears were typically engaged by sliding
them on their shafts, which required careful timing and throttle manipulation when
shifting, so the gears would be spinning at roughly the same speed when engaged;
otherwise, the teeth would refuse to mesh. These transmissions are called sliding
mesh transmissions or sometimes crash boxes, because of the difficulty in changing
gears and the loud grinding sound that often accompanied. Newer manual
transmissions on 4+-wheeled vehicles have all gears mesh at all times and are referred
to as constant-mesh transmissions, with "synchro-mesh" being a further refinement of
the constant mesh principle.[2]
1.2 Statement of the Problem

We have seen that sliding mesh gears are typically engaged by sliding them on their
shafts, which required careful timing and throttle manipulation when shifting, and has
difficulty in changing gears and the loud grinding sound that often accompanied,
because of the above reasons we decided to design constant mesh gearbox. In this
country there is shortage of car spare parts since they are not manufactured in the
country.
1.3 Objectives
1.3.1 General Objectives
The general objective of this project is to design a constant mesh manual transmission
gearbox.
1.3.2 Specific Objectives

The specific objectives of this project are
 designing of Gear
 designing of Shaft
 designing of keys
 selection of proper way of lubricant
 selection of bearings
Constant mesh gearbox Page 1

1.4 Scope and Limitations of the Project
The scope of this project is designing of a constant mesh manual transmission
gearbox starting from the proper way of material selection, force analysis, stress
analysis, determination of gear parameters(like:- adenedum, dedenum, pitch circle,
base circle, outer diameter, face width), moment on each shaft(i.e input, main, counter
and idler shafts), key design, proper way of bearing selection, result and discussion of
the whole material design, cost analysis up to the assembly modeling. Designing of
the constant mesh gearbox with the driven (output) torque of 230Nm for which the
speed is reduced between 1600rpm and 2000rpm.
The project only deals up to the designing of a constant mesh gearbox, but not
manufacturing of it and this is considered as a limitation on this project. Also while
we design our project internet connection was one problem. There is no brief and
clear guidance book which shows material selection with its proper evidence.
1.5 Significance of the Project

The significance of constant gear mesh is the utilization of helical gears. The double
helical gears and the helical gears are extremely beneficial owing to their quieter
operating capabilities. The teeth belonging to the wheels remain intact. The other gear
boxes are noisy and create unwanted din. In this country there is shortage of car spare
parts since they are not manufactured in the country. We believe our design will
figure out this problem.
It is very evident that the world today is full of vehicles and relies on this mode of
transport. The availability of such mechanisms like constant mesh gearbox which
creates less noise and are cost effective is a fundamental for the people.

CHAPTER TWO
Literature Review
2.1 Introductions
Main components of constant mesh gearbox:
o Shaft
o Gears
o Key
o Bearing
o Dog clutches
o Housing and lubrication
 Shaft:- Three shafts are there
 Main shaft- Also known as the output shaft, the splined shaft over which the
dog clutches along with gears are mounted.
 Lay shaft- An intermediate shaft over which the gears which are in constant
mesh with main shaft gears are mounted.
 Clutch shaft- Same as sliding mesh clutch shaft carries engine output to the
gearbox and transmits it through the constantly meshed lay shaft gear.
 Gears:- are machine elements, which are used for power transmission between
shafts, separated by small distance. Gears are widely used in applications which
require high load carrying capacity, high efficiency and no slip between the
meshing shafts. Irrespective of the type, each gear is provided with projections
called teeth and intermediate depressions called tooth spaces. While two gears are
meshing, the teeth of one gear enter the spaces of the other. Thus, the drive is
positive and when one gear rotates, the other also rotates; transmitting power from
one shaft to the other.
 Keys: are machine elements used to prevent relative rotational movement between
a shaft and the parts mounted on it, such as pulleys, gears, wheels, couplings, etc.
 Bearing: applied to a machine or structure, refers to contacting surfaces through
which a load is transmitted. When relative motion occurs between the surfaces, it
is usually desirable to minimize friction and wear.
 Dog clutch: these are the special shifting devices responsible for transmitting
appropriate gear ratio to the final output, the pair of gears with suitable gear ratio
comes on contact with the sliding dog clutches which in turn transmit the gear
ratio of the pair meshed gears to the final output shaft.
 Lubricant: is any interposed substance that reduces friction and wear. Lubricants
are usually liquid but can be a solid, such as graphite, TFE, or molybdenum
disulphide, or a gas, such as pressurized air.[3]
Engineer Faisel Islam, April 22 2016, “what are important properties of material
for gear application”
The gear material should have the following properties

 High fatigue strength
 High tensile strength
 Low coefficient of friction
 Good manufacturability
High fatigue strength helps in withstanding dynamic/variable loads while high tensile
strength keeps the gear safe against static load.
The most common materials used for manufacturing metallic gears are cast iron, steel,
brass and bronze.
The characteristics that will be used for evaluating the materials are:
 Elastic limit
 Density
 Hardness
 Fatigue strength
 Fracture toughness
Table 1: material mechanical properties
Properties Elastic Limit Density Hardness Fatigue Fracture
Strength Toughness
Ductile cast 23.9 440 115 26.1 20
iron
Alloy steel 85 487 140 36 12.7
Medium 44.2 487 120 33.2 10.9
carbon steel
Aluminum 43.5 156 12 3.13 20
alloy
In this section elastic limit defines the ability of the material to take load means how
much load or stress the material can take before it plastically deform. In the case of
gears plastic deformation of gear will make gear use less as gear teeth profile in very
important for proper power transfer. In order to get the best gearbox elastic limit of
the selected material should be as high as possible. Elastic limit of all four materials in
mention above according to that Alloy Steel is on first place due to highest value of
elastic limit followed by Medium Carbon Steel, Aluminum alloy and at last Ductile
Cast Iron.
Environmental Aspects
Environmental aspects of any material are those aspects which shown the effect made
by the use of that material on the environment .Embodied energy ,co2Foot print and
recyclability are the factor that decides the environmental effect associated with
material.
Table 2: Material Environmental Aspect

Material and Cost Embodied CO2 foot print Recyclability
properties energy
Ductile Cast 0.318 1.95e3 1.7 Yes

Iron
Alloy Steel 0.254 3.11e3 1.93 Yes
3
Medium Carbon 0.272 2.72e 1.72 Yes
Steel
Aluminum 1.07 2.15e4 12.2 Yes
Alloy
Embodied energy is the energy associated with the extraction, manufacturing,

transportation, and decomposition of the material. In order to get the best gear
material, embodied energy of the selected material should be as low as possible.
Embodied energy of all four material mentioned above according to that Ductile cast
iron is on first place due to lowest value embodied energy followed by medium
carbon steel, alloy steel and last the aluminum alloy. CO2 foot print show the amount
of CO2 any material will release during its lifetime. In order to get the best gear
material, CO2 foot prints of the selected material should be as low as possible. CO2
foot print of all materials in mentioned above according to that ductile cast iron is on
first place due to lowest value of CO2 foot prints energy followed by medium carbon
steel, alloy steel and at last aluminum alloy.
Economic aspects
Economic aspect of material involves the cost of the material which will influence the
cost of final product in order to get the best gear material. Cost of the selected
material should be as low as possible cost of all four materials in mentioned above
according to that alloy steel is on first place due to lowest value of cost followed by
medium carbon steel, aluminum alloy and at last ductile cast iron.[4]
Essays, UK. (November 2018). Material Selection For Drive Shaft Engineering
Essay [5]
The drive shaft is a rod used to carry rotational force from the engine to the
differential.
We compared three materials for the shaft
 Aluminum alloy
 Stainless steel
 Carbon steel
Aluminum alloy: Aluminum Alloy is a medium to high strength heat treated alloy
with higher strength than 6005A. It is commonly used for heavy-duty structure in the
railway coach, truck frames, shipbuilding, and bridges the military, aerospace
applications including helicopter rotor shell, tubes, pylons and towers, transportation,
boiler making, motorboats and rivets.
Grade 6061-T6

It has very good corrosion resistance and excellent weld ability although reduced
strength in the weld zone. It has medium fatigue strength. It has good cold formability
in temper T4, but limited in temper T6. Not suitable for very complex cross parts.
Table 3: property of aluminum alloy Grade 6061 – T6
ISO standard AA 6061 – T6

Tensile Yield strength (Mpa) 310
Shear Strength (Mpa) 190
Proof Stress (Mpa) 270
Elongation over 50mm (%) 12
Hardness Vickers (HV) 100
Density (kg/m3) 2700
Thermal Conductivity (W/mk) 166
Melting point (0c) 650
Electrical Resistivity 0.040
Stainless steel: Stainless steel is also known as grades 304 and 304L respectively.
Stainless steel 304 is the most versatile and widely used. Type 304 stainless steel are
austenitic grades can be severely deep drawn. This property has led 304 became the
dominant grade used in applications such as sink and cook.
Grade 304
Type 304 stainless steel is an austenitic grade that can be severely deep drawn. This
property has resulted in 304 being the dominant grade used in applications like sinks
and saucepans and has excellent corrosion resistance in many environments and when
in contact with different corrosive media. Pitting and crevice corrosion can occur in
environments containing chloride. Pressure corrosion cracking can occur above 60°C.
Table 4: property for stainless steel Grade 304
ISO standard BS 970 Grade 304

Tensile Yield strength (Mpa) 520 – 720
Compressive Strength (Mpa) 210
Proof Stress (Mpa) 210
Modulus of Elasticity (Gpa) 193
Thermal Conductivity (W/mk) 16.2
Melting point (0c) 1450
Electrical Resistivity 0.072
Carbon steel: Steel is a metal alloy consisting mainly of iron and contains 0.2 to 2.1
percent carbon. All steel contains carbon, but the term “carbon steel” applies
specifically to steel containing carbon as the main alloying constituents. Medium
carbon steel is carbon steel that contains between 0.30 and 0.60 percent carbon. It also
has a manganese content of between 0.6 and 1.65 percent. This type of steel provides

a good balance between strength and ductility, and it is common in many kinds of
steel parts.
Grade 080M30
It can provide a better combination of toughness, strength and hardness. It also

provides a counterbalance weight during for low-oscillation rotary process. Despite its
relatively limited corrosion resistance, carbon steel is used in large tonnages in marine
applications, fossil fuel power and nuclear power plants, transportation, chemical
processing, petroleum production and refining, pipelines, mining, construction and
metal - processing equipment.
Table 5 : Property for Medium Carbon Steel Grade 080M30
ISO standard BS970 080M30

Tensile Yield strength (Mpa) 550
Ultimate Tensile Strength (Mpa) 930
Hardness (HB) 269
Young’s Modulus (Gpa) 205
Thermal Conductivity (W/mk) 46.6
Specific heat capacity (J/g-0c) 0.475
Electrical Resistivity 234
Final selection of material based on design and material specification
Table 6: Comparison between three selected materials

ISO Tensile Elongation Density Thermal Electrical Price per
standard Yield over (kg/m3) Conductivity Resistivity ton (USD)
strength 50mm (%) (W/mk)
(Mpa)
Aluminum 310 12 2700 166 0.040 2220
Alloy AA
6061-T6
Stainless 520-720 45 7780 16.2 0.072 4450

steel BS
970 Grade
304
Carbon 550 16 7820 46.6 234 740

steel
BS970
080M30
Mechanical Engineer S.K Mani,( August 31, 2019), “what is suitable material for
a transmission shaft, and why?”

