Design of The Gear Box For Tug Boat To To Tow A Coastal Tank.

Discussion Group: H
ME3200 Machine Design Project

Semester 5
Final Report
By
Index No. Name Marks

180341U YHCB Kumarasiri
Date of submission 23/02/2022

Due date of submission 23/02/2022
Discussion group advisors’ names and affiliations
Department of Mechanical Engineering,

Dr TP Miyanwala
University of Moratuwa
Dr ABDS Department of Mechanical Engineering,
Priyadarshana University of Moratuwa
Department of Mechanical Engineering

University of Moratuwa
Sri Lanka
1 Introduction
Tugs have become a major component around the port globally for carrying out various
operations. Today a modern tug has become a multi-purpose floating platform, defined in
terms of its ability to operate effectively on large variety of operations including guidance in
mooring operations, firefighting, oil spill response, and ice breaking. Tugs are used for the
operations of pushing, towing, and manoeuvring large ships in a hurry about ports for
docking and undocking, tugs allow large vessels to travel at slower speeds in areas restricted.
At some ports, large tanks may be required to respond to a disaster call in a short period of
time. At that case, Tugs are very useful marine vessel. Other than that, Tugs are inseparable
part of any rescue operation in the event of a grounding, capsizing, or sinking of marine
platforms[1].
2 Problem Description
From this report, it has been intended to design a gearbox for an escort tug in order to
perform towing operation for the act of departing of coastal tanker from the harbour
View of the ship
Figure 1: Coastal tanker 1
General information
Vessel type: Coastal tanker 1 (Dis.21515 t)

Displacement: 21515 t
Max speed: 14.5 knot
Dimensions
Length overall (LBP): 144.0 m

1
Beam/ Breadth: 21.8 m
Bow draft: 9.1 m
Stern draft: 9.1 m
Height of eye: 19 m
The report is about a design of marine gear box for tugboat which is operating on
escort purposes. The gear box consists with 3 forward gear and a reverse gear mechanism
which let all the 3 forward gears operating too backward. Present tugboats are using
Thrusters that let the propeller axis to turn 3600. And the tugboat isn’t using several gears to
operate thus, one forward gear can maintain all the requirement under its speed range.
The propeller is the main component that should consider applying the engine power
efficiently. To select a suitable propeller, it has a particular method of comparing the vessel’s
engine power curve and the propeller curve of the relevant propeller in order to minimize the
energy wastage and acquire the full acceleration to the vessel under the engine capability. So,
the selected propeller has ability acquire any torque and rpm in range of the engine provide.
Therefore, it is unnecessary to include several gears to the gearbox. If it applied, then

the used propeller should be a variable pitch propeller in order to minimize the power
wastage when changing the gear. But there is an advantage of applying several forward gears
to the gearbox that, it enables to drive vessel safely as it is reducing the propeller rpm when
the maximum power is applied.
3 Background Study
3.1 Determine the Power output by the tugboat

Determine the Total Hull resistance and Towing power of a ship
Theory…………. (1)[2],[3]
Theoretical towing power (PE)

𝑃𝐸 = 𝐹𝑇 𝑢 ; ………………………. (1)
2
Where: FT = Total Hull Resistance
u = Towing speed of the ship
Total Hull Resistance (FT)

1
𝐹𝑇 = 𝐹𝐴𝑖𝑟 + 𝜌𝑠𝑢2 𝑐𝑇 ; …………………. (2)
2
Where: 𝜌 = Density of the seawater

s = wetted surface area of the Hull
CT = Coefficient of total hull resistance
𝐹𝐴𝑖𝑟 = Air resistance
Air resistance
Air resistance is the resistance occur on the hull due to the flow of air where no wind
present. For small size of ships, the total air resistance is about 4-8% of the total resistance on
ship but, the large ships like aircraft carriers have an air resistance up to 10% of its total
resistance. Coastal tanker are medium size ships, so it is exposed to 4-8% of its total
resistance.
Coefficient of total hull resistance (CT)

𝐶𝑇 = 𝐶𝑣 + 𝐶𝑤 ; …………………. (3)
Where: 𝐶𝑣 = Coefficient of viscous resistance
𝐶𝑤 = Wave making coefficient
Wave making coefficient (𝐶𝑤 )
Wave making coefficient is the representation of how the sea waves affected upon the
ship hull and it is unable to determine an exact equation to the wave making coefficient.
Because the behaviour of the waves is relying upon numerous numbers of factors and
parameters. So, the wave making coefficient is determine by using a tow tank testing. Tow
tank apparatus is consisting with a model of the ship which the hull resistance have to be
measured. Then the model’s results are scale up to the full scale and determine the Wave
making resistance.
3
With the assumption of the ignoring the wave resistance as the towed speed is much
lesser (about 4 knots), The Cw can be neglect. Then by equation (3)
𝐶𝑇 = 𝐶𝑣 ………………………... (4)
Viscous Resistance
The resistance force that acts on the submerged portion of the hull as a result of the
viscosity of the fluid (water) is the viscous resistance. The viscous resistance act on the hull
as in two different ways.
1. Friction resistance
Act tangential to the surface of the hull because of the friction arise by the
shear forces of water.
2. Viscous pressure resistance

Act normal to the ship hull closer to the bow because of the reduction in
pressure create by the water on the area closer to the stern due to forming of wake
around the stern.
Figure 2: Flow around a body submerged in water
Coefficient of viscous resistance (𝐶𝑣 )

𝐶𝑣 = 𝐶𝐹 + 𝐾𝐶𝐹 ………………. (5)
Where: 𝐶𝐹 = Tangential (skin friction) component of viscous resistance
𝐾𝐶𝐹 = Normal (viscous pressure drag) component of viscous resistance
Tangential component of viscous resistance (𝐶𝐹 )

0.075
𝐶𝐹 = ……………………. (6)
(𝑙𝑜𝑔10 𝑅𝑛 − 2)2
Where: Rn = Reynolds number
4
Reynolds number (Rn)
𝐿𝑢 ……………………. (7)
𝑅𝑛 =
𝑣
Where: L = Length (LBP or LWL)
u = Towing speed
v = Kinematic viscosity of water
The Form factor (K)
This factor is responsible for the effect of the hull on viscous resistance.
𝛻 𝐵
𝑘 ≈ 19 ( × ) ……………………. (8)
𝐿𝑊𝐿. 𝐵 ⋅ 𝑇 𝐿𝑊𝐿
Where: 𝛻 = Volume of displaced water
LWL = length of water line
B = Beam/ breadth of the ship
T = Draft of the ship
Volume of displaced water (𝛻)

𝛻 = 𝐶𝐵 × 𝐵 × 𝐿𝑊𝐿 × 𝑇 …………………….. (9)
Where: CB = Block coefficient of the ship
T = Draft of the ship
Wetted surface area (S) - Mumford’s formula

𝛻
𝑆 = 1.7𝐿𝐵𝑃 × 𝑑 + 𝑑 ……………………… (10)
Where: d = wetted depth of the hull
Theory ………………… (2)
Propulsive efficiency
5
Figure 3: Block diagram of a ship’s drive train
There are several loss stages can be seen in a propulsive system and that are expressed
as efficiency corresponding to each stage which can listed as follows.
𝑆𝐻𝑃
Gear efficiency: 𝜂𝑔𝑒𝑎𝑟 = 𝐵𝐻𝑃 ≈ 0.95 − 0.99 ………………… (11)
𝐷𝐻𝑃
Shaft efficiency: 𝜂𝑠ℎ𝑎𝑓𝑡 = ≈ 0.97 − 0.99 ………………… (12)
𝑆𝐻𝑃
𝑇𝐻𝑃
Propeller efficiency: 𝜂𝑝𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟 = 𝐷𝐻𝑃 ≈ 0.65 − 0.99 ……………… (13)
𝐸𝐻𝑃
Hull efficiency: 𝜂ℎ𝑢𝑙𝑙 = 𝑇𝐻𝑃 …………… (14)
Hull efficiency
Hull efficiency is depending upon the design parameters of the relevant hull. It can be
calculated using formulas below.
1−𝑡
𝜂𝐻𝑢𝑙𝑙 = ……………………. (15)
1−𝑤
𝑉𝑎
Where: 𝑤 =1− …………. (16)
𝑉𝑠
𝐶
𝑡 = (1.67 − 2.3 𝐶 𝐵 + 1.5𝐶𝐵 ) × 𝑤; But 𝐶𝑊𝐿 = 𝐶𝐵 + 0.10 …………. (17)
𝑊𝐿
Here: Vs = speed of the ship

