Contents

Acknowledgment .................................................................................................................................
.... i
Abstract........................................................................................................................................................I
CHAPTER ONE..............................................................................................................................................1
INTRODUCTION...........................................................................................................................................1
1.2.1. History of gearbox.....................................................................................................................2
1.3 The purpose of a gearbox..................................................................................................................6
1.4 Function of gearbox in automobiles..................................................................................................7
1.5 Types of gearbox...............................................................................................................................8
1.5.1 Selective type gear box...............................................................................................................8
1.5.2 Epicyclic gearbox......................................................................................................................16
1.6 Additional components component gearbox..................................................................................18
1.6.1 Shaft.........................................................................................................................................18
1.6.2 Bearings....................................................................................................................................20
1.7 Working principle of sliding mesh...................................................................................................24
1.8 Problem statement..........................................................................................................................25
1.9 Objective of the Project...................................................................................................................26
1.9.1General Objectives....................................................................................................................26
1.9.2 Specific Objectives....................................................................................................................26

NUMNICULATURE ................................................................................................................................
.viii
Greek
letters....................................................................................................................................... ix
Abbreviation ....................................................................................................................................
 CHAPTER ONE
INTRODUCTION
1.2. Background of gearbox

During past years, the author discusses gearbox housing and says that the development of the cast
iron-base friction-bearing has made possible the multiple-gear and the shaft types. For severe
service, the qualifications of a satisfactory gear-facing are density of structure, together with a
reasonably high fatigue-strength; the coefficient should be high and fairly constant over a wide
range of temperature; the facing must be able to withstand high temperature and friction without
deterioration; the impregnating compound must not bleed out at high temperature; and the
permeation of the impregnating solution must be complete so that the wear resistance is constant
throughout the thickness of the gear. The molded and the woven types of gear are treated at
thickness. Engagement methods, cooling and thermal efficiency, adjustment, methods of control,
the lubricating of release meshing sleeves and balancing are described. Since the gearbox
virtually converts engine torque into heat during the period of meshing just previous to full
engagement, and since the heat must be dissipated through the gear mechanism, the thermal
efficiency of a gear is of great importance. The severe service required of gear has emphasized
the importance of having a gear rid itself of the large quantity of rotation generated as a result of
its lever use and, from his experience, the author concludes that:

Careful consideration is given to the subject of meshing, the unit pressure of the gear tooth is
unimportant over a wide range of pressures. As a result of conclusion, it is believed that a 4speed
or a 3speed gear or others is the logical design for heavy-duty as well as light-duty service. This
is largely because it is much easier to provide for the necessary masses of absorption metal in
these gears than in the multiple-gear type. The masses of absorption metal should be carried as a
part of the shaft weight. Cast iron is the best metal to use as a friction surface for engaging the
tooth facing. The free graphitic content of cast iron provides a slight lubricating effect and
permits the surfaces to attain a smooth high polish. With their present knowledge of the subject,
the engineers of the gear/transmission. Co. attempt to provide several elements for increasing the
thermal efficiency of the gear. A considerable mass of metal is provided in the driving gear, and
this mass is designed to provide a large exposed area for a teeth surface transmission. The mass
serves as a reservoir that absorbs a large number of heat and rubbing units without raising the
temperature of the driving gear too quickly.

The course of over resent years of automotive history, almost all components have undergone
enormous technological development Reliability, production costs and ease of maintenance, as
well as environmental compatibility have been and continue to be the criteria demanding new and
better solutions from automotive engineers.

1.2.1. History of gearbox

From starting with manual transmissions, to the introduction of automatic transmissions in 1939
– learn about the evolution of the modern transmission. The transmission in automobiles is a
system of parts usually contained within a housing, connecting the engine to the wheels. Suitable
torque, or turning force, is generated by the engine only within a narrow range of engine speeds,
i.e., rates at which the crankshaft is turning. However, the wheels must turn with suitable torque
over a wide range of speeds. While its speed is held roughly constant, the engine turns an input
shaft on the transmission whose output shaft can be adjusted to turn the wheels at an appropriate
speed.