Plain carbon steel is good enough in 90% of application. The qualities that is required
id good strength and cost effectiveness. The most commonly used is En 8/ASTAM
1040 carbon steel. This is a steel that has a very low sulphur and phosphorous, and
contains 0.4% carbon. This helps one to harden it and thereby have high strength.
These are available of the shelf over the counter in a drawn bars or ground bars as a
ready to use material and worldwide availability will be in millions of tons at dirt
cheap prices at almost all diameters. They can be used as shaft without any hassle.
Unless circumstances force you, you never need to go beyond this and this was
standardized during world war and they were used to repair even battle tanks.
Designing is an art of creativity and innovation in affordable option and cost. Some
exceptions occur in case of corrosion or extremely complex designs when you go for
additional processes like alloying, forging, and weight restriction like space
application.
A drawn bar is manufactured within a tolerance of h-11 and the shafts do not need any
additional machining and can be used as it is as a bearing shaft without any important
modification or machining.[6]
“Bearing (Mechanical)”, (4 November 2019), Wikipedia
The basic criteria to select bearing type are
 Loads
 Speed and friction
 Misalignment
 Temperature
 Precision
 Stiffness
 Mounting and dismounting
 Cost and availability
Table 7 : Type of Bearings
Types Description Friction stiffness speed Life

Rubbing
surfaces, Depends on
usually materials Good,
with and provided Low to very
lubricant, construction, wear is high
some PTFE has low, but Low to - depends
Plain
bearing use coefficient some slack very high upon
bearing
pumped of friction is application an
lubrication ~0.05-0.35, normally lubrication
and behave depending present
similarly to upon fillers
find added
bearings.
Rolling Ball or Rolling Good, but Moderate Moderate to

element roller are coefficient some slack to high high (depends
bearing used to of friction is usually (often on lubrication,
prevent or with steel present requires often requires
minimize can be cooling) maintenance)
bearing ~0.005
(adding
resistance
due to seals,
packed
grease,
preload and
misalignment
can increase
friction to as
much as
0.125)
Off center
Adequate
Jewel bearing Low due
Low low (requires
bearing rolls in low to flexing
maintenance)
seating.
Virtually
Very high infinite in
Fluid is (usually some
forced limited applications,
Zero
between to a few may wear at
Fluid friction at
two faces Very high hundred startup/
bearing zero speed,
and held in feet per shutdown in
low
by edge second Some cases.
seal. at/by Often
seal) negligible
Maintenance.
Zero friction
at zero
speed, but
constant
power for
levitation,
eddy
Faces of
currents are Indefinite.
bearing are No
Magnetic often Maintenance
kept low practical
bearing induced Free. (with
separate by limit
when electromagnets
magnets
movement
occurs, but
may be
negligible if
magnetic
field is
quasi-static
Material Very high or
flexes to lo
Flexure
give and Very low low Very high depending on
bearing
constrain materials and
movement strain in

Application.
Usually
maintenance
free.
Plain
bearing
shape with
linear on
PTFE and
the
use of filters Good Very high;
interface
to dial in depending PTF
between
Composite friction as on Low to and fillers
bearing and
bearing necessary laminated very high ensure wear
shaft with a
for friction metal and corrosion
laminated
control. backing resistance
metal
backing.
PTFE acts
as a
lubricant
Rolling element bearing brings place balls or rollers between two rings or races that
allows motion with little rolling resistance and sliding. The springs include ball
bearings and roller bearings. Ball bearings are the most common type of rolling
element bearing. These bearings can handle both radial and thrust loads. Roller
bearings are able handle a much heavier radial loads because they do not use balls
instead they have cylinders allowing more contact between the races.[7]
“6 most popular types of mechanical bearings”, (2019), CRAFTECH

INDUSTRIES (craftechin),
A mechanical bearing is a component used between two parts that allows rotational
or liner movement, reducing friction and enhancing performance to save energy.
Both metal and plastic bearings can be found everywhere, from refrigerators to
computers to the 100 or so bearings found in your car. The concept behind them is a
simple one: things roll better than they slide. Without bearings, the wheels in your car
would rattle, the transmission gear teeth wouldn’t be able to mesh, and the car
wouldn’t run smoothly. They are composed of a smooth inner and outer metal surface
for metal balls to roll against. The balls or rollers help “bear” the load and the device
functions more efficiently.
There are many different types of bearings, each used for specific purposes and
designed to carry specific types of loads, radial or thrust. Here, we’ll look at the 6
most popular types: plain bearings, rolling element bearings, jewel bearings, fluid
bearings, magnetic bearings, and flexure bearings.
1) Plain Bearings Plain bearings are the simplest type of bearing and are composed of
just the bearing surface with no rolling elements. They have a high load-carrying

capacity, are generally the least expensive and, depending on the materials, have
much longer lives than other types.
2) Rolling Element Bearings
Rolling element bearings place balls or rollers between two rings – or “races” – that
allows motion with little rolling resistance and sliding. These bearings include ball
bearings and roller bearings.
Ball bearings are the most common type of rolling element bearing. These bearings
can handle both radial and thrust loads but are usually used where the load is
relatively small. Because of its structure, there is not a lot of contact with the balls on
the inner and outer races. If the bearing is overloaded the balls would deform and ruin
the bearing. Roller bearings are able to handle a much heavier, radial load, like
conveyor belts, because they don’t use balls. Instead, they have cylinders allowing
more contact between the races, spreading the load out over a larger area. However
this type of bearing is not designed to handle much thrust loading.
3) Jewel Bearings
Jewel bearings are plain bearings with a metal spindle that turns in a jewel-lined pivot
hole. They carry loads by rolling the axle slightly off-center and are usually used in
mechanical watches or clocks. This is due to their low and predictable friction that
improves watch accuracy.
4) Fluid Bearings
Fluid bearings support their load using a thin layer of gas or liquid and can be
classified into two types: fluid-dynamic bearings and hydrostatic bearings. Fluid-
dynamic bearings use rotation to form the liquid into a lubricating wedge against the
inner surface. In hydrostatic bearings, the fluids – usually oil, water, or air – rely on
an external pump.
Fluid bearings are used in high load, high speed or high precision applications that
ordinary ball bearings either couldn’t handle or would suffer from increased vibration
and noise.
5) Magnetic Bearing
Magnetic bearings support moving parts without physical contact, instead relying on
magnetic fields to carry the loads. They require continuous power input to keep the
load stable, thus requiring a back-up bearing in the case of power or control system
failure.
Magnetic bearings have very low and predictable friction and the ability to run
without lubrication or in a vacuum. They are increasingly used in industrial machines
like turbines, motors, and generators.

6) Flexure Bearing
A typical flexure bearing is one part joining two others, like a hinge, in which motion
is supported by a load element that bends. These bearings require repeated bending,
so material selection is key. Some materials fail after repeated bending, even at low
loads, but with the right materials and bearing design the flexure bearing can have an
indefinite life. Another notable characteristic of this bearing is its resistance to fatigue.
Many other bearings that rely on balls or rollers can fatigue as the rolling elements
flatten against each other.[8]
Karim Nice, (11 October 2000)"How Bearings Work", HowStuffWorks.com
Types of Bearings
There are many types of bearings, each used for different purposes. These include ball
bearings, roller bearings, ball thrust bearings, roller thrust bearings and tapered roller
thrust bearings.
Ball Bearings
Ball bearings, as shown below, are probably the most common type of bearing. They
are found in everything from inline skates to hard drives. These bearings can handle
both radial and thrust loads, and are usually found in applications where the load is
relatively small.
In a ball bearing, the load is transmitted from the outer race to the ball and from the
ball to the inner race. Since the ball is a sphere, it only contacts the inner and outer
race at a very small point, which helps it spin very smoothly. But it also means that
there is not very much contact area holding that load, so if the bearing is overloaded,
the balls can deform or squish, ruining the bearing.
Roller Bearings
Roller bearings like the one illustrated below are used in applications like conveyer
belt rollers, where they must hold heavy radial loads. In these bearings, the roller is a
cylinder, so the contact between the inner and outer race is not a point but a line. This
spreads the load out over a larger area, allowing the bearing to handle much greater
loads than a ball bearing. However, this type of bearing is not designed to handle
much thrust loading.
A variation of this type of bearing, called a needle bearing , uses cylinders with a very
small diameter. This allows the bearing to fit into tight places.
Ball Thrust Bearing
Ball thrust bearings like the one shown below are mostly used for low-speed
applications and cannot handle much radial load. Barstools and Lazy Susan turntables
use this type of bearing. Ball thrust bearing.

Roller Thrust Bearing
Roller thrust bearings like the one illustrated below can support large thrust loads.
They are often found in gearsets like car transmissions between gears , and between
the housing and the rotating shafts. The helical gears used in most transmissions have
angled teeth -- this causes a thrust load that must be supported by a bearing.
Tapered Roller Bearings
Tapered roller bearings can support large radial and large thrust loads. Tapered roller
bearings are used in car hubs, where they are usually mounted in pairs facing opposite
directions so that they can handle thrust in both directions. Some of the flywheels run
at speeds in excess of 50,000 revolutions per minute (rpm). Normal bearings with
rollers or balls would melt down or explode at these speeds. The magnetic bearing has
no moving parts, so it can handle these incredible speeds.
Giant Roller Bearings
Probably the first use of a bearing was back when the Egyptians were building the
pyramids. They put round logs under the heavy stones so that they could roll them to
the building site. This method is still used today when large, very heavy objects like
the Cape Hatteras lighthouse need to be moved.[9]
R.S khurmi and J.K Gubta (2005). A textbook of machine design (14th ed)
Bearing, applied to a machine or structure, refers to contacting surfaces through

which a load is transmitted. When relative motion occurs between the surfaces, it is
usually desirable to minimize friction and wear.
Bearings are highly engineered, precision-made components that enable machinery to
move at extremely high speeds and carry remarkable loads with ease and efficiency. It
must be able to offer high precision, reliability and durability, as well as the ability to
rotate at high speeds with minimal noise and vibration. If something twists, turns or
moves, it probably has a bearing in it.
Classification of Bearing
Though the bearings may be classified in many ways, yet the following are important
from the subject point of view:
1. Depending upon the direction of load to be supported. The bearings under this
group are classified as:
(a) Radial bearings, and
(b) Thrust bearings.
In radial bearings, the load acts perpendicular to the direction of motion of the moving
element

In thrust bearings, the load acts along the axis of rotation
2. Depending upon the nature of contact. The bearings under this group are classified
as:
(a) Sliding contact bearings, and
(b) Rolling contact bearings,
In sliding contact bearings, the sliding takes place along the surfaces of contact
between the moving element and the fixed element. The sliding contact bearings are
also known as plain bearings.
In rolling contact bearings, the steel balls or rollers, are interposed between the
moving and fixed elements. The balls offer rolling friction at two points for each ball
or roller.
Advantages
 Low starting and running friction except at very high speeds.