Va = Speed of advance
Speed of advance
Because of the viscous action of water, there is wake forming around stern of the ship.
There for the propeller doesn’t experience the flow velocity that equal to the ship velocity.
Therefore, the propeller experiences a velocity less than the speed of the ship. That speed is
known as the speed of advance.
It is more suitable to get to account in high ship speeds. Here it considers the towing
speed as 4 knots so, it can assume that no wake is forming around the ship hull so, the speed
of advance is equal to the ship speed.
6
Thrust force generated by a propeller
𝑇 = 𝐴𝜌(𝑣𝑓2 − 𝑣𝑓 𝑣𝑠 ) ………………… (18)
Where: A = area covered by propeller
Vf = velocity of the fluid
Vs = Velocity of the ship
Angular velocity of the propeller
𝑣𝑓 × 60
𝜔= 𝑟𝑝𝑚 …………. (19)
𝑃
Where: P = Pitch length of the propeller
3.2 Gear selection – Theory
3.2.1 Parameters
There are several parameters that used to design a gear for a particular purpose.
Parameter Notation
Power transmitted P
Gear ratio V.R.
Distance between shafts. L
Service factor Cs
Pinion’s rpm Np
Pressure angle φ
Ultimate tensile strength of the selected

σu
material
Elastic modulus of the selected material E
7
Brinell hardness number of the selected
B.H.N.
material
Table 01: Parameters use for calculation on gears
3.2.2 Procedure that followed when design a gear

It needs to find the gear and the pinion diameter. It can be done using following equations.[4]
𝐷𝑝 𝐷𝐺
𝐿= + ……………………. (1)
2 2
𝐷𝐺
𝑉. 𝑅. = ……………………. (2)
𝐷𝑝
Then it needs to find the Pitch line velocity.[4]
𝜋. 𝐷𝑝. 𝑁𝑝
𝑉= ……………………. (3)
60 × 1000
Next step is to determine the velocity factor. To determine the velocity factor, it shout
consider the pitch line velocity and what type of gear cut going to be used. [4],[5]
3
𝐶𝑣 = ; V ≤ 12.5 m s-1, Ordinary cut gears ………………. (4)
3+𝑣
4.5
𝐶𝑣 = 4.5+𝑣; V ≤ 12.5 m s-1, Carefully cut gears ……………… (5)
6
𝐶𝑣 = 6+𝑣; V ≤ 20 m s-1, Very accurately cut gears …………… (6)
0.75
𝐶𝑣 = 0.75+ 𝑣; V ≤ 20 m s-1, Precision cut gears ………………. (7)
√
5.56
𝐶𝑣 = 5.56+ 𝑣; V ≥ 20 m s-1, Precision cut gears ………………. (8)
√
Then, it needs to select the suitable equation to calculate the tooth form factor, 𝑦𝑝 by using
pressure angle that have chosen.[4]
8
for 14 1 /2° composite and full depth involute system,
0.684
𝑦𝑝 = 0.124 − ……………………. (9)
𝑇𝑝
for 20° full depth involute system,
0.912
𝑦𝑝 = 0.154 − ……………………. (10)
𝑇𝑝
for 20° stub system,
0.841
𝑦𝑝 = 0.175 − ……………………. (11)
𝑇𝑝
Where; 𝑇𝑝 is number of teeth in the pinion,
𝐷𝑃
𝑇𝑃 = ……………………. (12)
𝑚
Number of teeth in the gear can be calculated as,
𝐷𝐺
𝑇𝐺 = ……………………. (13)
𝑚
Here, m is the module of the gear
By combination of the Equations 12 and 13, 𝑦𝑝 can be obtain using the pinion
diameter and the gear module as a function of the gear module.
The next step is to find the tangential tooth load by using the given equation below.[4]
𝑃
𝑊𝑇 = × 𝐶𝑣 ……………………. (14)
𝑉
Service factor (𝐶𝑣 ) determine by the data acquired by the following table.
9
Table 02: Service factor
Lewise equation is used to derive the tangential tooth load (𝑊𝑇 ) as function of gear module.
[4]
𝑊𝑇 = 𝜎𝑤 𝑏𝑚𝜋𝑦𝑝 ……………………. (15)

Where;
𝜎𝑤 = 𝐶𝑣 𝜎0 …………………… (16) and
𝜎0 = Allowable static stress is given by
𝜎𝑢
𝜎0 = ……………………. (17)
3
The ultimate tensile strength and the B.H.N are dependent on the material that used to
manufacture the gear.
Face width; 𝑏 = 𝑘𝑚 …………… (18); 𝑘 ∈ (10,12.5)
From the equations, (15), (16) and (18), it can be deriving a polynomial equation of
gear module with degree of 3. By solving the equation, gear module can be obtained to the
relevant gear. The suitable module number can be acquired using following table.
10
Table 03: Standard values for module
Final step is to check the design gear load can withstand for the wear tooth load and the
endurance strength of the tooth by comparing with its dynamic load.
Dynamic load can be determine using the following equation.[4]

21𝑉(𝑏𝐶 + 𝑊𝑇 )
𝑊𝐷 = 𝑊𝑇 +
21𝑉 + √𝑏𝐶 + 𝑊𝑇 ……………………. (19)
Where; C = deformation factor
𝑘ⅇ
𝐶=
1 1 ……………………. (20)
𝐸𝑃 + 𝐸𝐺
If 𝐸𝑃 = 𝐸𝐺 = 𝐸 (Gear and pinion are made out of the same material), then;
𝑘ⅇ𝐸
𝑐= ……………………. (21)
2
11
Here, k: factor depending upon the form of the teeth: -
= 0.107, for 14 1/ 2 ° full depth involute system.
= 0.111, for 20° full depth involute system.
= 0.115 for 20° stub system.
e: Tooth error action in mm.
Tooth error can be calculated using the following table. [4]
Table 04: Tooth error in action according to the gear module
wear tooth load can be determine using following equation[4],
𝑊𝑤 = 𝐷𝑝 ⋅ 𝑏 ⋅ 𝑄 ⋅ 𝐾 ……………………. (22)
Where; Q = Ratio factor
2×𝑉𝑅
𝑄 = 𝑉𝑅+1 ; for external gears, …………………. (23)
2×𝑉𝑅
𝑄 = 𝑉𝑅−1 ; for internal gears …………………... (24) and
12
K = Load-stress factor (also known as material combination factor) in N/mm2
𝜎𝑒𝑠 2 𝑎𝑠𝑖𝑛 𝜙 1 1
𝐾= [ + ] ……………………. (25)
1⋅4 𝐸𝑃 𝐸𝐺
If 𝐸𝑃 = 𝐸𝐺 = 𝐸 (Gear and pinion are made out of the same material), then;
𝜎𝑒𝑠 2 𝑎𝑠𝑖𝑛 𝜙 2 ……………………. (26)

𝐾= [ ]
1⋅4 𝐸
Here surface endurance limit (𝜎𝑒𝑠 ) can be calculated by using following equation.
𝜎𝑒𝑠 = 2.8 × 𝐵. 𝐻. 𝑁. −70 …………………. (27)
wear tooth load can be determine using following equation[4],
𝑊𝑠 = 𝜎𝑒 ⋅ 𝑏 ⋅ 𝜋 ⋅ 𝑚 ⋅ 𝑦𝑝 ……………………. (28)
If 𝑊𝐷 < 𝑊𝑠 , 𝑊𝑤 condition is satisfied by the design, then the design gear is suitable for the
particular operation.
Here flexural endurance limit (𝜎𝑒 ) can be calculated by using following equation.
𝜎𝑒 = 1.75 × 𝐵. 𝐻. 𝑁. ……………………. (29)
4 Design Calculations and Materials Selection
4.1 Calculations for output power of the prime mover