The manual transmission is the simplest (and earliest) of transmissions, and consist of a system of
interlocking gearwheels. These wheels are arranged so that by operating a lever the driver can
choose one of several ratios of speed between the input shaft and the output shaft. These ratios
are called gears, first gear being the arrangement that gives the lowest output speed, second gear
the next lowest, and so forth. To allow smooth shifting from one gear to another, a clutch is
provided to disengage the engine from the transmission. The commonly used dry single disk
clutch has a steel disk with a friction lining that is sandwiched between a flywheel on the engine
shaft and a pressure plate on the transmission input shaft. When the driver takes his foot off the
clutch pedal, springs squeeze the friction disk into the space between the flywheel and the
pressure plate, enabling the engine shaft to turn the transmission. For many cars and for normal
driving conditions a transmission with three forward gears and one reverse gear is sufficient. In
cars having small engines transmissions with four or five forward speeds are used; racing cars
often have as many as six forward speeds.

A synchromesh transmission is a manual transmission in which all forward gear wheels are held
in mesh at all times. Used on most American cars with a manual transmission, it allows the
driver to shift gears more smoothly and makes the car run more quietly.
The advanced gearbox of today has reverted to what it was back in 1928 – three-speed and
nonsynchromesh. At least that is the way it is for Volvo Trucks. The development span between
that first gearbox and the very latest the we-Shift encompasses a huge amount of work and many
landmark accomplishments.

1928 saw the very first Volvo truck leave the factory. It was a very popular vehicle in fact far
more popular than its passenger car ancestor the ÖV4, whose driveline components were carried
over into the truck in their entirety. This first truck, known simply as the Volvo Truck Series 1,
produced 28 horsepower and had a three-speed non-synchromesh gearbox.

It was not until 1931 that Volvo built its first trucks without using driveline components from the
company’s passenger cars. The gearbox in the new truck series was a robust four-speed unit
specially designed for heavy vehicles. The new trucks also had sturdy rear axles with a reduction
gear.

A synchromesh transmission is a manual transmission in which all forward gear wheels are held
in mesh at all times. Used on most American cars with a manual transmission, it allows the
driver to shift gears more smoothly and makes the car run more quietly.

In these non-synchromesh gearboxes, it was necessary to press the clutch twice to change gears.
This heavy double-declutching and shifting of gears solely by manual force put considerable
physical strain on the driver. That is why it was hailed as an important leap ahead when
synchromesh gearboxes appeared on the market in the 1950s.

“They marked an immense improvement in the driver’s working conditions: from a job requiring
special training for gear changing, it became more like driving a passenger car,” says Åke
Zander, technical director at Volvo Power train and the person responsible for drivelines and
hybrids.

The automatic transmission, introduced in 1939, switches to the optimum gear without driver
intervention except for starting and going into reverse. The type of automatic transmission used
on current American cars usually consists of a fluid device called a torque converter and a set of
planetary gears. The torque converter transmits the engine’s power to the transmission using
hydraulic fluid to make the connection. For more efficient operation at high speeds, a clutch plate
is applied to create a direct mechanical connection between the transmission and the engine.

During the 1950s, Volvo also started experimenting with automatic transmissions. However, it
would take another 40 years for automated transmission to make its breakthrough. Before that,
auxiliary gears such as range-change and splitter transmissions made their entry into the truck
cab.

However, auxiliary gears were really only a natural part of the development process and did not
mark a major leap ahead. That at least is the view of Mart Mägi, former professor of automotive
technology at the Chalmers University of Technology in Goteborg, Sweden.

“From a technological development perspective, the inclusion of additional mechanical gears

behind and in front of the base gearbox was only a minor step in overall progress. The first truly
revolutionary concept was the gearbox itself, which entered into use just over a century ago. The
next significant technological advance was synchromesh, followed by automation,” explains
Mägi

The development of automatic transmissions for trucks progressed very slowly. However, once
they arrived they were little short of epoch-making, says Mägi.

Volvo Trucks’ first automatic transmission the Power tronic arrived in 1992. Nine years later,
Volvo took another decisive technological leap ahead with the introduction of the first generation
of the we-Shift. Today this transmission is the jewel in Volvo Trucks’ crown, and has won
widespread customer recognition.
Volvo Power train’s Åke Zander relates that it was only with the advent of the I-Shift that
customers finally started appreciating automated transmission.