 Ability to withstand momentary shock loads.
 Accuracy of shaft alignment.
 Low cost of maintenance, as no lubrication is required while in service.
 Small overall dimensions.
 Reliability of service.
 Easy to mount and erect.
 Cleanliness
The rolling contact bearings, depending upon the load to be carried, are
classified as:
(a) Radial bearings, and
(b) Thrust bearings.
When a ball bearing supports only a radial load (WR), the plane of rotation of the ball
is normal to the center line of the bearing, the action of thrust load (WA) is to shift the
plane of rotation of the balls, the radial and thrust loads both may be carried
simultaneously.
Types of Radial Ball Bearings
Following are the various types of radial ball bearings:

Fig 2.1: types of radial ball bearing[1]
1. Single row deep groove bearing.
During assembly of this bearing, the races are offset and the maximum numbers of
balls are placed between the races. The races are then centered and the balls are
symmetrically located by the use of a retainer or cage. The deep groove ball bearings
are used due to their high load carrying capacity and suitability for high running
speeds. The load carrying capacity of a ball bearing is related to the size and number
of the balls.
2. Filling notch bearing.
These bearings have notches in the inner and outer races which permit more balls to
be inserted than in a deep groove ball bearing. The notches do not extend to the
bottom of the race way and therefore the balls inserted through the notches must be
forced in position. Since this type of bearing contains larger number of balls than a
corresponding unnotched one, therefore it has a larger bearing load capacity.
3. Angular contact bearing.
These bearings have one side of the outer race cut away to permit the insertion of
more balls than in a deep groove bearing but without having a notch cut into both
races. This permits the bearing to carry a relatively large axial load in one direction
while also carrying a relatively large radial load. The angular contact bearings are
usually used in pairs so that thrust loads may be carried in either direction.
4. Double row bearing.
These bearings may be made with radial or angular contact between the balls and
races. The double row bearing is appreciably narrower than two single row bearings.
The load capacity of such bearings is slightly less than twice that of a single row
bearing.
5. Self-aligning bearing.
These bearings permit shaft deflections within 2-3 degrees. It may be noted that
normal clearance in a ball bearing are too small to accommodate any appreciable
misalignment of the shaft relative to the housing. If the unit is assembled with shaft

misalignment present, then the bearing will be subjected to a load that may be in
excess of the design value and premature failure may occur.
From the above types of radial ball bearings we can select Single row deep groove
bearing for my design.
Figure 2.2: deep groove bearing[1]
Ludwig, L., (May-June 2004), “Properties of Enclosed Gear Drive Lubricants.”,

Machinery Lubrication
The most Factors affecting lubricant selection are
1. Bearing speed
2. Bearing size
3. Type of bearing
4. Load
5. Lowest and highest temperature
6. Torque
7. Viscosity
In order to choose the best lubricant for gear set the following criteria must be
addressed.
 Viscosity - often referred to as the most important property of

lubricating oil.
 Additives – the additive package used in the lubricant will determine
the lubricant’s general category and affects various key performance
properties under operating conditions
 Base oil type – the type of base oil used should be determine by the
operating conditions, gear type and other factors.
Comparison of 3 types of gear lubricant
o R & O lubricants
o Antiscuff gear lubricant
o Compounded gear lubricants
R&O Gear Lubricants

Rust and oxidation inhibited (R&O) gear lubricants do not contain antiscuff additives
or lubricity agents. R&O gear oils generally perform well in the categories of
chemical stability, demulsibility, corrosion prevention and foam suppression. These
products were designed for use in gearing operating under relatively high speeds, low
loads, and with uniform loading (no shock loading).
These lubricants are the best selection in applications where all surface contacts
operate under hydrodynamic or elastohydrodynamic lubrication conditions. They do
not perform well or prevent wear under boundary lubrication conditions.
Antiscuff (Extreme Pressure) Gear Lubricants
Antiscuff gear lubricants, commonly referred to as extreme pressure (EP) lubricants,

have some performance capabilities that exceed those for R&O oils. In addition to the
properties listed for R&O lubricants, antiscuff lubricants contain special additives that
enhance their film strength or load-carrying ability.
The most common EP additives are sulfur phosphorous, which are chemically active
compounds that alter the chemistry of machine surfaces to prevent adhesive wear
under boundary lubrication conditions.
In less severe applications, antiwear additives may also be used to provide wear
protection under boundary lubrication conditions. Machine conditions that generally
require antiscuff gear lubricants include heavy loads, slow speeds and shock loading.
In addition to sulfur phosphorous and zinc dialkyl dithiophosphate (ZDDP) antiwear

additives, several common solid materials are considered antiscuff additives including
molybdenum-disulfide (moly), graphite and borates.
One benefit of these additives is they do not depend on temperature to become active,
unlike sulfur phosphorous compounds which do not become active until a high
surface temperature is achieved. Another potentially negative aspect of sulfur
phosphorous EP additives is they can be corrosive to machine surfaces, especially at
high temperatures.
This type of additive may also be corrosive to yellow metals and should not be used in
applications with components made of these materials, such as worm gears.
Compounded Gear Lubricants
The compounded gear lubricant is the third type of common lubricant. In general, a
compounded lubricant is mixed with a synthetic fatty acid (sometimes referred to as
fat) to increase its lubricity and film strength. The most common application for these
gear lubricants is worm gear applications.
Because of sliding contact and the negative effects of EP agents, compounded

lubricants are generally the best choice for these applications. Compounded oils are

also referred to as cylinder oils because these lubricants were originally formulated
for steam cylinder applications.[10]
Summary of Literature Review

Based on the above literature we reviewed, it is clear that alloy steel is the best
material for the gear because it has highest value of elastic limit, hardness and fatigue
loading. Along with this it has moderate value of environmental aspect and lowest
cost of material. For the drive shaft, Aluminum Alloy is chosen. The reason for the
selection of Aluminum Alloy is production by extrusion, has good mechanical
properties and exhibits good weld ability. The key must be made of the same material,
so the material for the key is also Aluminum alloy. Roller bearings are able handle a
much heavier radial loads because they do not use balls instead they have cylinders
allowing more contact between the races. Due to the above reasons we have select
rolling bearing element (especially roller bearing). We have select compounded gear
lubricants based on the above definition. Specifically, we decided to use oil as a
lubricant for the gears and grease as a lubricant for the bearings.

CHAPTER THREE
GEOMETRIC ANALYSIS
The given parameters for this design of gearbox are the following:
Manual gearbox specifications
Product: Manual transmission gearbox
Gear Ratio:
Four speed box

Top 1
3rd 1.3
2nd 2.1
1st 3.4
Reverse 3.5
Drive Torque: 230Nm@1600-2000rpm
Type: Constant Mesh

3.1 Methodology
Number of
teeth
pitch
diameter
Gear face width
Torque &
Dog clutch
Velocity
Radial
Force
Analysis
Tangential
Main shaft
Geometric
Analysis
Housing Lay shaft
Bending
Moment
Analysis
Shaft Input shaft
Design of
diameter
Idler shaft
Muff
Key
coupling

3.2 Design of Gears
G I
A C E
J
F H
B D
figure 3.1: assembly drawing of 4 speed constant mesh gearbox
A) Input shaft power: from input torque and speed

2𝜋𝑁𝑇 2𝜋(2000)(230)
𝑃𝑖 = = = 48.171𝑘𝑤
60 60
B) The number of teeth and speed of each gear
The gear ratio can be determined by considering main shaft Gear speed and the speed
of the engine shaft but the gear ratio is already given in the specification of the project
so determine the speed and number of teeth of each of the gears from the gear ratio.
 Number of teeth, speed and torque of each gear
 The 20° stub full depth system has a strong tooth to take heavy loads,
so it selected this for this design.
 The minimum number of teeth on the pinion in order to avoid
interference is given as:-
Where, AW =Fraction by which the standard addendum for the wheel multiplied
TP= Number of teeth on the pinion,
TG= Number of teeth on the gear,
∅ =pressure angle and
G= gear ratio of pinion gear with the meshed counter gear
2𝐴
𝑇 =
1 1
𝐺( (1 + ( + 2) sin ∅ ) − 1)
𝐺 𝐺
From specification driving speed [1600-2000rpm] therefore, let’s take in between for
the speed of counter shaft {NC= }=1800rpm.This speed is constant
throughout the counter shaft since the gears are mounted in fixed. And gear ratio for
gear to pinion (G) given as;
G= TDRIVEN/TDRIVER =NDRIVER/NDRIVEN=2000RPM/1800RPM =1.11

2∗1
𝑇 = = 18
1 1
1.11( (1 + ( + 2) sin 20 ) − 1)
1.11 1.11
Where, Aw= = = 1, ha=Addendum and m=module
Even books say, for 20° stub full depth system minimum teeth number standard for
pinion is14.
Number of teeth and speed of each gear
st
 1 Gear ratio꞉
Gear ratio (G.R) = =
𝑁𝐴 𝑁𝐻 𝑇𝐵 𝑇𝐺
𝐺1 = = = 3.4
𝑁𝐵 𝑁𝐺 𝑇𝐴 𝑇𝐻
But NB=ND= NH=NJ=1800rpm……… (On the same shaft)
G1= 𝑁𝐺 = = =588.24rpm
.
We know that the distance between the two shafts (main shafts lay shafts is constant
then.)
 TA+TB=TC+TD=TE+TF=TG+TH=TI+TJ+TK
 TA+TB =TG+TH …………………………………………………. Eq(1)
 NB=ND=NF= NH=NJ=1800RPM ……………………………… Eq(2)
G1 = =3.4………..but from G= =1.11TB=1.11TA………………………Eq

(3)
TB=1.11TA =1.11*30=33……..since, assume TA=30
G1 = =3.41.11* =3.4 =3.06TG=3.06TH……………………..Eq (4)
By Substitute Equation (3) and (4) into Equation (1)
TA+TB =TG+TH30+33=3.06* TH+ THTH=15
Then from Equation (1) TA+TB-TH =TGTG =63-15 =48
 2nd gear ratio꞉
G2 = = =2.1 ……………………Equation (1) but,

NF=NB=1800rpm
 G2= 𝑁𝐸 = = =952.4rpm
.
,and =1.11
= G21.11* =2.1TE=1.89* TF ……….Equation (2)
TA+TB=63=TE+TF…… Equation (3)
By substitute the values of TA, TB& TE
TF=63-TE=TF=63-1.89TF TF=22 and  TE=63-22=41
 3rd gear ratio꞉