Case 1: Power needs to tow the tanker by Theory (1)
Parameters
Waterline length (LWL) 144 m (With the assumption “LWL≈ LOA”)
Breadth of the ship (B) 21.8 m
Draft of the ship/ wetted depth (T) 9.1 m
Towing speed (u) 4 knots (2.06 m s-1)
13
Density of seawater (𝜌) 1026 kg m-3
Kinematic viscosity of water (v) at 20 0C 1.0034 × 10-4 m2 s-1
Volume of displaced water (𝛻) 20969.786 m3
Wetted surface area of the hull (s) 4532.05 m2 (With the assumption “LBP≈ LOA”)
by equation 10
Air resistance 8% of the total hull resistance
Table 05: Parameters used for calculate the power needed to tow the tanker
The form factor (K) by equation (8)
K = 2.1115
Reynolds number (Rn) by equation (7)

Rn = 2.956 x 106 Therefore the flow is turbulent.
Tangential component of viscous resistance (𝐶𝐹 ) by equation (6)

𝐶𝐹 = 3.752 x 10-3
Coefficient of viscous resistance (𝐶𝑣 ) by equation (5)

𝐶𝑣 = 0.01168
Coefficient of total hull resistance (CT) by equation (4)

CT = 0.01168
Air resistance (FAir)

8
𝐹𝐴𝑖𝑟 = 100 𝐹𝑇
Total Hull Resistance (FT) by equation (2)

FT = 125257 N
Theoretical towing power (PE) by equation (1)
PE = 258 kW = 346 hp
14
Case 2: Power needs to operate the tugboat
Design parameters for the tugboat [6]
LBP: 42.12 m
LOA: 45.72 m
Design draft T(keel): 5.73 m
Moulded breadth: 10.05 m
Moulded depth: 4.79 m
Gross tonnage: 279 Tonnes
Block coefficient: 0.5
Parameters use for calculations
Waterline length (LWL) 42.12 m (With the assumption “LWL≈ LBP”)
Length overall (LOA) 45.72 m
Breadth of the ship (B) 10.05 m
Draft of the boat (T) 5.73 m
Wetted depth (d) 4.79 m
Towing speed (u) 4 knots (2.06 m s-1)
Density of seawater (𝜌) 1026 kg m-3
Kinematic viscosity of water (v) at 20 0C 1.0034 × 10-4 m2 s-1
Volume of displaced water (𝛻) 1316.42 m3 (By equation 9)
Wetted surface area of the hull (s) 617.8 m2 (With the assumption “LBP≈ LOA”)
(By equation 10)
Air resistance 8% of the total hull resistance
Table 06: Parameters used for calculating the power needed to operate the tugboat
15
The form factor (K) by equation (8)
K = 2.4605
Reynolds number (Rn) by equation (7)

Rn = 8.65 x 105 Therefore the flow is in transition of laminar to turbulent.
Tangential component of viscous resistance (𝐶𝐹 ) by equation (6)

𝐶𝐹 = 4.8387 x 10-3
Coefficient of viscous resistance (𝐶𝑣 ) by equation (5)

𝐶𝑣 = 0.01674
Coefficient of total hull resistance (CT) by equation (4)

CT = 0.01674
Air resistance (FAir)
8
𝐹𝐴𝑖𝑟 = 100 𝐹𝑇
Total Hull Resistance (FT) by equation (2)

FT = 24471 N
Theoretical towing power (PE) by equation (1)
PE = 50.412 kW = 67.6 hp
Total Power Output from the tugboat; EHP = 346 + 67.6 hp = 413.6 hp
Case 3: Propulsive efficiency by Theory (2)
Gear efficiency: 𝜂𝑔𝑒𝑎𝑟 0.95
shaft efficiency: 𝜂𝑠ℎ𝑎𝑓𝑡 0.97
propeller efficiency: 𝜂𝑝𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟 0.65
Block coefficient (CB) 0.500
16
CWL 0.600
w 0.0 (By equation 16)
t 0.0 (By equation 17)
Hull efficiency: 𝜂𝐻𝑢𝑙𝑙 1 (By equation 15)
Table 07: Efficiencies of the loss stages of the tugboat
EHP = 413.6 hp
By equation (14); THP = 413.6 hp
By equation (13); DHP = 636.3 hp
By equation (12); SHP = 656 hp
By equation (11); BHP = 690.5 hp
Output Power of the Engine = 690.5 hp = 514.906 kW
4.2 Design parameters for marine gearbox

Prime mover selection.
The input power needed to the tugboat as calculated above is 514.906 kW. According
to the data acquired by the Wärtsilä 14 product guide, The engine with the power output of
749 kWm with the nominal speed of 1500 rpm would be suitable as the prime mover.
Thruster: - ZF AT 5311 DM-FP (Max. Power = 825 kW, Max rpm = 1600 rpm) (Propeller
with various diameters are possible)
Propeller: - Elicheradice Propeller – Model B7 (Pitch/ Diameter ratio = 0.9)
Propeller selection:
Maximum thrust that is given by the Engine = 363.59 kJ
Maximum rpm given by the Engine = 1500 rpm

17
By the equations (18), (19) and P/D = 0.9;
Pitch = 0.965 m, Diameter = 1.072 m
Power transmission method
Couplings are used to transmit powers from one to another of two separated shafts.
They have ability to provide mechanical flexibility, allow misalignment between shafts,
reduce the effect of shocks transmissions, and prevent vibrational characteristics. So, for this
application, the most power transmission devise is coupling.
Coupling selection
The crank shaft ang gearbox input shaft ends are consist with shaft joints in order to
easier the replacement of the coupling when it fails. For the connection of this to shafts it is
used the flexible coupling as shown in the figure 5. The coupling consists with advantages of;
• Reduce engine noise and transmission vibration.

• Reduce the repair costs.
• Easier and quicker to install.
• Impervious to salt water, diesel and lubrication oils. etc
Figure 4: Flexible coupling
Clutch selection
In marine gearboxes, they use the clutches that operate using hydraulic couplings.
Fluid comes in to engage the clutch. Plate-type clutches are used in marine gearboxes that are
18
capable with the above operation. [4] (This system used to engage with the forward and
reverse gear.)
Figure 5: Plate type clutch
Gear selection
Single spur gears that are mostly use with parallel shafts are used in the gearbox
because,[7]
• It is easy to design and install.

• Can increase or decrease the shaft rotating speed with a high precision in a constat
velocity.
• Unlikely to slip during the operation.
• The simplicity of the design allows greater manufacturability and make them less
expensive to purchase.
• Have a power transmission efficiency between 95% to 99%.
19
Gear ratios
Gear ratios are calculated with respect to 3 speeds 5 knots, 10 knots and 17 knots.
According to the speeds, the propeller rotational speeds are 478 rpm, 903 rpm and 1474 rpm.
(According to the calculation by equations (18) and (19))
So, gear ratio would be.
Gear ration for1st gear = 3.14

Gear ration for 2nd gear = 1.66
Gear ration for 3rd gear = 1.02
The reverse gear is supposed to drive all the three speeds that have selected.
Lubrication method
Spray lubrication methods that consist with techniques such as oil spray, oil moist and
oil drop, are useful for high applications. So, it is suitable to apply for the marine gearbox.
4.3 Gear selection – Calculations
4.3.1 Material selection.