“Volvo has always had a strong selling point with its gearboxes, but when the I-Shift arrived in
2001, it received a particularly warm welcome. The I-Shift brought increased functionality,
reliability, drive ability and fuel efficiency, something that was entirely new on the market,” he
explains.

The we-Shift is a splitter and range-change gearbox with three non-synchromesh gears in the
main gearbox. With its splitter and range ratios, the transmission has a total of twelve forward
gears, which are engaged and synchronized entirely electronically. The I-Shift communicates
with the engine. For instance, it activates engine braking (the Volvo Engine Brake) as necessary,
slowing down the engine and optimizing each gear change in a way that no driver with a manual
gearbox can replicate.

The latest generation of the we-Shift was introduced in 2009 with the launch of Euro 5. Using a
variety of software updates, it is optimized for various operating conditions, from highway to
construction site. Today, more than 70 percent of all new Volvo FH and FM trucks sold are fitted
with the we-Shift.

With this gearbox, the wheel comes full circle and Volvo has completed the journey from a
threespeed non-synchromesh gearbox to the I-Shift, in which the mechanical heart of the unit is
also a non-synchromesh three-speed gearbox.

“In the future, the entire conventional gearbox may become obsolete – for instance in series
hybrids, if or when we get a properly functioning hybrid system in trucks too. The next big step
ahead is hybridization, and that is already on its way in,” he says. Electric power transmission
does not require any gears at all in the way they are used in today’s gearboxes. Computers take
over control of power delivery from the engine to the driven wheels via intermediate electric
motors and battery packs.
Zander agrees that hybrids are set to be the next major development step, but predicts that the
gearbox is still going to be around.
“It will be needed together with an electric motor. Most of Volvo Trucks’ products are too heavy
for electric power alone – the electric motor and batteries would be too big and expensive. And it
is always customer benefit that determines when and if a technological paradigm shift is viable.
Today Volvo Trucks’ hybrid trucks are equipped with the I-Shift,” he says.

The introduction of microprocessor-controlled electronic sensors has enhanced the performance

of automatic transmissions still more. Data about engine speed, exhaust pressure, and other
performance characteristics are sent to a processor that controls the changing of gears and the
clutch plate in the torque converter via electrical switches, or solenoids. New approaches to
transmission design combine the best features of manual and automatic transmissions to provide
more efficient ways of channeling engine power to the wheels.

Manumatic Transmission

A manumatic transmission is an automatic transmission with an added manual-shift mode;

typically, a floor-mounted shifter offers an alternative selector path supplemented by buttons
mounted on the steering wheel.

1.3 The purpose of a gearbox

Gearbox is one of the major components of power transmission system which is a speed and
torque changing device between the engine and the driving wheels. It serves the following
purpose in the transmission system of an automobile;

 It exchanges engine power for greater torque and thus provides a mechanical advantage to
drive the vehicle under different conditions.
 It exchanges forward motion for reverse motion. Since the engine can turn in one
direction only, transmission gears mesh in such a manner to allow running the vehicle in
the reverse direction.
 It provides a neutral position to disallow power flow to the rest of power train.

The automobile requires high torque when climbing hills and when starting, even though
performed at low speeds. On the other hand, when running at high speeds on level roads, high
torque is not required because of momentum and it would be more preferable to have just the
wheel alone turning high speed. Since, the torque, which the engine can produce, is limited to
such as amount that the engine by itself cannot develop the required torque for starting and for
climbing hills. Therefore, gearbox acts in accordance with the running conditions.
 When driving power is required, it reduce the engine speed and transmits stronger torque
to the driving wheels and
 When high running speed is desired, it transmits high speed low-torque to the wheels.
 Gear Ratios: when one meshing gear rotates, the teeth of that gear cause the teeth of the
other gear to move so that the other gear also rotates. The relative speed of the two meshing
gears is called gear ratio which obtained by dividing the number of teeth on the driven gear to
the number of teeth of the driving gear.
 Torque and gear ratio: - A small gear driving a larger gear increases torque and decreases
speed. When large gear driving a smaller gear decreases torque and increases speed.

The way that a gearbox puts torque out is dependent on the lifetime of the gearbox. The lifetime
is determined by the number of gears that are present in the box and the direction that the gears
move in. The stronger the power that is created from the gears, the stronger the torque that is put
out will be. The speed by which it is put out is referred to as the gear ratio. This ratio determines
the type of gearbox that is present in a motor setting.