G3= = =1.3…………………… Equation (1) but, ND=NB
 G3= 𝑁𝐶 = = =1538.5rpm

.
1.11* = 1.3 TC=1.17* TD …………………..Equation (2)

TA+TB =TC+TD………………………….…… Equation (3)
We substitute the values of TA, TB & TC
TD=TA+TB –TC=63-1.17* TD TD=29 and  TC=1.17*29=34
 Top gear: running speed (NA)=2000 rpm
 Reverse gear꞉
Gr= = =3.5 = =3.5…………………… Equation (R1)
1.11 =1.11 =3.5 and 1.11 =3.5NI= = =571.4rpm

. .
=3.51.11 =3.5 TI=TJ*3.15……….…… Equation (R2)

TA+TB =TK+TI+ TJ………………………..……… Equation (R3)
Assuming that the idle gear teeth is TK = 14
Substitute the values of TA, TB & TK from Equation (R2) into Equation (R3)
1.11 =3.5  TI =3.15TJ
TA+TB =TK+TI+ TJ 63=14+3.15TJ+TJ
TJ=15, TI =3.15*TJ  TI=47
∗ ∗
=  NK = = = 1928.8rpm
𝑁𝐴 𝑁𝐽 2000 × 1800 2000

= 3.5 = , 𝑁𝐼 = = 571.4𝑟𝑝𝑚
𝑁𝐵 𝑁𝐼 1800 × 𝑁𝐼 3.5
C) Torque of each gear
Power is product of torque (T) and speed since
power in =power out. (Energy conservation)
p=Tiωi=Toωo=47171w
TB= TA =230* =255.5 Nm
TB=TD=TF=TH=TJ=255.5 Nm…….Since they are in same shaft.
TC= TD =255.5 Nm* =299Nm
.
TE=TF =255.5* =483 Nm

.
TG=TH =255.5* =782 Nm

.
TI =TJ =255.5* =805 Nm

.
TK=TJ =255.5* =238 Nm

.

The geometry of helical gear
Figure 3.2: geometry of gears[1]

The type of helical gear selected for this design is single helical gear (not
double).Therefore; common terms (required parameters) are listed below.
 Helix angle; It is a constant angle made by the helices with the axis of rotation
 Axial pitch (circular pitch= p): It is the distance, parallel to the axis, between
similar faces of adjacent teeth. Axial pitch may also be defined as the circular
pitch in the plane of rotation or the diametral plane.
 Normal pitch (Pn): distance between similar faces of adjacent teeth along a
helix on the pitch cylinders normal to the teeth.
 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.
 Circular pitch: the distance measured on the circumference of the pitch circle
from a point of one tooth to the corresponding point on the next tooth.
 Addendum: radial distance of a tooth from the pitch circle to the top of the
tooth.
 Dedendum: radial distance of a tooth from the pitch circle to the teeth bottom.
 Clearance: It is the radial distance from the top of the tooth to the bottom of
the tooth, in a meshing gear.
 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: the radius that connects the root circle to the profile of the tooth.
 Path of contact: the path traced by the point of contact of two teeth from the
beg
 Total depth: It is equal to the sum of the addendum and Duodenum.
 Tooth thickness: It is the width of the tooth measured along the pitch circle.
 Tooth space: It is the space between the two adjacent teeth measured along
the
 Module: It is the ratio of the pitch circle diameter (in mm) to the number of
teeth. As it is recommended by American Gear Manufacturer’s Association.
Assume: - modulus of gear m=5
 Number of teeth=T

 Pitch circle diameter=D=mT
 Circular pitch =P=𝜋*m=𝜋*5=15.7
 Normal pitch (Pn): = P *cos ψ=15.7*cos30=13.6mm/teeth
 Addendum(A) = 0.8*m= 0.8* 5=4mm
 Dedendum(Dd) = m =5mm
 Minimum total depth = 1.8*m=1.8*5=9mm
 Minimum clearance = 0.2*m=1mm
 Thickness of tooth = 1.5708*m=1.5708*5=7.854mm.
 Face width(b):-
D
1.5p 1.5π ×
b= = T
tanα tan20
D 150
1.5π × 1.5𝜋 ×
T 30 = 65𝑚𝑚
𝑏 = =
tan20 𝑡𝑎𝑛20
D 150
1.5π × 1.5𝜋 ×
T 33 = 65𝑚𝑚
𝑏 = =
D 170
1.5π × 1.5𝜋 ×
T 34 = 65𝑚𝑚
𝑏 = =
D 145
1.5π × 1.5𝜋 ×
T 29 = 65𝑚𝑚
𝑏 = =
D 205
1.5π × 1.5𝜋 ×
T 41 = 65𝑚𝑚
𝑏 = =
D 110
1.5π × 1.5𝜋 ×
T 25 = 65𝑚𝑚
𝑏 = =
D 240
1.5π × 1.5𝜋 ×
T 50 = 65𝑚𝑚
𝑏 = =
D 75
1.5π × 1.5𝜋 ×
T 15 = 65𝑚𝑚
𝑏 = =
D 235
1.5π × 1.5𝜋 ×
T 39 = 65𝑚𝑚
𝑏 = =
D 75
1.5π × 1.5𝜋 ×
T 15 = 65𝑚𝑚
𝑏 = =
D 70
1.5π × 1.5𝜋 ×
T 14 = 65𝑚𝑚
𝑏 = =
A) pitch circle diameter
 Gear A: m= , DA=mTA , 5*30 = 150mm ,since TA=30

 Gear B: m= , DB=mTB , 5*33 =165mm ,since TB=33
 Gear C: m= , Dc=mTC , 5*34 =170mm ,since Tc=34
 Gear D: m= , DD=mTD , 5*29 =145mm ,since TD=29
 Gear E: m= , DE=mTE , 5*41 =205mm ,since TE=41
 Gear F: m= , DF=mTF , 5*25 = 110mm ,since TF=25
 Gear G: m= , DG=mTG , 5*50 =240mm ,since TG=50
 Gear H: m= , DH=mTH , 5*15 =75mm ,since TH=15
 Gear I: m= , DI=mTI , 5*39 =235mm ,since TI=39
 Gear J: m= , DJ=mTJ , 5*15 =75mm ,since TJ=15
 Gear K: m= , DK=mTK , 5*14 =70mm ,since TK=14

B) Outer diameter (mm) DO=D+2A=DO+8
 Gear A꞉DA+8 = 150+8 =158
 Gear B꞉ DB+8 = 165+8 = 173
 Gear C꞉DC+8 = 170+8 = 178
 Gear D꞉DD+8 = 145+8 = 153
 Gear E꞉DE+8 = 205+8 = 213
 Gear F꞉DF+8 = 110+8 = 118
 Gear G꞉DG+8 = 240+8 = 248
 Gear H꞉DH+8 = 75+8 = 83
 Gear I꞉DI+8 = 235+8 = 243
 Gear J꞉DJ+8 = 75+8 = 83
 Gear K꞉DK+8 = 70+8 = 78
C) Base circle diameter of gear
Assume in volute angle α=20°
Gear A꞉ DACOS20° =141
Gear B꞉ DBCOS20° = 155
Gear C꞉ DCCOS20° = 160
Gear D꞉ DDCOS20° = 136
Gear E꞉ DECOS20° = 193
Gear F꞉ DFCOS20° = 103
Gear G꞉ DGCOS20° = 226

Gear H꞉ DHCOS20° = 70
Gear I꞉ DICOS20° = 221
Gear J꞉ DJCOS20° = 70
Gear K꞉ DKCOS20° = 66
D) Peripheral velocity for all gear
∗ ∗ ∗ ∗
 For top gear and pinion VA =VB = ∗
= ∗
=15.7m/s
∗ ∗ ∗ ∗ .
 For third gear VC = VD = ∗
= ∗
=13.7m/s
∗ ∗ ∗ ∗ .
 For second gear VE = VF = ∗
= ∗
=10.22m/s
∗ ∗ ∗ ∗
 For first gear VG =VH= ∗
= ∗
=7.06m/s
∗ ∗ ∗ ∗ .
 For reverse gear V = V = V = = = 7.06𝑚/𝑠
∗ ∗
3.3 Force Analysis
Figure 3.3: Helical gear acting force J.K.GUPTA[1]
1. Tangential component (F ): the direction of tangential component for driving

gear is opposite to the direction of rotation .the direction component for driven
gear is same as the direction of rotation.
𝑇𝑜𝑞𝑢𝑒
𝐹 =
𝑟𝑎𝑑𝑖𝑢𝑠

2. Radial component (F ):the radial component on pinion acts towards the center
of pinion.The radial component on gear acts towards the center of gear.
𝐹 = 𝐹 tanφ
3. Axial or thrust components (F ): the direction of the thrust component for
pinion gear will be opposite to that for the gear.
𝐹 = 𝐹 tan ψ
 φ =200 as higher pressure angle can produce a smaller pinion with a

complaining smaller and based on the most widely used presser angle.
 Helix angle (ψ) = 300, the helix angle is always measured on the cylindrical
pitch surface. Values are not standardized but commonly range between 25°
and 45°. Lower values give less end thrust, but higher values tend to give
smoother operation.
Tan φn =tan φ*cos ψ = tan 20*cos 30=0.3152 then ,φn=17.5o.
For 1st gear (G, H)
 Ft=P/VG=47171/7.06=6681.44N
 Fr=Ft*tanφ=6681.44*tan20=2431.84N
 Fɑ=Ft*tanψ=6681.44*tan30=3857.53N
 Fb=Ft*cosψ=6681.44*cos30=5786.3N
 F=Fb/cosφn=5786.3/0.9537=6067.21N
For 2ndgear (E, F)
 Ft =P/VE=47171/10.22=4615.56N
 Fr=Ft*tanφ=4615.56*tan20 =1679.9N
 Fɑ=Ft*tan ψ=4615.56*tan30= 2664.79N
 Fb=Ft*cos ψ=4615.56*cos30=3997.2N
 F=Fb/cosφn=3997.2/0.9537=4191.26N
For 3rd gear (C, D)
 Ft = P/VC =47171/13.7=3443.13N
 Fr=Ft*tanφ=3443.13*tan20 =1253.2N
 Fɑ=Ft*tanψ=3443.13*tan30=1987.89N
 Fb=Ft*cosψ=3443.13*cos30=2981.84N
 F=Fb/cosφn=2981.84/0.9537=3126.6N
For top gear (A, B)