Material that used to manufacture the gear is done lastly by considering the cost and
the ultimate tensile strength and B.H.N. required in order to withstand to the power
transmitted. By considering those factors, case hardened steel 0.5% Nickel (BHN = 600 case)
is the most suitable material that can be used to manufacture all the gear sets. ([4, p.
1056], Table 28.3)
4.3.2 1st gear (E, F – figure 02)
Parameter Value
Power transmitted – P 749 kW
Gear ratio – V.R. 3.14
20
Distance between shafts – L 500 mm
Service factor – Cs 1.25 (light shock, 8 – 10 hours per day)
Pinion’s rpm – Np 1500 rpm
Pressure angle – φ 14 1/20 (Full depth involute system)

866 N/mm2
material – σu
Elastic modulus of the selected material – E 190000 N/mm2

600
material – B.H.N.
surface endurance limit (𝜎𝑒𝑠 ) 1610 N/mm2 (Equation 27)
flexural endurance limit (𝜎𝑒 ) 1050 N/mm2 (Equation 28)
Teeth form factor (k) 0.107 (for 14 1/ 2 ° full depth involute

system)
Deformation factor (C) 335.45 N/mm (Equation 20)
Ratio factor (Q) 1.5169 (Equation 23 – External gears)
Load stress factor (K) 4.8798 N/mm2 (Equation (26))
Face width (b) 12m (m = Gear module)
Table 08: Parameters use on calculation of 1st gear
Pinion diameter – Dp = 241.55 mm (Equation (1) and (2))
Gear diameter – DG = 758.45 mm (Equation (2))
Pitch line velocity – V = 18.97 m s-1 (Equation (3))
21
Velocity Factor – Cv = 0.1469 (V ≤ 20 m/s – precision cut gears, Equation (7))
Tooth form factor of the pinion –

𝑦𝑝 = 0.124 − 0.00283𝑚
(for 14 1/2° composite and full depth involute system, Equations (9), (12))
Tangential tooth load - Wt = 49351.72 N (Equation (14))
By Lewies equation - 4.527𝑚3 − 198.229𝑚2 + 49351.7 = 0 (Equations (15), (17), (18))
Then, gear module – m = 22 mm (Table 03)
By considering the gear module, it can be calculated;
Face width – b = 264 mm
Number of teeth in the pinion – TP = 11
Number of teeth in the gear – TG = 34
Tooth form factor – yp = 0.0617
Tooth error in action – e = 0.033
Checking the gear for Dynamic, Endurance strength and wear loads.
Dynamic load – WD = 120728 N (Equation (19))
Endurance strength of a tooth – WS = 1182116 N (Equation (28))
Maximum limiting load for wear – WW = 472022 N (Equation (22))
Calculation gives that WD < WS, WW. So, the design is safe for the operation.
4.3.3 2nd gear (C, D – figure 02)
Parameter Value
22

866 N/mm2
material – σu

600
material – B.H.N.

system)
Table 09: Parameters use on calculation of 2nd gear
23
Velocity Factor – Cv = 0.5057 (V ≥ 20 m/s – precision cut gears, Equation (8))

𝑦𝑝 = 0.124 − 0.00182𝑚
Dynamic load – WD = 66913.8 N (Equation (19))
4.3.4 3rd gear (A, B – figure 02)
Parameter Value
24

866 N/mm2
material – σu

600
material – B.H.N.

system)
Table 10: Parameters use on calculation of 3rd gear
25

𝑦𝑝 = 0.124 − 0.00138𝑚
By Lewies equation - 7.0875𝑚3 − 636.076𝑚2 + 24079 = 0 (Equations (15), (17), (18))
26
4.3.5 Reverse and forward gear (G, H – figure 02)
Parameter Value
Gear ratio – V.R. 1

866 N/mm2
material – σu

600
material – B.H.N.

system)
Ratio factor (Q) 1 (Equation 23 – External gears)
Table 11: Parameters use on calculation of reverse and forward gear

27
Pinion diameter – Dp = 500 mm (Equation (1) and (2))
Gear diameter – DG = 500 mm (Equation (2))

𝑦𝑝 = 0.124 − 0.00137𝑚
28
4.3.6 Gear I (figure 02)
Parameter Value
Gear ratio – V.R. 1
Pressure angle – φ 200 (Full depth involute system)

866 N/mm2
material – σu

600
material – B.H.N.
Teeth form factor (k) 0.111 (for 20° full depth involute system)
Ratio factor (Q) 1 (Equation 23 – External gears)
Table 12: Parameters use on calculation of gear I
29
Pinion diameter – Dp = 400 mm (Equation (1) and (2))
Gear diameter – DG = 400 mm (Equation (2))

𝑦𝑝 = 0.154 − 0.00228𝑚
30
5 Shaft selection
G, H
Output shaft
C Input shaft
A E
Lay shaft
B D F I
324 mm
144 mm
84 mm
100 mm
200 mm
182 mm
72 mm
264 mm
50 mm
72 mm
72 mm
Figure 6: Gear layout – Side elevation
5.1 Lay shaft calculation

Calculations will be done assuming weight of shaft and gears are negligible. The 1st
gear stage is taken for this calculation. Because there is maximum tangential load and
maximum torque.
31
Figure 7: Forces on lay shaft
Here F, R is tangential and radial load respectively. All data taken from gear selection
calculations.
𝐹𝐼 = 29801.76 𝑁, 𝐹𝐹 = 49351.72 𝑁
𝑅𝐼 = 𝐹𝐼 tan(20) = 10846.95 𝑁
𝑅𝐹 = 𝐹𝐹 tan(14.5) = 12763.22 𝑁
𝐹𝑃1 + 𝐹𝑃2 = 𝐹𝐹 − 𝐹𝐼 cos(52) − 𝑅𝐼 sin(52) = 22456.41 𝑁
Taking movement from P2,
49351.72 × 626 − 26895.31 × 408

𝐹𝑃1 = = 12737.14 𝑁
1564
𝐹𝑃2 = 22456.41 − 12737.14 = 9719.27 𝑁
𝑅𝑃1 + 𝑅𝑃2 = 𝑅𝐼 cos(52) − 𝐹𝐼 sin(52) + 𝑅𝐹 = −16806.06 + 12763.22 = −4042.84 𝑁
32
Taking movement from P1,
−16806.06 × 1156 + 12763.22 × 938

𝑅𝑃2 = = 27209.45 𝑁
1564
𝑅𝑃1 = −4042.84 − 27209.45 = −31252.29 𝑁
According to the figure 3: 𝐹1 = 𝐹𝐼 𝑐𝑜𝑠(52) + 𝑅𝐼 𝑠𝑖𝑛(52) = 26895.31 𝑁
𝑅1 = 𝐹𝐼 𝑠𝑖𝑛(52) − 𝑅𝐼 𝑐𝑜𝑠(52) = 16806.06 𝑁
Here forces are in 2 planes. Therefore, SFD and BMD diagrams should be drawn for both
planes.
First consider Z-Y plane,
33
Figure 8: SFD and BMD for Z-Y plane
𝑑
Shear force diagram can be draw easily. Bending movement is 𝑑𝑥 (𝑀) = −𝑠 from that,
0<x<0.408, 𝑀 = 9719.27 𝑥
x=0.408; 𝑀 = 3965.46 𝑁𝑚
0.408<x<0.626; 𝑀 = 37372.78𝑥 + 𝑐; Here c = -11282.63
x=0.626; 𝑀 = 12112.73 𝑁𝑚
Consider X-Y plane,
Figure 9: SFD and BMD for X-Y plane
𝑑
34
0<x<0.408, 𝑀 = −27209.45𝑥
x=0.408; 𝑀 = −11101.46 𝑁𝑚
0.408<x<0.626; 𝑀 = −44015.51𝑥 + 𝑐; Here c = 6869.12
x=0.626; 𝑀 = −20684.59 𝑁𝑚
∴ 𝑀𝑠𝑢𝑚 = √𝑀𝑧2 + 𝑀𝑦2 = 23970.2 𝑁𝑚
𝐹𝐹 𝐷𝐹 49351.72 × 0.245
𝑡𝑜𝑟𝑞𝑢ⅇ 𝑜𝑛 𝑠ℎ𝑎𝑓𝑡(𝜏) = = = 6045.59 𝑁𝑚
2 2
In this application environmental conditions aren’t severe because the propulsion system is
been sealed to prevent entering the water and perfume a heavy duty work so, factor of safety
is taken as 4.5 [8]. Also, AISI 1030 mild steel is selected as shaft material considering
strength and hardness properties [9]. Also, it’s used in gearbox shaft material in many
applications. Its strength values are,
Yield strength of AISI 1030 – 440 Mpa
Sear strength of AISI 1030 – 80 Gpa [10]
𝑦ⅇ𝑖𝑙𝑑 𝑠𝑡𝑟ⅇ𝑛𝑔𝑡ℎ 𝑜𝑓 𝑚𝑎𝑡ⅇ𝑟𝑖𝑎𝑙 440