The amount of torque that a gearbox puts out and the numbers of revolutions per minute that it
reduces are both directly related to the efficiency of the gearbox. Gear boxes have several stages
in them and the amount of stages changes the efficiency of the box. The more gear stages that are
present in a gearbox, the greater the efficiency will be. When there are fewer, the efficiency will
be reduced and the gearbox will not put out as much torque.

1.4 Function of gearbox in automobiles

The gearbox is the second element of the power train in automobile. It is used to change the
speed and torque of vehicle according to variety of road and condition. Transmission box change
the engine speed into torque when climbing hails and when the vehicle required. Sometimes it is
known as torque converter. Main function of gear box is as follow:
Provide the torque needed to move the vehicle under a variety of road and load conditions. It does
this by changing the gear ratio between the engine crankshaft and vehicle drive wheels.

 Be shifted into reverse so the vehicle can move backward 

Be shifted into neutral for starting the engine.

Figure 2.Automobile manual transmission systems

1.5 Types of gearbox

The following types of gearboxes are used in automobiles:

1. Selective typ
Sliding mesh
Constant mesh
Synchromesh
2. Progressive type
3. Epicyclical type

1.5.1 Selective type gear box

It is that transmission in which any speed may be selected from the neutral position. In this type
of transmission, neutral position has to be obtained before selecting any forward or reverse
position.
Advantages of selective type gear boxes:

 Simple in construction
 Relatively free from troubles
 Light and small
 Low production costs.

Disadvantages:

 Gear ratios not being continuous but being in steps (3 to 5 steps), making it necessary to
shift gears each time when vehicle running conditions change.
 Noisy in operation.

1.5.1.1 Sliding mesh type gearbox 1.

Constant mesh gears.
2. Primary shaft (Clutch shaft)
3. Spigot bearing.
4. Main shaft.
5. Lay shaft (counter shaft)
 1. Primary Shaft

This shaft transmits the drive from the clutch to the gearbox. At the end, the shaft is supported by
a spigot bearing positioned close to the spines on to which the clutch driven plate is connected.
The main load on this shaft is taken by a bearing; normally a sealed radial ball type, positioned
close to an input gear called a constant mesh pinion. The gear is so named because it is always in
mesh with a larger gear small driving gear is called a pinion and a large gear a wheel.

2. Lay Shaft

This shaft, which is normally fixed to the gearbox casing, supports the various-sized driving
pinions of the lay shaft gear cluster.

3. Main Shaft

This splined output shaft carries spur gearwheels that slide along the shaft to engage with the
appropriate lay shaft gears. At the ‘front’ end, the main shaft is supported by a spigot bearing
situated in the center of the constant mesh pinion. A heavy-duty radial ball bearing is fitted at the
other end to take the force of the gears as the attempt to move apart. The power comes from the
engine to the clutch shaft and thence to the clutch gear which is always in mesh with a gear on
the lay shaft. All the gears on the lay shaft are fixed to it and as such they are all the time rotating
when the engine is running and clutch is engaged.
Gear position

Figure 4. Gear position

Neutral - All main shaft gearwheels are positioned so that they do not touch the lay shaft gears.
A drive is taken to the lay shaft, but the main shaft will not be turned in neutral position

First gear- By operating gearshift lever, the larger gear on main shaft is made to slide and mesh
with first gear of countershaft. The main shaft turns in the same direction as clutch shaft in the
ratio of 3:1

Second gear- By operating gear shift lever, the smaller gear on the main shaft is made to slide
and
mesh with second gear of counter shaft. A gear reduction of approximately 2:1 is obtained

Third gear - In the third gear, the gearbox provides low torque and high speed when compared
to 2nd gear

Top gear- By operating gearshift lever, the combined second speed gear and top speed gear is
forced axially against clutch shaft gear. External teeth on clutch gear mesh with internal teeth on
top gear and the gear ratio is 1:1

Reverse gear- By operating gearshift lever, the larger gear of main Shaft meshed with reverse
idler gear. The reverse idler gear is always on the mesh with countershaft reverse gear.
Interposing the idler gear, between reverse the main shaft turns in a direction opposite to clutch
shaft.
Advantages and Disadvantages of sliding mesh gearbox