 Ft = P/VA =47171/15.7=3004.5N
 Fr=Ft*tan φ=3004.5*tan20 =1093.5N
 Fɑ=Ft*tanψ=3004.5*tan30=1734.6N
 Fb=Ft*cosψ=3004.5*cos30=2602N
 F=Fb/cosφn=2602/0.9537=2728.3N
For reverse gear (I, J, K)
 Ft =P/VK=47171/7.06=6681.4N
 Fr =Ft*tan φ=6681.4*tan20 =2431.8N
 Fɑ=Ft*tan ψ=6681.4*tan30= 3857.5N
 Fb=Ft*cosψ=6681.4*cos30=5786.3N
 F=Fb/cosφn=5786.3/0.9537=6067.2N
Where, Ft = tangential load
Fr= radial load
Fɑ=axial load
F= resultant load
Strength analysis of helical gear
Based on the above literature reviewed Alloy steel is selected as a gear material for
the design of this constant mesh manual gearbox, specifically Stainless steel.
Mechanical properties of Stainless Steel
 Hardness, Brinell = 123

 Tensile Strength, Ultimate = 505Mpa
 Tensile strength, Yield = 215Mpa
 Allowable stress = 172Mpa
 Modulus of elasticity = 193 – 200Gpa
 Poisson’s Ratio = 0.29
 Service factor (CS) =1.25…. (24 hour service)
Load and stress analysis
In helical gears, the contact between mating teeth is gradual, starting at one end and
moving along the teeth so that at any instant the line of contact runs diagonally across
the teeth. Therefore in order to find the strength of helical gears, a modified Lewis
equation is used. It is given by:
σw=W/(𝜋m *Cv*b* y′)
 Tooth form factor (y′)=0.175-(0.841/ TE),
 Velocity factor Cv=6/(6+V) if V=5-10m/s
 Cv=15/(15+V) if V=10-20m/s.
Note; Even if designs are made according to the pinion but in this design all loads are
founded. And loads of the meshed gears are almost the same (like A&B).

Table3.1Tangential load, developed stress
Gear A B C D E F G H I J K
Tangential 3835 383 439 439 5892 589 852 852 852 8529 852
tooth load 5 5 5 2 9 9 9 9
W=(P*Cs)/V
Noof 46 51 52 45 63 69 77 23 60 23 22
Equivalent
Teeth,TE=T/
cos3ψ
Lewis 0.157 0.15 0.15 0.15 0.16 0.15 0.16 0.13 0.16 0.13 0.13
factor(y′) 8 6 8 1 3 4 8 0 8 6
Velocity 0.449 0.44 0.47 0.47 0.53 0.53 0.40 0.40 0.44 0.44 0.44
coefficient 9 8 8 1 1 8 8 8
(CV)
Developed 52 53 58 59 67 80 133 156 97 135 137
Stress(σw) in
N/mm2
Since all the stress developed are less than the allowable stress (172N/mm2), the
design is safe.
Static Tooth Load
Static load is given by 𝑤 = 𝜋 × 𝜎 × 𝑏 × 𝑚 × 𝑦
Where, 𝜎 = 172𝑀𝑝𝑎
b = 65mm
m=5
.
𝑦 = 0.175 −
Using the above formula the static load of all the gears is calculated and stated as
follows:
Table 3.2: Static tooth load of all the gears
GEARS Y Static load (Ws) in KN

A 0.1469 25.8
B 0.1465 25.7
C 0.1473 25.9
D 0.143 25.1
E 0.1545 27.1
F 0.1338 23.5
G 0.1545 27.1
H 0.1154 20.3
I 0.1541 27.1
J 0.1154 20.3
K 0.1119 19.65
Dynamic Tooth Load

( × × )
Dynamic tooth load is given by:- 𝑊𝑑 = 𝑊𝑡 +
√ × ×
Where, c = deformation factor = 228N/mm
V = 11250mm/s
Based on the above formula the dynamic tooth load of all the gears can be calculated
and listed as follows:-
Table 3.3: Dynamic tooth load of all the gears
GEARS Tangential force (Wt) in Dynamic Tooth load (WD)

KN in KN
A 3.0666 14.8
B 3.0666 14.8
C 3.4187 14.8
D 3.4187 14.8
E 4.4927 14.8
F 4.4927 14.8
G 6.4554 14.8
H 6.4554 14.8
I 7.8075 14.8
J 7.8075 14.8
K 7.8075 14.8
Figure 3.4: Isometric view of our helical gear

3.4 Design of Shaft
General considerations
ii. To minimize both deflections and stresses, the shaft length is kept as short
as possible and overhangs minimized.
iii. A cantilever beam will have a larger deflection than a simply supported
(straddle mounted) one for the same length, load, and cross section, so

straddle mounting is used unless a cantilever shaft is dictated by design
constraints.
iv. A hollow shaft has a better stiffness/mass ratio (specific stiffness) and
higher natural frequencies than a comparably stiff or strong solid shaft, but
will be more expensive and larger in diameter.
v. Trying to locate stress-raisers away from regions of large bending moment
if possible and minimize their effects with generous radii and relief.
vi. General low carbon steel is just as good as higher strength steels (since
deflection is typical the design limiting issue).
vii. Deflections at gears carried on the shaft should not exceed about 0.005
inches and the relative slope between the gears axes is less than about 0.03
degrees.
viii. If plain (sleeve) bearings are to be used, the shaft deflection across the
bearing length is less than the oil-film thickness in the bearing.
ix. If non-self-aligning rolling element bearings are used, the shaft’s slope at
the bearings is kept to less than about 0.04 degrees.
x. If axial thrust loads are present, they are taken to ground through a single
thrust bearing per load direction. Do not split axial loads between thrust
bearings as thermal expansion of the shaft can overload the bearings.
 Based on the Literature reviewed, for the shaft, Aluminum Alloy is chosen.
The reason for the selection of Aluminum Alloy is production by extrusion,
has good mechanical properties and exhibits good weld ability.[4]
Mechanical properties of Aluminum alloy
 Tensile Yield strength(Mpa) = 310
 Shear strength(Mpa) = 190
 Hardness Vickers(HV) = 100
 Density(kg/m3) = 2700
 Melting point(0c) = 650
3.4.1 Design of Lay shaft
Let’s assume; the lengths for the lay shaft:
 L1=72.5mm L2=185mm L3=72.5mm L4=185mm, L5=72.5mm L6=185mm
 LT=L1+L2+L3+L4+L5+L6=773mm (overall shaft length of the lay shaft).
Reaction and moment

Figure 3.5: tangential and radial load on lay shaft
A) Reaction and moment in x, y plane (radial load)
FrB FrD FrF FrH FrJ
72.5 185 72.5 185 72.5 185
R1 R2
Figure 3.6: radial load

 ΣFy =0 , 0=Rr1+Rr2-FrB-FrD-FrF-FrH–FrJ from the above force analysis(Fr)
Rr1+Rr2= 1093.5N +1253.2N+1679.9N+2431.8N+2431.8N
Rr1+Rr2=8890.2N……………………………………………………… (1)
 ΣMo=0
0=72.5*1093.5N+257.5*1253.2N+330*1679.9N+ 515*2431.8N + 587.5 * 2431.8N -
773*R2
 R2 =4705.56N and R1=4184.64N ………from equation (1)
The moment of each point;
+ ΣMB=Rr1(0.0725)=4184.64(0.0725) =303.38Nm
+ ΣMD=4184.64(0.2575)-1093.5(0.185) =875.24Nm
+ ΣMF= 4184.56(0.330) -1093.5*0.2575-1253.2(0.0725)=117.5Nm
+ ΣMH= 4184.56(0.515) -1093.5*(0.4425)-1253.2(0.2575) -1679.9(0.185) =
1037.7Nm
+ ΣMJ= 4705.56(0.185) =870.5Nm
Table 3.4 Bending moment of radial load lay shaft
Moment(Mr) MB MD MF MH MJ
Value (Nm) 303.4 875.3 117.5 1037.7 870.5

B) Reaction and moment in x, z plane ( tangential load )
FtB FtD FtF FtH FtJ
72.5 185 72.5 185 72.5 185
R1 R2
Figure 3.7: reaction and moment in x, z plane in lay shaft

 ΣFy =0 , 0=R1+R2-FtB–FtD -FtF–FtH–FtJ from the above force analysis(Ft)
Rt1+Rt2=3004.5N+3443.13N+4615.56N+ 6681.44N+6681.4N
Rt1+Rt2=24426N…………………………………… (1)
 ΣMo=0,
0=72.5*3004.5N+257.5*3443.13N+330*4615.56N+515*6681.4N+587.5*6681.4N-
773*Rt2
Rt2 =12928.7N, and Rt1=11497.3N ……… from equation (1)
The moment of each point;
+ ΣMB=Rt1(72.5) =11497.3(0.0725) = 833.5Nm
+ ΣMD= 11497.3 (0.2575)-3004.5(0.185) =2404.7Nm
+ ΣMF=11497.3 (0.330) -3004.5*0.2575-3443.13(0.0725) = 2770.8Nm
+ ΣMH=11497.3 (0.515) -3004.5*(0.4425) -3443.13 (0.2575) -4615.56(0.185) =
2851Nm
+ ΣMJ=12928.7 (0.185) =2391.8Nm
Table 3.5: Bending moment of tangential load for lay shaft

Moment(Mt) MB MD MF MH MJ
Value (Nm) 833.5 2404.7 2770.8 2851 2391
C) The resultant moment
ΣMB= 𝑀 2 + 𝑀 2 = (303.4) + (833.5) = 887Nm

ΣMD= (875.3) + (2404.7) =2559Nm
ΣMF= (117.5) + (2770.8) =2773.3Nm
ΣMH= (1037.7) + (2851) =3034Nm

ΣMJ= (870.5) + (2391) =2544.5Nm
Table 3.6: Resultant bending moment for lay shaft

Moment(M) MB MD MF MH MJ
Value (Nm) 887 2559 2773.3 3034 2544.5
Fig 3.8: Resultant bending moment and shear force Diagram of lay shaft
The maximum bending moment is MH=3034Nm
We know that the equivalent twisting moment is given by,𝑇 = √𝑀 + 𝑇
T= the maximum torque input transferred =255.5Nm (lay shaft torque)
Te= (3034 + 255.5 ) =>Te =3044.7Nm

According to maximum shear stress theory;
𝜋
Te = 𝜏 d
16
The material of the shafts is Aluminum alloy Grade 6061 – T6 with Yield strength of
310Mpa from van mosses stress theory of failure:
𝛿
𝜏 =
2𝑛
Where, n= 3 = factor of safety,
𝛿=yield strength
310𝑀𝑝𝑎
𝜏 = = 51.67𝑁/𝑚𝑚
2(3)
𝜋
, 𝑎𝑛𝑑 𝑇𝑒 = (51.67) × 𝑑
16
16 × 3044.7 × 1000
𝑑 = = 291,630.2𝑚𝑚
𝜋 × 51.67
𝑑 = √300107 = 67𝑚𝑚 (lay shaft diameter for the gearbox).
3.4.2 Design of main shaft
Reaction and moment
Figure 3.9: main shaft