𝑎𝑙𝑙𝑜𝑤𝑎𝑏𝑙ⅇ 𝑏ⅇ𝑛𝑑𝑖𝑛𝑔 𝑠𝑡𝑟ⅇ𝑠𝑠(𝜎) = = = 97.78 𝑀𝑝𝑎
𝑆𝐹 4.5
𝑠ℎⅇ𝑎𝑟 𝑠𝑡𝑟ⅇ𝑛𝑔𝑡ℎ 𝑜𝑓 𝑚𝑎𝑡ⅇ𝑟𝑖𝑎𝑙 80
𝑎𝑙𝑙𝑜𝑤𝑎𝑏𝑙ⅇ 𝑠ℎⅇ𝑎𝑟 𝑠𝑡𝑟ⅇ𝑠𝑠(𝜎) = = = 17.78 𝐺𝑝𝑎
𝑆𝐹 4.5
16
𝜏𝑚𝑎𝑥 = √(𝐾𝑚 𝑀𝑏 )2 + (𝐾𝑡 𝑇)2 ≤ 𝜏
𝜋𝑑3
16
𝜏𝑚𝑎𝑥 = √(1.5 × 23970.2)2 + (1 × 6045.59)2 ≤ 97.78 × 106
𝜋𝑑3
𝑑 ≥ 123.8 𝑚𝑚
16
𝜎𝑚𝑎𝑥 = [𝐾 𝑀 + √(𝐾𝑚 𝑀)2 + (𝐾𝑡 𝑇)2 ] ≤ 𝜎
𝜋𝑑3 𝑚
16
𝜎𝑚𝑎𝑥 = [1.5 × 23970.2 + √(1.5 × 23970.2)2 + (1 × 6045.59)2 ] ≤ 17.78 × 109
𝜋𝑑3
𝑑 ≥ 27.5 𝑚𝑚
Here Km and Kt values taken from considering rotating shaft with gradually applied load
(table 06)
35
Table 13: Recommended values for Km and Kt
Therefore, suitable diameter for lay shaft is 140 mm.
5.2 Reverse gear shaft

FG
RP3
FI
FP3 RI
F1
R1
1.30
5
5 mm
12
8 mm
RG 17
Figure 10: Forces on Reverse gear shaft
It can be taken F1 and R1 instead of FI and RI (As the calculation done in lay shaft).
𝐹1 = 26895.31 𝑁, 𝑅1 = 16806.06 𝑁
𝐹𝐺 = −23841.41 𝑁, 𝑅𝐺 = 𝐹𝐺 tan(14.5) = 6165.81 𝑁

36
Here: 𝐹𝑝3 = 𝐹1 + 𝐹𝐺 = 3053.9 𝑁 and 𝑅𝑃3 = 𝑅𝐺 − 𝑅1 = −10640.25 𝑁
Consider the X-Z plane:
Figure 11: SFD and BMD for X-Z plane
𝑑
Shear force diagram can be draw easily. Bending movement is (𝑀) = −𝑠 from that,
𝑑𝑥
0<x<0.178, 𝑀 = −26895.3𝑥
x=0.178; 𝑀 = −4787.36 𝑁𝑚
37
Consider X-Y plane:
Figure 12: SFD and BMD for X-Y plane
𝑑
0<x<0.178, 𝑀 = 16806.06𝑥
x=0.178; 𝑀 = 2991.48 𝑁𝑚
∴ 𝑀𝑠𝑢𝑚 = √𝑀𝑧2 + 𝑀𝑦2 = 5645.15 𝑁𝑚
38
𝐹𝑇 𝐷𝐼 29801.76 × 0.4
𝑡𝑜𝑟𝑞𝑢ⅇ 𝑜𝑛 𝑠ℎ𝑎𝑓𝑡(𝜏) = = = 5960.35 𝑁𝑚
2 2
AISI 1030 mild steel is selected as shaft material and the selected safety factor is 4.5 as the
lay shaft conditions are in the reverse gear shaft.
𝑦ⅇ𝑖𝑙𝑑 𝑠𝑡𝑟ⅇ𝑛𝑔𝑡ℎ 𝑜𝑓 𝑚𝑎𝑡ⅇ𝑟𝑖𝑎𝑙 440

𝑎𝑙𝑙𝑜𝑤𝑎𝑏𝑙ⅇ 𝑏ⅇ𝑛𝑑𝑖𝑛𝑔 𝑠𝑡𝑟ⅇ𝑠𝑠(𝜏) = = = 97.78 𝑀𝑝𝑎
𝑆𝐹 4.5
𝑠ℎⅇ𝑎𝑟 𝑠𝑡𝑟ⅇ𝑛𝑔𝑡ℎ 𝑜𝑓 𝑚𝑎𝑡ⅇ𝑟𝑖𝑎𝑙 80
𝑎𝑙𝑙𝑜𝑤𝑎𝑏𝑙ⅇ 𝑠ℎⅇ𝑎𝑟 𝑠𝑡𝑟ⅇ𝑠𝑠(𝜎) = = = 17.78 𝐺𝑝𝑎
𝑆𝐹 4.5
16
𝜏𝑚𝑎𝑥 = √(𝐾𝑚 𝑀𝑏 )2 + (𝐾𝑡 𝑇)2 ≤ 𝜏
𝜋𝑑3
16
𝜏𝑚𝑎𝑥 = √(1.5 × 5645.15)2 + (1 × 5960.35)2 ≤ 97.78 × 106
𝜋𝑑3
𝑑 ≥ 81.40𝑚𝑚
16
𝜎𝑚𝑎𝑥 = [𝐾 𝑀 + √(𝐾𝑚 𝑀)2 + (𝐾𝑡 𝑇)2 ] ≤ 𝜎
𝜋𝑑3 𝑚
16
𝜎𝑚𝑎𝑥 = [1.5 × 5645.15 + √(1.5 × 5645.15)2 + (1 × 5960.35)2 ] ≤ 17.78 × 109
𝜋𝑑3
𝑑 ≥ 17.54 𝑚𝑚
Therefore, suitable diameter for reverse gear shaft is 90 mm.
5.3 Input shaft.

It is same as the reverse gear shaft so the diameter of the shaft that selected is 100
mm.
5.4 Output shaft

Output shaft also like cantilever shaft. But it can’t be exactly saying where both bending
movement and torque will be maximum in same place. Therefore, a table use for those
calculation. All distances are measure from left end (P0) (according to the figure 02). Bending
movements and torque on output shaft at each position
39
Gear Distance Gear(diameter) Forces on Forces on BM (Y) BM (Z) BM Torque
from B2 (m) XZ (N) XY (N) (Nm) (Nm) (sum) (Nm)
(m) (Nm)
1 0.860 0.758 -49351.7 12763.2 - 3324.3 859.43 3433.6 18704.3
2 0.404 0.625 -31709 8200.5 - 11137.58 2877.37 11503.3 9909.06
3 0.218 0.505 -24080 6202.75 - 8426.71 2175.19 10463.44 6080.2
Table 14: Bending movements and torque on output shaft at each position
Impact of bending movement is bigger than torque, therefore only 2nd gear will be enough for
calculations
16
𝜏𝑚𝑎𝑥 = √(𝐾𝑚 𝑀𝑏 )2 + (𝐾𝑡 𝑇)2 ≤ 𝜏
𝜋𝑑3
16
𝜏𝑚𝑎𝑥 = √(1.5 × 11503.3)2 + (1 × 9909.06)2 ≤ 97.78 × 106
𝜋𝑑3
𝑑 ≥ 101.2 𝑚𝑚
16
𝜎𝑚𝑎𝑥 = [𝐾 𝑀 + √(𝐾𝑚 𝑀)2 + (𝐾𝑡 𝑇)2 ] ≤ 𝜎
𝜋𝑑3 𝑚
16
𝜎𝑚𝑎𝑥 = [1.5 × 11503.3 + √(1.5 × 11503.3)2 + (1 × 9909.06)2 ] ≤ 17.78 × 109
𝜋𝑑3
𝑑 ≥ 22 𝑚𝑚
Therefore, suitable diameter for output shaft is 110 mm. It’s taken considering standard saft
size.
6 Bearing selection
Rotating shafts need bearings to be fixed to the housing. Because it can reduce friction of
moving parts relative to another and give smooth rotation. When selecting a bearing it needs
to consider few things. Those are, installation space, load acting on shaft (radial, axial or
both), accuracy etc.
40
In this case only radial loads are acting because here only use spur gears. By
considering Radial load resistance, Vibration or impact load resistance, High speed
adaptability, High accuracy, Rigidity and Misalignment, the cylindrical roller bearing (NN-
NNU) type bearing was selected.[11]
6.1 Bearing for reverse gear shaft and input shaft

Both reverse gear and input shafts are operating under same forces, so the forces on
the bearing are same. Both shafts can include with the same type of bearing.
Forces on the bearing: - 𝐹𝑝3 = 3053.9 𝑁 and 𝑅𝑃3 = 10640.25 𝑁
Resultant force on the bearing = 11069.56 N
Bore diameter = 90 mm
Life of the machine (marine gear box) = 30000 h
Table 15: Operating hours of different machines[12]
Shaft rpm = 1500 rpm

𝑙𝑖𝑓ⅇ 𝑜𝑓 𝑏ⅇ𝑎𝑟𝑖𝑛𝑔 = 1500 × 30000 × 60 = 2700 𝑚𝑖𝑙𝑙𝑖𝑜𝑛 𝑟ⅇ𝑣
Reliability is assumed as 95%. Then,
𝐶 𝑝
𝐿𝑛𝑚 = 𝑎1 𝑎𝑠𝑘𝑓 𝐿10 = 𝑎1 𝑎𝑠𝑘𝑓 ( )
𝑃
41
Table 16: Values for adjustment factor[12]
Due to insufficient data of lubrication system and fatigue load askf will assume as 1. Also,
there only radial load acting on bearing due to that will 𝑃 = 𝑓𝑟 .
3
𝐶𝑟
𝐿5𝑚 = 2700 = 0.64𝐿10 = 0.64 ( )
11069.56
𝐶𝑟 = 178864.83 𝑁
Table 17: Single row cylindrical roller bearings[12]
According to the table, N 218 ECP bearing is selected.
42
6.2 Bearing for lay shaft
6.2.1 left end (figure 02)


𝐶 𝑝
𝐿𝑛𝑚 = 𝑎1 𝑎𝑠𝑘𝑓 𝐿10 = 𝑎1 𝑎𝑠𝑘𝑓 ( )
𝑃
3
𝐶𝑟
𝐿5𝑚 = 2700 = 0.64𝐿10 = 0.64 ( )
33748.19
𝐶𝑟 = 545312.03 𝑁
43
According to the table 11, NU 2228 ECML bearing is selected.
6.2.2 Right end (figure 02)


𝐶 𝑝
𝐿𝑛𝑚 = 𝑎1 𝑎𝑠𝑘𝑓 𝐿10 = 𝑎1 𝑎𝑠𝑘𝑓 )
(
𝑃
3
𝐶𝑟
𝐿5𝑚 = 2700 = 0.64𝐿10 = 0.64 ( )
28893.22
𝐶𝑟 = 466864.17 𝑁
44
According to the table 11, NU 2228 ECML bearing is selected.
6.3 Bearing for output shaft

Output shaft is differed from other. Because unlike others it rotates different speed
with different work condition. Where,
In 1st gear – 478 rpm
In 2nd gear – 904 rpm
In 3rd gear – 1471 rpm with different forces exerted on it.
Gear Speed Bearing forces Bearing forces Resultant force Percentage of

(rpm) on XZ on XY
on bearing work (%)
(N) (N)
(radial)/N
1 478 49351.7 12763.2 50975.38 10
2 904 31709 8200.5 32752.23 20
3 1471 24080 6202.75 24866.05 70
Table 20: Bearing load on output shaft
∴ 𝑙𝑖𝑓ⅇ 𝑜𝑓 𝑏ⅇ𝑎𝑟𝑖𝑛𝑔 = (0.1 × 478 + 0.2 × 904 + 0.7 × 1471) × 30000 × 60 = 2265 𝑚𝑖𝑙𝑙𝑖𝑜𝑛 𝑟ⅇ𝑣
2265 × 106
𝑎𝑣ⅇ𝑟𝑎𝑔ⅇ 𝑟ⅇ𝑣𝑜𝑙𝑢𝑡𝑖𝑜𝑛 = = 1259 𝑟𝑝𝑚
30000 × 60
𝐿5𝑚 = 2265 = 0.64𝐿10
3 3 3
𝐶𝑟 47.8 𝐶𝑟 180.8 𝐶𝑟 1029.7
2265 = 0.64[( ) × +( ) × +( ) × ]
50975.38 1259 32752.23 1259 24866.05 1259
𝐶𝑟 = 394670.76 𝑁
45
According to the table 13, NJ 2222 ECP bearing is selected.
6.4 Bearing for gears in Output shaft

The bearing dynamic capacity that uses to choose a bearing for output shaft can be
used to choose a suitable bearing for gears in output shaft.
The suitable bearing is NU 232 ECM.
7 Keys and keyways design calculations

Keys and keyways are used to prevent relative motion between two components. In this
case gears should be fix in input shaft. Due to that it needs to use key and keyway. Form the
46
various types of keys, rectangular shank keys are used. Because they can prevent relative
motion also there are used in industry where gears and shaft use as well.[13]
Figure 13: a: keyway, b: key, c: key seat, d: keyed joint
7.1 Key and keyway in input shaft and reverse gear shaft.
For all the keys here use same material as shaft. Also, key should be stronger than shaft.
Otherwise, failure can happen in key. Therefore, factor of safety is taken as 1.5 which is less
than factor of safety on shaft. And shaft diameter is 100 mm,

Table 23: Proportions of standard parallel, tapered and gib head keys
47
Maximum torque transmits by the shaft = 5960.35 Nm
Considering failure of key from shearing,
𝜎𝑦𝑡 440
𝜏𝑚𝑎𝑥 = = = 146.67 𝑁/𝑚𝑚2
2 × 𝐹𝑆 2 × 1.5
𝑑 100
5960350 = 𝑙 × 𝑤 × 𝜏𝑘 × = 𝑙 × 32 × 146.67 ×
2 2
𝑙 = 25.4 𝑚𝑚
Considering failure of key from crushing,
𝑡 𝑑 18 440 100
5960350 = 𝑙 × × 𝜎𝑐𝑘 × = 𝑙 × × ×
2 2 2 1.5 2
𝑙 = 45.15𝑚𝑚
Therefore, key length is taken as 46 mm.
Effect of keyway,
𝑤 ℎ 32 9
ⅇ = 1 − 0.2 ( ) − 1.1 ( ) = 1 − 0.2 ( ) − 1.1 ( ) = 0.837
𝑑 𝑑 100 100
7.2 Key and keyway in lay shaft

Shaft diameter = 140 mm
Maximum torque transmits by the shaft = 6045.59 Nm
Considering failure of key from shearing,
𝜎𝑦𝑡 440
𝜏𝑚𝑎𝑥 = = = 146.67 𝑁/𝑚𝑚2
2 × 𝐹𝑆 2 × 1.5
𝑑 140
6045590 = 𝑙 × 𝑤 × 𝜏𝑘 × = 𝑙 × 40 × 146.67 ×
2 2
𝑙 = 14.72 𝑚𝑚
48
Considering failure of key from crushing,
𝑡 𝑑 22 440 140
6045590 = 𝑙 × × 𝜎𝑐𝑘 × = 𝑙 × × ×
2 2 2 1.5 2
𝑙 = 26.76 𝑚𝑚
Therefore, key length is taken as 27 mm.
Effect of keyway,
𝑤 ℎ 40 11
ⅇ = 1 − 0.2 ( ) − 1.1 ( ) = 1 − 0.2 ( ) − 1.1 ( ) = 0.856
𝑑 𝑑 140 140
7.3 Splines calculations for output shaft