Let’s assume the length and position of the gears on the main shaft as follows
depending on the motion of the gears at the time of change.
 L1=185mm,
 L2=72.5mm,
 L3=185mm,
 L4=72.5mm,
 L5=185mm
LT =L1+L2+L3+L4+L5
=185mm+72.5 mm +185 mm +72.5 mm +185 mm
=700mm (overall length of the main shaft)
A) Reaction force and moment in (x, y) plane vertical (radial loads)

B)
FrC FrE FrG FrI
185 72.5 185 72.5 185
R3 R4
Figure 3.10: Reaction force and moment in (x, y) plane vertical for main shaft
 ΣFy =0 ,
0=R3+R4-FrC–FrE–FrG–FrI from the above force analysis(Fr)
R3+R4= 1253.2N+1679.9N+2431.8N+2431.8N
R3+R4=7796.7N……………………………………………………… (1)
 ΣMo=0,
R4*700=2431.8*515N+2431.8*442.5N+1679.9*257.5N+1253.2*185N
R4=4275.5N
R3=3521N……… from equation (1)
The moment (xy) at each gear:
+ ΣMc=R3* (L1) =3521(0.185) =651Nm
+ ΣME=3521(0.2575) - 1253.2(0.0725) =815.8Nm
+ ΣMG=3521(0.4425) – 1253.2(0.2575) – 1679.9(0.185) =924.6Nm
+ ΣMI=4275.2(0.185) =790.9Nm
Table 3.7: Bending moment of radial load for main shaft
Moment (Mr) MC ME MG MI
value (Nm) 651 815.8 924.6 790.9
C) The force and the moment at (x, z) plane horizontal (tangential loads)
FtC FtE FtG FtI
185 72.5 185 72.5 185
R3 R4
Figure 3.11: The force and the moment at (XY) plane horizontal for main shaft

 ΣFy =0,
0=R3+R4-FtC–FtE–FtG–FtI from the above force analysis(Ft)
Rt3+Rt4= 3443.13N+4615.56N+6681.44N+6681.44N
Rt3+Rt4=21421.6N……………………………………………………… (1)
 ΣMo=0,
0= +185*3443.13N+257.5*4615.56N+442.5*6681.44N+ 515*6681.44N-
700*R4
Rt4=11747N
Rt3 = 9674.6N ……… from equation (1)
The moment (x, z) at each gear:
+ ΣMc=R3* (L1) =9674.6(0.185) = 1789.8Nm
+ ΣME=9674.6(0.2575) - 3443.13(0.0725) =2241.5Nm
+ ΣMG=9674.6(0.4425) – 3443.13(0.2575) -4615.56(0.185) =2540.5Nm
+ ΣMI=11747(0.185) =2173Nm
Table 3.8: Bending moment of tangential load for main shaft
Moment (Mt) MC ME MG MI
value (Nm) 1789.8 2241.5 2540.5 2173
D) The resultant bending moment
ΣMC= (𝑀𝑐 ) + (Mc ) = (651) + (1789.8) =1904.5Nm

ΣME= (815.7) + (2241.5) =2385Nm
ΣMG= (924.6) + (2540.5) =2703.5Nm
ΣMI= (790.9) + (2173) =2312Nm
The moment values are summarized in the table below.
Table 3.9: Resultant bending moment for main shaft
Moment (Mt) MC ME MG MI
value (Nm) 1904.5 2385 2703.5 2312

Fig 3.12: Resultant bending moment and shear force diagram of main shaft
The maximum bending moment is MG=2703.5Nm and from equivalent twisting
moment is given by,
𝑇 = 𝑀 +𝑇
Where, T= the maximum torque input transferred =805Nm (main shaft torque)
𝑇 = √2703.5 + 805 =>Te =2820.8Nm, and
𝜋
Te = 𝜏 d
16
𝛿
𝜏 =
2𝑛
𝛿=yield strength
310𝑀𝑝𝑎
𝜏 = = 51.67𝑁/𝑚𝑚
2(3)
𝜋
, 𝑎𝑛𝑑 𝑇𝑒 = (51.67) × 𝑑
16
16 × 2820.8 × 1000
𝑑 = = 278037.8𝑚𝑚
𝜋 × 51.67
𝑑 = √305952 = 65𝑚𝑚 (main shaft diameter for the gearbox).
3.4.3 Design of the Input Shaft
The force and the moment at (x, z) plane horizontal (radial loads);

+ ΣM=1093.5(0.0725) =79.3Nm
Figure 3.13 input shaft

The force and the moment at (x, y) plane horizontal (tangential loads)
FtA
72.5
R
Fig 3.14: Tangential force onInput shaft
+ ΣMA=3004.5*(0.0725) =218
The resultant bending moment; ΣMA= (218) + (79.3) = 234Nm

The resultant Shear force becomes: ΣF.S= (3004.5) + (1093.5) = 3197.3𝑁
Fig 3.15: Resultant bending moment and Shear force diagram on Input shaft
From equivalent twisting moment is given by; 𝑇 = √𝑀 + 𝑇
T= the maximum torque input transferred =230Nm (input shaft torque)
Te= (234 + 230 ) =>Te =328Nm, and

𝜋
Te = 𝜏 d
16
𝛿
𝜏 =
2𝑛
𝛿=yield strength
310𝑀𝑝𝑎
𝜏 = = 51.67𝑁/𝑚𝑚
2(3)
𝜋
, 𝑎𝑛𝑑 𝑇𝑒 = (51.67) × 𝑑
16
16 × 328 × 1000
𝑑 = = 32330𝑚𝑚
𝜋 × 51.67
𝑑 = √32330 = 32𝑚𝑚 (Input shaft diameter for the gearbox).
3.4.4 Design of the idler gear shaft

The force and the moment at (x, z) plane horizontal (radial loads);
+ ΣMK=2431.8*(0.0725) =176.3Nm
The force and the moment at (x, y) plane horizontal (tangential loads);
+ ΣMK=6681.4*(0.0725) =484.4Nm
The resultant bending moment; ΣMK= (176.3) + (484.4) =515.48Nm
The resultant Shear force: ΣS.F= (2431.8) + (6681.4) = 7110.18𝑁
Fig 3.16: Resultant bending moment and Shear force diagram on Idler shaft
From equivalent twisting moment is given by; 𝑇 = √𝑀 + 𝑇
T= the maximum torque idler transferred =271Nm (idler shaft torque)
Te= (515.5 + 238 ) =>Te =568Nm, and
𝜋
Te = 𝜏 d
16

𝛿
𝜏 =
2𝑛
𝛿=yield strength
310𝑀𝑝𝑎
𝜏 = = 51.67𝑁/𝑚𝑚
2(3)
𝜋
, 𝑎𝑛𝑑 𝑇𝑒 = (51.67) × 𝑑
16
16 × 568 × 1000
𝑑 = = 55986𝑚𝑚
𝜋 × 51.67
𝑑 = √55986 = 38𝑚𝑚 (Idler shaft diameter for the gearbox).
3.5 KEY DESIGN
A key is a piece of mild steel inserted between the shaft and hub or boss of the pulley
to connect these together in order to prevent relative motion between them. It is
always inserted parallel to the axis of the shaft. Keys are used as temporary fastenings
and are subjected to considerable crushing and shearing stresses. A keyway is a slot or
recess in a shaft and hub of the pulley to accommodate a key.
A flat key is to be used with a round shaft to transmit a torque equal to the elastic
torque capacity of the shaft. Key and shaft material are made of the same ductile
material and the key in tightly fitted at its top and bottom. Aluminum alloy is selected
for key material.
Aluminum alloy Yield strength(Mpa)
6061 - T6 310
Estimating the length of flat key required. Also, comparing the estimate with the
length of square key required and suggesting a possible reason why a flat key might
be preferred in some cases.
Decisions:
1. The flat and square keys to be considered are of standard proportions.
2. The key and shaft materials are identical Aluminum Alloy.
3. Key clearances with the shaft and hub are small.
Assumptions:
1. Forces on the key sides are uniformly distributed.
2. The loading on the shaft is steady (no shock or fatigue).

Figure 3.17 flat and square key. J.K.GUPTA[1]
Design Analysis:
1. τ= Sys = 0.58Sy, shaft torque capacity is:
T= d3 (0.58Sy) ------------------- (a)
2. For a standard proportioned flat key, key torque capacity limited by compression is
T = (limiting stress)(contact area)(radius),
Hence, T = (Sy)*( )*( )
2
T = 0.047Sy Ld ------------------ (b)
3. For the flat key, key torque capacity limited by key shear is
T = 0.58Sy Ld2/8 ------------------------(c)
This torque capacity is the same for a square key.
4. Equating (a) and (b):
d3 (0.58Sy) = 0.047Sy Ld2
0.58πd/16 = 0.047L
Hence, L = 2.4d
Equating (a) and (c); d3 (0.58Sy) = 0.58Sy Ld2/8 => L = 1.57d
5. The flat key weakens the shaft less than does the square key since shallower seat is
required for the flat key.
Comment: The torque capacity with respect to shearing of the key is the same whether
a square key or a flat key of the same length (and of standard proportions) is used
because their widths are both equal to d/4. The torque capacity with respect to
compressive failure is, however, higher for a square key than a flat key since the
height of a square key is greater. But, both the standard proportioned square key and
flat key have the same torque capacity here because shear failure limits torque
capacity.
i. Key design for input shaft
 Input Shaft diameter d = 32mm
 Width W = d/4 = 32mm/4= 8mm
 Height h = 3W/4 = 3* 8/4= 6mm
 Thickness t = d/6 =32mm/6 = 5.3mm

 Length L (consider compression)
L = 2.4d=2.4*32 =76.8mm
 Length L (consider shear)
L = 1.57 d = 1.57*32= 50.24mm
Select the larger L = 76.8mm
ii. Key design for counter shaft
 counter Shaft diameter d = 67mm
 Width W = d/4 = 67mm/4= 16.75mm
 Height h = 3W/4 = 3* 15/4= 12.56mm
L = 2.4d=2.4*67 =160.8mm
L = 1.57 d = 1.57*67= 105.2mm
iii. Key design for design main shaft
 Main Shaft diameter d = 65mm
 Width W = d/4 = 65mm/4= 16.25mm
 Height h = 3W/4 = 3* 16.25/4= 12.18mm
L = 2.4d=2.4*65 =156mm
L = 1.57 d = 1.57*65= 102.05mm
Select the larger L = 156mm
iv. Key design for design idler shaft
 Input Shaft diameter d = 38mm
 Width W = d/4 = 38mm/4= 9. 5mm
 Height h = 3W/4 = 3* 9.75/4= 7.125mm
 Length L (considering compression)
L = 2.4d=2.4*38=91.2mm
 Length L (considering shear)
L = 1.57 d = 1.57*38= 59.66mm

3.5.1 Sleeve or muff coupling design
It is the simplest type of rigid coupling, made of cast iron. It consists of a hollow
cylinder whose inner diameter is the same as that of the shaft. It is fitted over the ends
of the two shafts by means of a gibe head key. The power is transmitted from one
shaft to the other shaft by means of a key and a sleeve. It is, therefore, necessary that
all the elements must be strong enough to transmit the torque. The selected
proportions of a cast iron sleeve; having shear max.=54Mpa.
Figure 3.18: sleeve. J.K.GUPTA[1]

 Sleeve for input shaft
Outer diameter of the sleeve,
D=2d+ 13mm=2*32+13=77mm
Length of the sleeve= 3.5d= 3.5*32 = 112mm
×
Te = 𝜏 d ,𝜏 = = ×
= 35𝑀𝑝𝑎
Since, 32Mpa<54Mpa the design is safe.