Splines needs because gears on output shaft should be shifted. Therefore, it needs to find
out permissible pressure on spline is smaller than 6.5Mpa.
Figure 14: Splines[14]

By 1st gear
Maximum torque on shaft by 1st gear – 18704.3 Nm
d – 110mm
D – 137.5mm (1.25d)
1
𝑀𝑡 = 𝑝𝑚 ln(𝐷2 − 𝑑 2 )
8
1
18704.3 = × 𝑝𝑚 × 0.264 × 15 × (137.52 − 1102 ) × 10−6
8
49
𝑝𝑚 = 5.6𝑀𝑝𝑎 < 6.5𝑀𝑝𝑎
Therefore, selected 15 splines for output shaft is safe.
By 2nd gear
Maximum torque on shaft by 2nd gear – 9909.06 Nm
d – 110mm
D – 137.5mm (1.25d)
1
𝑀𝑡 = 𝑝𝑚 ln(𝐷2 − 𝑑 2 )
8
1
9909.06 = × 𝑝𝑚 × 0.084 × 22 × (137.52 − 1102 ) × 10−6
8
By 3rd gear
Maximum torque on shaft by 3rd gear – 6080.2 Nm
d – 110mm
D – 137.5mm (1.25d)
1
𝑀𝑡 = 𝑝𝑚 ln(𝐷2 − 𝑑 2 )
8
1
6080.2 = × 𝑝𝑚 × 0.072 × 16 × (137.52 − 1102 ) × 10−6
8
50
Therefore, the suitable number of splines would be 22.
8 Dog clutch design.

Dog clutch and the gear wheel.
As the gears are large and heavy for shifting, constant mesh gear layout is selected.
But to decrease the weight of the dog clutch, a gear has added to the system. The output shaft
required 22 splines in order to withstand to the forces applied by the gears. That forces are
applied to that gear, so it decided to design the gear with 22 teeth.
9 Tolerances and clearance fit

In this case hole basis system fit is selected. As shown in table 22, H8/f7 clearance fit is
selected. From that information, clearance fit for shaft as follows (from table 16),
• Input shaft –
Hole = 100+0.054
−0 𝑚𝑚, Shaft= 100−0.036
−0.071 𝑚𝑚
• Lay shaft –
Hole = 140+0.063
−0 𝑚𝑚, Shaft= 140−0.043
−0.083 𝑚𝑚
• Reverse gear shaft –

Hole = 100+0.054
−0 𝑚𝑚, Shaft= 100−0.036
−0.071 𝑚𝑚
• Output shaft –
Hole = 110+0.054
−0 𝑚𝑚, Shaft= 110−0.036
−0.071 𝑚𝑚
51
Table 24: description of preferred fit[15]
52
Table 25: Selected fit – hole basis[15]
10 Gear shifting mechanism

The gearbox is for tugboat, so it is not suitable to put a linkage mechanism unless the
gearbox is not closer to the operator. Therefore, it suggested that to put a hydraulically
operated shifting mechanism.
53
11 Lubrication selection
To find proper lubrication, Pitch line velocity of the lowest speed gear, feet per
minute (fpm) should be find out.
𝑉 = 18.97 × 60 × 3.28 𝑓𝑡𝑚𝑖𝑛−1 = 3733.3 𝑓𝑡𝑚𝑖𝑛−1
7000
𝐾𝑖𝑛ⅇ𝑚𝑎𝑡𝑖𝑐 𝑣𝑖𝑠𝑐𝑜𝑠𝑖𝑡𝑦 𝑎𝑡 400 𝐶 = 𝑉25 = = 114.56
√𝑣
Maximum power exerted on the gear box is 690.5 hp. The maximum gear ratio that the gear
box has is 3.14. the maximum rpm that the gears are rotation is 1500.
Therefore, the best lubrication is ISO 150.
Table 26: Selected fit – hole basis[16]
54
12 Final Design
Figure 15: Gear box
55
Figure 16: Plan view of the gear box
56
12.1 Gears
Figure 17: Gear A
Figure 18: Gear B
Gear A is installed to the Output shaft in order to achieve the 3rd gear with the gear B
which is installed to lay shaft with a gear ratio of 1.02.
57
Figure 19: 3rd Gear calculation – Excel Data sheet
58
Figure 20: Gear C
Figure 21: Gear D
Gear C is installed to the Output shaft in order to achieve the 2nd gear with the gear D
59
Figure 22: 2nd Gear calculation – Excel Data sheet
60
Figure 23: Gear E
Figure 24: Gear F
Gear E is installed to the Output shaft in order to achieve the 1st gear with the gear F
61
Figure 25: 1st Gear calculation – Excel Data sheet
62
Figure 26: Gear I
Same gear (Gear I) installed to the lay shaft and the clutch system in order to get the
same speed to the lay shaft and prime mover.
Gear I
Lay shaft
Figure 27: Lay shaft and the clutch system
63
Figure 28: Gear I design calculations – Excel data sheet
64
Figure 29: Input gear
Figure 30: Gear G
Same gear (Gear G) installed to the input shaft and the clutch system in order to get
the same speed to the clutch shaft and prime mover.
65
Figure 31: Gear G design calculation – Excel data sheet
66
12.2 Plan view of the assembled gears
Gear E
Gear F
Gear C Gear D
Gear A Gear B
Figure 32: Lay shaft and output shaft with gears
12.3 Clutch system

Forward Gear G Reverse Gear G
Lay shaft
Gear I in lay shaft
Input shaft
Figure 33: Clutch system with input shaft
67
The clutch system activated with a hydraulic driven system. One clutch engage with
forward gear and the other clutch is engaged with the reverse gear. It let the gear box achieve
all the three gears for both forward and reverse directions.
Figure 34: Clutch system
68
Figure 35: Clutch hub gear
Figure 36: Driven plate
69
Figure 37: pressure plate
Figure 38: Clutch system without driven and pressure plates and clutch hub gear
70
12.4 Shafts
12.4.1 Input shaft
Figure 39: Input shaft without components
Figure 40: Input shaft with Input gear
71
12.4.2 Clutch shaft
Figure 41: Clutch shaft without components
Figure 41: Clutch shaft with Gear G, Clutch hub gear and Gear I
72
12.4.3 Lay shaft
Figure 43: Lay shaft without components
Gear B
Gear D Gear I
Gear F
Figure 44: lay shaft with gears
73
12.4.4 Output shaft
Figure 45: Output shaft without components
Figure 46: Output shaft with gears
74
12.5 Dog clutch system
As a result of the heaviness of the gears, the constant mesh gear box type chosen to do
the shifting mechanism. Therefore, the dog clutch is installed to the gear box.
12.5.1 Components of the dog clutch system
Figure 47: Dog clutch
Figure 48: Gear used with the dog clutch
75
12.5.2 Assembly of the dog clutch with the output shaft
Figure 49: Output shaft with gears and gears used with dog clutches
Figure 50: Output shaft with gears and dog clutches
76
12.6 Gear holders of the lay shaft
These components let the gears and lay shaft rotate separately.
12.6.1 Gear holder for gear E
Figure 51: Gear holder for gear E
Figure 52: Gear holder for gear E with output shaft
77
Figure 53: Gear Holder for Gear E with the Gear E and output shaft
12.6.2 Gear holder for gear C
Figure 54: Gear holder for gear C
78
Figure 55: Gear holder for gear C with output shaft
Figure 56: Gear Holder for Gear C with the Gear C and output shaft
79
12.6.3 Gear holder for gear A
Figure 57: Gear holder for gear A
Figure 58: Gear holder for gear A with output shaft
80
Figure 59: Gear Holder for Gear A with the Gear A and output shaft
12.7 Gear shifting