 Sleeve for counter shaft
D=2d+ 13mm=2*67+13=147mm
×
Te = 𝜏 d ,𝜏 = = ×
= 4𝑀𝑝𝑎

 Sleeve for main shaft
D=2d+ 13mm=2*65+13=143mm
Length of the sleeve= 3.5d= 3.5*65 = 227.5mm
×
Te = 𝜏 d ,𝜏 = = ×
= 4𝑀𝑝𝑎

 Sleeve for idler shaft
D=2d+ 13mm=2*38+13=89mm
×
Te = 𝜏 d ,𝜏 = = = 21𝑀𝑝𝑎
×
3.6 Selection of Bearing [1]

Standard dimensions and designations of ball bearings
The dimensions that have been standardized on an international basis are shown in
Fig below. These dimensions are a function of the bearing bore and the series of
bearing. The standard dimensions are given in millimeters. There is no standard for
the size and number of steel balls. The bearings are designated by a number. In
general, the number consists of at least three digits. Additional digits or letters are
used to indicate special features e.g. deep groove, filling notch etc. The last three
digits give the series and the bore of the bearing. The last two digits from 04 onwards,
when multiplied by 5, give the bore diameter in millimeters. The third from the last
digit designates the series of the bearing. The most common ball bearings are
available in four series as follows; [1]
Fig 3.19 Bearings[1]
1. Extra light (100), 2. Light (200),
3. Medium (300), 4. Heavy (400)
From the previous shaft design calculations we have got the diameters of 67 mm for
lay shaft and 66 mm for main shaft so this are the bore diameters of the bearing.
Depending on this value we select a standard bearing sizes from Table27.1 Principal
Dimensions for radial ball bearings. [1]
Table 3.10: for lay shaft
Bearing No. Bore (mm) Outside diameter Width (mm)

413 67 160 37
Table 3.11: For main shaft

Bearing No. Bore (mm) Outside diameter Width (mm)
412 65 130 31
Selection of radial ball bearings
In order to select a most suitable ball bearing, first of all, the basic dynamic radial
load is calculated. It is then multiplied by the service factor (KS) to get the design
basic dynamic radial load capacity.
After finding the design basic dynamic radial load capacity, the selection of bearing is
made from the catalogue of a manufacturer. The following table shows the basic static
and dynamic capacities for various types of ball bearings.
Since the average life of the bearing is 6 years at 8 hours per day, therefore life of the
bearing in hours,
LH= 6 × 300 × 8 = 14 400 hours ….. (Assuming 300 working days per year)
And life of the bearing in revolutions,
L= 60 N× LH = 60 × 2000 × 14 400= 1728 × 106 rev
We know that the basic dynamic equivalent radial load,
𝑊 = 𝑋. 𝑉. 𝑊𝑅 + 𝑌. 𝑊𝐴 ……………….eqn (1)
In order to determine the radial load factor (X) and axial load factor (Y), we require
𝑊𝐴/𝑊𝑅 and 𝑊𝐴/𝐶0.
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 /C 0= 0.5 and
WA/WR = 3839.9 / 2869.4 = 1.33 (which is greater than e= 0.44) 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 × 2869.4 + 1 × 3839.9 = 5446.7 N
From Table 27.5, find that for uniform and steady load, the service factor (KS) for ball
bearings is 1. Therefore the bearing should be selected for W= 5446.7 N.
Basic dynamic load rating;
𝐶 = 𝑊( ) /
=5446.7(1728 × 106 /106 ) 1/3 =72.8 KN ... (k= 3, for ball
^
bearings)

At Table 27.6, selecting the bearing No. 315 which has the following basic capacities,
C0 = 72000 N and C= 90 KN = 90 000N, now
WA/C0= 3839.9 /72000 = 0.053
At Table 27.4, the values of X and Y are X= 0.56 and Y= 1.6 Substituting these
values in equation (i), dynamic equivalent load,
W= 0.56 × 1 × 2869.4+ 1.6 × 3839.9 = 7750.7 N
Basic dynamic load rating,
𝐶 = 𝑊( ) /
= 7750.7 (1728 × 106/106)1/3 = 115 635 N = 88.1 KN
^
At Table 27.6, the bearing number 412 having C= 85KN, may be selected.
3.7 Design of Housing
Gearbox housings or casings are containers in which the internals, namely, the gears,
shafts, bearings, oil seals, bearing covers and other components are mounted. As a
material for gearbox casings, good quality cast iron is used in most of the cases. Cast
iron housings have good damping properties and are free from noise.
A gearbox housing in general consists of two halves sections, the upper half and the
lower half. The mating surfaces of the two halves are properly machined and suitable
gaskets are provided between them to secure tightness against entry of dust and
leakage of oil.
The upper and the lower casings are then bolted together and are also provided with
dowel pins for proper alignment. Oil seals are fitted inside the grooves on the bearing
covers through which the shafts project out. Bolt holes are bored on the bottom flange
of the lower casing for securing the gearbox to its support.
Generally the housing serves as
 A base for mounting gears

 Ensure a relative alignment of their axis
 A support for bearings and bearing seals and as an oil bath for the gears
The housing is usually cast from gray cast iron, sometimes it may be steel casings, if
individually manufactured, the housing can be made by welding of steel plates.
For this project, the casing is made by welding using steel plates
The housing dimensions of a three shaft two-stage reduction units can be determined
from the following empirical relation.
DB = Outside diameter of gear in lay shaft =173 mm

DG = Outside diameter of gear main shaft =248 mm
Center distance between input shaft and counter shaft is
+ = + =211mm (C2)
Where is the largest dimension height in the of the housing in (mm)
𝐿 = (𝑐𝑒𝑛𝑡𝑒𝑟𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒𝑏/𝑛𝑠ℎ𝑎𝑓𝑡
+ (𝑜𝑢𝑡𝑒𝑟𝑟𝑎𝑑𝑖𝑢𝑠𝑜𝑓𝑔𝑒𝑎𝑟𝑠𝑖𝑛𝑡ℎ𝑒𝑚𝑎𝑖𝑛𝑎𝑛𝑑𝑙𝑎𝑦𝑠ℎ𝑎𝑓𝑡 /2) + 𝑐𝑙𝑒𝑎𝑟𝑎𝑛𝑐𝑒
Take Clearance between a gear and gear box (C’) making it 20mm
𝐿 = 211 + 248 + 173 + 20 = 652𝑚𝑚
And selected steel castings which are case hardened so having these dimensions the
wall thickness(S) of the gear box can be found according to the following table.
Table 3.12: Material Selection for Housing
Material On case hardened gears Through hardened gears

CI castings 0.007L +6mm 0.010L +6mm
Steel castings 0.005L+4mm 0.007L +4mm
Welded construction 0.004L +4mm 0.005L +4mm
Where, L = center distance + largest dimension height
L = 652 + 211 = 862mm
The thickness of the housing is calculated as follows
S=0.007(862) + 4mm =10 mm
The length of the gear box housing=840mm +40 =880mm
The largest width of the gear box =largest gear diameter +clearance
= 248 +20=268mm

CHAPTER FOUR
RESULT AND DISCUSSION

Table 4.1: final result of the gears
Gear No of teeth Pitch Torque 𝑭𝒕 (𝑵) 𝑭𝒓(N) 𝑭𝒂 (N) Velocity

diameter (Nm) (m/s)
(mm)
A 30 150 230 3004.5 1093.5 1734.6 15.7
B 33 165 255.5 3004.5 1093.5 1734.6 15.7
C 34 170 299 3443.13 1253.2 1987.89 13.7
D 29 145 255.5 3443.13 1253.2 1987.89 13.7
E 41 205 483 4615.16 1679.9 2664.79 10.22
F 22 110 255.5 4615.56 1679.9 2664.79 10.22
G 48 240 782 6681.44 2431.8 3857.53 7.06
H 15 75 255.5 6681.44 2431.8 3857.53 7.06
I 47 235 805 6681.44 2431.8 3857.53 7.06
J 15 75 255.5 6681.44 2431.8 3857.53 7.06
K 14 70 238 6681.44 2431.8 3857.53 7.06
The above table shows the relation between the numbers of teeth, pitch diameter,
Torque, tangential, radial, and axial loads and peripheral velocities of each gear. The
maximum Torque is developed in gear “G” which is the first gear and the maximum
speed is developed on gear “A” which is the top gear. We calculate stress developed
on each gear is less than that of the allowable stress which is 172Mpa. When the
diameter of the driven gear increases the torque of the driven gear also increases, but
if the diameter of the driven gear decreases relative to the driver gear then the speed
of the driven gear increases while reducing torque.
Table 4.2: final result of the shaft
Shaft Diameter(mm) Length(mm) 𝑭𝒕(𝑵) 𝑭𝒓 (N) Torque(Nm)
In put 32 150 3004.5 1093.5 328

Out put 65 700 21421.6 7796.7 3104
Counter 67 773 24426 8890.2 2958.7
Idler 38 150 6681.44 2431.8 568
In this design of constant mesh gearbox there are totally four shafts as stated in the
above table and we can see which shaft produces maximum torque and which shaft
produces minimum torque. Based on the above table it is clear that the main shaft
produces a maximum torque and the input shaft produces a minimum torque. Also we
have calculated the maximum and minimum resultant bending moment on each of the
four shafts, which shows their tangential, radial and resultant bending moment. For
the lay shaft we have calculated the maximum resultant bending moment at gear H as
3034Nm and the minimum resultant bending moment is at gear B which is 887Nm.