Gear shifting is done with the help of hydraulic mechanism.
Figure 60: Gear shifting assembly

81
Figure 61: Plan view of the shifting assembly
Figure 62: Selector folks with output shaft
82
12.7.1 Components of shifting
Figure 63: Selector folk
Figure 64: Piston used for shifting
Figure 65: End cap
83
Figure 66: Top housing
12.8 Housing
Figure 67: Bottom part of the housing
84
Figure 68: Middle part of the housing
Figure 69: Top part of the housing
85
13 Future work
` The gear box is too large because all the gear are calculated according to the spur gear
calculations. If the helical gears are used instead of the spur gears, then the gearbox will be
smaller and less weight than the designed gearbox and it will be more suitable to install for
the tugboat.
Gear box and propeller shaft failures can be seen in almost all stages of the marine vessels.
There is main three types of marine vessels that face frequently to those failures and those are
supply boats, crew boats and tugboats in the descending order. So, there are various types of
risk assessment models have been developed in order to identify the main problems causing
for those failures and prevent damaging the functionality of the regarded vessel. They can be
categorised as quantitative and qualitative risk analysis, according to the way they are
operating. Together, they are included with “Safety and Review Audits, Checklist, What-if
Analysis, Hazard Operability Analysis (HAZOP), Probabilistic Risk Analysis (PRA), and
Probability Hazard Analysis (PrHA)”, etc[17]. It can be included examples for the gear box
risk analysis as order-bispectrum method, Calculated order tracking method, Time series
auto-regressive model, Empirical Mode Decomposition, etc.
Frome those analysis, it has acquired some main problems/ factors causing for the
shaft and gearbox failures. They are insufficient lubrication, impact related to environmental
condition of water and stress corrosion cracking in propulsion system’s components[17].
Therefore, more research can be done those area for further development of the design as a
future work.
14 References
[1] P. K. Balakrishnan and S. Sasi, “Technological and Economic Advancement of Tug
Boats,” IOSR J. Mech. Civ. Eng., p. 11.
[2] “Resistance and powering of a ship.pdf.”
[3] “Sci-Hub | A towing tank with minimal background motion. Journal of Physics E:
Scientific Instruments, 9(11), 951–954 | 10.1088/0022-3735/9/11/020.” https://sci-
86
hub.se/https://iopscience.iop.org/article/10.1088/0022-3735/9/11/020/meta (accessed
Nov. 06, 2021).
[4] “A_Textbook_of_Machine_Design_by_R_S_KHUR.pdf.”
[5] “Machine Design: LESSON 24 DESIGN OF SPUR GEARS-II.”
http://ecoursesonline.iasri.res.in/mod/page/view.php?id=125533 (accessed Dec. 06,
2021).
[6] S. Nitonye, S. Adumene, and U. U. Howells, “Numerical Design and Performance
Analysis of a Tug Boat Propulsion System,” J. Power Energy Eng., vol. 05, no. 11, pp.
80–98, 2017, doi: 10.4236/jpee.2017.511007.
[7] “Spur Gears: A Complete Guide - What are they, Types and Uses,” Grob Inc.
https://www.grobinc.com/spur-gears/ (accessed Feb. 19, 2022).
[8] “Factors of Safety.” https://www.engineeringtoolbox.com/factors-safety-fos-d_1624.html
(accessed Dec. 07, 2021).
[9] H. Loewenthal, “Design of Power- Transmitting Shafts,” p. 30.
[10] “AISI 1030 Carbon Steel (UNS G10300),” AZoM.com, Aug. 23, 2012.
https://www.azom.com/article.aspx?ArticleID=6531 (accessed Dec. 07, 2021).
[11] “Selection of bearing type | Basic Bearing Knowledge | Koyo Bearings /JTEKT
CORPORATION.” https://koyo.jtekt.co.jp/en/support/bearing-knowledge/3-0000.html
(accessed Dec. 08, 2021).
[12] “0901d196802809de-Rolling-bearings---17000_1-EN_tcm_12-121486.pdf.”
[13] “What are shaft keyways, its characteristics and benefits,” Engineering Product
Design. https://engineeringproductdesign.com/knowledge-base/keys-keyways/ (accessed
Dec. 08, 2021).
[14] J. K. G. R. S. KHURMI, Machine design, no. I. 2000. doi: 10.1038/042171a0.
[15] “ANSI-B4-2-1978-Preferred-Metric-Limits-and-Fits.pdf.”
[16] “Lubrication Selection for Enclosed Gear Drives.”
https://www.machinerylubrication.com/Read/707/enclosed-gear-drives (accessed Dec.
09, 2021).
[17] D. E. Onwuegbuchunam, I. C. Ogwude, C. C. Igboanusi, K. O. Okeke, and N. N.
Azian, “Propulsion Shaft and Gearbox Failure in Marine Vessels: A Duration Model
87
Analysis,” J. Transp. Technol., vol. 10, no. 04, pp. 291–305, 2020, doi:
10.4236/jtts.2020.104019.
88

Design of The Gear Box For Tug Boat To To Tow A Coastal Tank.

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Design of The Gear Box For Tug Boat To To Tow A Coastal Tank.

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Discussion Group: H

ME3200 Machine Design Project

Index No. Name Marks

Date of submission 23/02/2022

Discussion group advisors’ names and affiliations

Department of Mechanical Engineering,

Department of Mechanical Engineering

View of the ship

Figure 1: Coastal tanker 1

Vessel type: Coastal tanker 1 (Dis.21515 t)

Length overall (LBP): 144.0 m

Bow draft: 9.1 m

Stern draft: 9.1 m

Therefore, it is unnecessary to include several gears to the gearbox. If it applied, then

3.1 Determine the Power output by the tugboat

Theoretical towing power (PE)

Total Hull Resistance (FT)

Where: 𝜌 = Density of the seawater

Coefficient of total hull resistance (CT)

Wave making coefficient (𝐶𝑤 )

2. Viscous pressure resistance

Figure 2: Flow around a body submerged in water

Coefficient of viscous resistance (𝐶𝑣 )

Tangential component of viscous resistance (𝐶𝐹 )

The Form factor (K)

Volume of displaced water (𝛻)

Wetted surface area (S) - Mumford’s formula

Where: d = wetted depth of the hull

Theory ………………… (2)

Here: Vs = speed of the ship

Angular velocity of the propeller

Where: P = Pitch length of the propeller

3.2 Gear selection – Theory

Gear ratio V.R.

Distance between shafts. L

Ultimate tensile strength of the selected

Elastic modulus of the selected material E

Table 01: Parameters use for calculation on gears

3.2.2 Procedure that followed when design a gear

Then it needs to find the Pitch line velocity.[4]

for 20° full depth involute system,

for 20° stub system,

Where; 𝑇𝑝 is number of teeth in the pinion,

Number of teeth in the gear can be calculated as,

Here, m is the module of the gear

𝑊𝑇 = 𝜎𝑤 𝑏𝑚𝜋𝑦𝑝 ……………………. (15)

Dynamic load can be determine using the following equation.[4]

Tooth error can be calculated using the following table. [4]

Table 04: Tooth error in action according to the gear module

wear tooth load can be determine using following equation[4],

Where; Q = Ratio factor

𝜎𝑒𝑠 2 𝑎𝑠𝑖𝑛 𝜙 2 ……………………. (26)

𝜎𝑒𝑠 = 2.8 × 𝐵. 𝐻. 𝑁. −70 …………………. (27)

wear tooth load can be determine using following equation[4],

𝜎𝑒 = 1.75 × 𝐵. 𝐻. 𝑁. ……………………. (29)

4 Design Calculations and Materials Selection

4.1 Calculations for output power of the prime mover

Waterline length (LWL) 144 m (With the assumption “LWL≈ LOA”)

Breadth of the ship (B) 21.8 m

Draft of the ship/ wetted depth (T) 9.1 m

Towing speed (u) 4 knots (2.06 m s-1)

Kinematic viscosity of water (v) at 20 0C 1.0034 × 10-4 m2 s-1

Volume of displaced water (𝛻) 20969.786 m3