For the main shaft the maximum resultant bending moment is formed at gear G which
is 2703.5Nm and the minimum resultant bending moment is formed at gear C which
is 1904.5Nm. For the idler and input shaft we calculated the resultant bending
moment at gear K and A as 515.5Nm and 234Nm, respectively.
4.1 Cost analysis
To calculate the cost for all component of the gearbox, we have to be calculate the
𝑘𝑔
mass of the shaft, gear, bearing and key based on a material density (7500 𝑚3) for
the Gear and 2700kg/m3 for Shaft and Key.
The volume of the gear can be calculated by this formula:-
V= (d2gear-d2shaft) *b
𝑉 = (1502-322)*65=0.001096m3
The mass of each gear can be calculate by;-
m=ρ*V
mA = 7500*0.00025=8.22Kg
now we can calculate the cost
Cost =m*birr/Kg
For gear one =8.22*62=509.8birr
Similarly, we can find the volume, mass and cost of each gear using the above
formulas, the following table shows the result of all the volumes, masses and costs of
all the gears.
Table 4.3: Cost of each gear
Gear Volume(m3) Mass(Kg) Cost(birr)

A 0.00109 8.22 509.8
B 0.00116 8.7 539.4
C 0.00125 9.4 582.8
D 0.0008 6.33 392.46
E 0.0019 14.4 892.8
F 0.00038 2.9 179.8
G 0.0027 20.3 1258.6
H 0.000058 0.43 26.66
I 0.0026 19.4 1202.8
J 0.000058 0.43 26.66
K 0.000176 1.3 80.6

𝑇ℎ𝑒 𝑡𝑜𝑡𝑎𝑙 𝑔𝑒𝑎𝑟 𝑐𝑜𝑠𝑡 = 5692.38𝑏𝑖𝑟𝑟
The volume of shaft can be calculated be:-
𝑉= ×𝐿
 For counter shaft

.
𝑉= × 0.840 = 0.00296𝑚
𝑚 = 𝜌 × 𝑉 = 7500 × 0.00296 = 22.2𝑘𝑔
Now we can calculate the cost
𝑐𝑜𝑠𝑡 = 𝑚 × 𝑏𝑖𝑟𝑟 𝑘𝑔 = 22.2 × 62 = 1377𝑏𝑖𝑟𝑟
 For output shaft
.
𝑉= × 0.600 = 0.00199𝑚
𝑚 = 𝜌 × 𝑉 = 7500 × 0.00199 = 14.93𝑘𝑔
𝑐𝑜𝑠𝑡 = 𝑚 × 𝑏𝑖𝑟𝑟 𝑘𝑔 = 14.93 × 62 = 925.8𝑏𝑖𝑟𝑟
 For input shaft
.
𝑉= × 0.150 = 0.00012𝑚
𝑚 = 𝜌 × 𝑉 = 7500 × 0.00012 = 0.9𝑘𝑔
𝑐𝑜𝑠𝑡 = 𝑚 × 𝑏𝑖𝑟𝑟 𝑘𝑔 = 0.9 × 62 = 56𝑏𝑖𝑟𝑟
 For reverse shaft
.
𝑉= × 0.150 = 0.00017𝑚
𝑚 = 𝜌 × 𝑉 = 7500 × 0.00017 = 1.27𝑘𝑔
𝑐𝑜𝑠𝑡 = 𝑚 × 𝑏𝑖𝑟𝑟 𝑘𝑔 = 1.27 × 62 = 79.1𝑏𝑖𝑟𝑟
𝑇𝑜𝑡𝑎𝑙 𝑠ℎ𝑎𝑓𝑡 𝑐𝑜𝑠𝑡 = 79.1 + 56 + 925.8 + 1377 = 2438𝑏𝑖𝑟𝑟
The volume of the key can be calculate by:-
𝑉 =𝐿×𝑤×𝑡
 Key for input shaft

𝑉 = 𝐿 × 𝑤 × 𝑡 = 0.0768 × 0.008 × 0.0053 = 0.00000325𝑚
𝑚𝑎𝑠𝑠 = 7500 × 0.00000325 = 0.024𝑘𝑔
𝑐𝑜𝑠𝑡 = 𝑚𝑎𝑠𝑠 × 𝑏𝑖𝑟𝑟 𝑘𝑔 = 0.024 × 62 = 1.51𝑏𝑖𝑟𝑟
 Key for main shaft
𝑉 = 𝐿 × 𝑤 × 𝑡 = 0.156 × 0.01625 × 0.01218 = 0.0000308𝑚
𝑚𝑎𝑠𝑠 = 7500 × 0.0000308 = 0.23𝑘𝑔

 Key for counter shaft
𝑉 = 𝐿 × 𝑤 × 𝑡 = 0.1608 × 0.01675 × 0.01117 = 0.00003𝑚
𝑚𝑎𝑠𝑠 = 7500 × 0.00003 = 0.226𝑘𝑔
 Key for reverse shaft
𝑉 = 𝐿 × 𝑤 × 𝑡 = 0.0912 × 0.0095 × 0.0063 = 0.0000055𝑚
𝑚𝑎𝑠𝑠 = 7500 × 0.0000055 = 0.04𝑘𝑔
𝑇𝑜𝑡𝑎𝑙 𝑘𝑒𝑦 𝑐𝑜𝑠𝑡 = 2.55 + 13.98 + 14.35 + 1.51 = 32.4𝑏𝑖𝑟𝑟
Let’s assume the production take two days
So labor cost=4000ETB+(2*4*60)
So labor cost=4480ETB
Machine cost is the amount of money paid for the machine
Assume the amount of birr paid for the machine is 1500ETB/day
Machine cost = *2day
Machine cost=3000ETB
𝑇𝑜𝑡𝑎𝑙 𝑚𝑎𝑡𝑒𝑟𝑖𝑎𝑙 𝑐𝑜𝑠𝑡 = 𝐺𝑒𝑎𝑟 𝑐𝑜𝑠𝑡 + 𝑆ℎ𝑎𝑓𝑡 𝑐𝑜𝑠𝑡 + 𝐾𝑒𝑦 𝑐𝑜𝑠𝑡
𝑇𝑜𝑡𝑎𝑙 𝑚𝑎𝑡𝑒𝑟𝑖𝑎𝑙 𝑐𝑜𝑠𝑡 = 5692.38 + 2438 + 32.4
𝑇𝑜𝑡𝑎𝑙 𝑚𝑎𝑡𝑒𝑟𝑖𝑎𝑙 𝑐𝑜𝑠𝑡 = 8162.78𝑏𝑖𝑟𝑟
𝑇𝑜𝑡𝑎𝑙 𝑐𝑜𝑠𝑡 = 𝑚𝑎𝑡𝑒𝑟𝑖𝑎𝑙 𝑐𝑜𝑠𝑡 + 𝑙𝑎𝑏𝑜𝑟 𝑐𝑜𝑠𝑡 + 𝑚𝑎𝑐ℎ𝑖𝑛𝑒 𝑐𝑜𝑠𝑡
𝑇𝑜𝑡𝑎𝑙 𝑐𝑜𝑠𝑡 = 8162.78 + 4480 + 3000
𝑇𝑜𝑡𝑎𝑙 𝑐𝑜𝑠𝑡 = 15642𝐸𝑇𝐵

CHAPTER FIVE
CONCLUSION AND RECOMMENDATION

5.1 CONCLUSION
In this design project, we discussed about manual transmission system especially

constant mesh gearbox. We have designed and calculated the fundamentals parts of
the gears, shafts, keys, bearings and lubrication needed for them is discussed and
analyzed. From our design especially on the design of gears we have got developed
stress at each gear which is less than of our material allowable stress which is
172N/mm2. Due to this we conclude that our design project is safe.
5.2 RECOMMENDATION
Finally, we would like to suggest the extension of this project in detail and further
analysis can be made in software to know the most vulnerable parts of the design.

REFERENCES
1. ^ R.S khurmi and J.K Gubta (2005). A textbook of machine design (14th ed)
2. ^ https://en.m.wikipedia.org/wiki/Manual_transmission
3. ^ https://www.mech4study.com/2017/06/constant-mesh-gearbox.htm
4. ^ https://www.quora.com/What-are-important-properties-of-material-for-gear-
application
5. ^ https://www.ukessays.com/essays/engineering/material-selection-for-drive-
shaft-engineering-essay.php?vref=1
6. ^https://www.quora.com/What-is-a-suitable-material-for-a-transmission-shaft-
and-why
7. ^ https://en.m.wikipedia.org/wiki/Bearing_(mechanical)
8. ^ https://www.craftechind.com/6-most-popular-types-of-mechanical-bearings/
9. ^ https://science.howstuffworks.com/transport/engines-
equipment/bearing1.htm
10. ^ https://www.machinerylubrication.com/Read/707/enclosed-gear-drives

APPENDIX


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Wollo university kombolcha institute of technology

Department of mechanical engineering

machine Design project 2 (MEng 4132) project 1

for 4 year manufacturing anD inDustrial systems

semester 1 2012 e.c

Designing of constant mesh gearbox

submitteD to :- instructor Wasihun W.

Constant mesh gearbox Page i

Constant mesh gearbox Page ii

4. Result And Discussion 47

5. Conclusion And Recommendation 52

Constant mesh gearbox Page iii

Figure 2.1: types of radial ball bearing 15

Figure 2.2: deep groove bearing 16

Figure 3.1: assembly drawing of 4 speed constant mesh gearbox 21

Figure 3.2: geometry of gears 24

Figure 3.4: Isometric view of our helical gear 30

Constant mesh gearbox Page iv

1.1 Background of the Study

1.2 Statement of the Problem

1.3.2 Specific Objectives

Constant mesh gearbox Page 1

1.5 Significance of the Project

Constant mesh gearbox Page 2

Constant mesh gearbox Page 3

Table 2: Material Environmental Aspect

Constant mesh gearbox Page 4

Embodied energy is the energy associated with the extraction, manufacturing,

Constant mesh gearbox Page 5

Table 3: property of aluminum alloy Grade 6061 – T6

ISO standard AA 6061 – T6

Table 4: property for stainless steel Grade 304

ISO standard BS 970 Grade 304

Constant mesh gearbox Page 6

It can provide a better combination of toughness, strength and hardness. It also

Table 5 : Property for Medium Carbon Steel Grade 080M30

ISO standard BS970 080M30

Final selection of material based on design and material specification

Table 6: Comparison between three selected materials

Stainless 520-720 45 7780 16.2 0.072 4450

Carbon 550 16 7820 46.6 234 740

Constant mesh gearbox Page 7

“Bearing (Mechanical)”, (4 November 2019), Wikipedia

The basic criteria to select bearing type are

Table 7 : Type of Bearings

Types Description Friction stiffness speed Life

Constant mesh gearbox Page 8

Constant mesh gearbox Page 9

“6 most popular types of mechanical bearings”, (2019), CRAFTECH

Constant mesh gearbox Page 10

2) Rolling Element Bearings

Constant mesh gearbox Page 11

Karim Nice, (11 October 2000)"How Bearings Work", HowStuffWorks.com

Ball Thrust Bearing

Constant mesh gearbox Page 12

Tapered Roller Bearings

Giant Roller Bearings

Bearing, applied to a machine or structure, refers to contacting surfaces through

(a) Radial bearings, and

(b) Thrust bearings.

Constant mesh gearbox Page 13

(a) Sliding contact bearings, and

(b) Rolling contact bearings,

 Low starting and running friction except at very high speeds.