Advantages:

 Since more no. of gears are in mesh in constant meshing gearbox more fluctuating loads
on shafts resulting in more vibrations and noise. But in smog less load on shafts since
one gear is in mesh at all-time resulting in less vibrations.
 Due to all gears are in constant mesh in cmg less is the efficiency as compared to sliding
mesh gearbox where only one gear is in mesh.
 Easy manufacturing
 Easy mechanism

Disadvantages:

 Since gears are in constant mesh in cmg, helical or herringbone gears can be used and in
sliding mesh only straight spur gears can be used.
 More effort is required in sliding mesh compared to cmg where only dog clutch has to
slide so need for extra mechanism to reduce efforts required.
 More chances of failure since gear tooth while sliding has to bear more impact loading
and for frequent changing of gears more chances of gear failure but in cmg only chance of
failure is of dog clutch.
 Less lifespan compared to cmg due more wearing of gears in sliding mesh.
 Increased cost since tooth designed must be of high stability under fluctuating loads.

 CMG contains easy reliability of dog clutch but in case of SMG, failure is of gears, so if it
fails than it requires time and money to manufacture new gear to perform the same task.
 Last and most important it is preferable due to its more efficiency.

1.5.1.2 Constant mesh gearbox

In this type of gearbox, all the gears of the main shaft are in constant mesh with corresponding
gears of the countershaft. The gears on the main shaft which are bushed are free to rotate. The
dog clutches are provided on main shaft. The gears on the lay shaft are, however, fixed. When the
left Dog clutch is slide to the left by means of the selector mechanism, its teeth are engaged with
those on the clutch gear and we get the direct gear. The same dog clutch, however, when slide to
right contacts the second gear and second gear is obtained. Similarly, movement of the right dog
clutch to the left results in low gear and towards right in reverse gear. Usually the helical gears
are used in constant mesh gearbox for smooth and noiseless operation.

Figure 5.Schematic of constant mesh Gearbox

Advantage of Constant mesh Gearbox compared to Sliding mesh Gearbox

As the gear remain always in mesh, it is no longer necessary to use straight spur gear. Instead
helical gear is used which are quieter running.

Wear of dog teeth on engaging and disengaging is reduced because here all the teeth of the dog
clutches are involved compared to only two or three teeth in the case of sliding gears.
1.5.1.3 Synchromesh gearbox
This type of gearbox is similar to the constant mesh type gearbox. Instead of using dog clutches
here synchronizers are used. The modern cars use helical gears and synchromesh devices in
gearboxes, that synchronize the rotation of gears that are about to be meshed

Figure 6.synchromesh gear box with dog clutch

Synchronizers

This type of gearbox is similar to the constant mesh type in that all the gears on the main shaft are
in constant mesh with the corresponding gears on the lay shaft. The gears on the lay shaft are
fixed to it while those on the main shaft are free to rotate on the same. Its working is also similar
to the constant mesh type, but in the former, there is one definite improvement over the latter.

This is the provision of synchromesh device which avoids the necessity of double declutching.
The parts that ultimately are to be engaged are first brought into frictional contact, which
equalizes their speed, after which these may be engaged smoothly. Figure shows the construction
and working of a synchromesh gearbox. In most of the cars, however, the synchromesh devices
are not fitted to all the gears as is shown in this figure.

They are fitted only on the high gears and on the low and reverse gears ordinary dog clutches are
only provided. This is done to reduce the cost. In figure A is the engine shaft, Gears B, C, D, E
are free on the main shaft and are always in mesh with corresponding gears on the lay shaft.
Thus, all the gears on main shaft as well as on lay shaft continue to rotate so long as shaft A is
rotating.

Members F1 and F2 are free to slide on spines on the main shaft. G 1 and G2 are ring shaped
members having internal teeth fit onto the external teeth members F1 and F2 respectively. K 1 and
K2 are dogteeth on B and D respectively and these also fit onto the teeth of G 1 and G2. S1 and S2
are the forks. T1 and T2 are the balls supported by spring.

These tend to prevent the sliding of members G 1 (G) on F1 (F2). However, when the force applied
on G1 (G2) slides over F1 (F2). These are usually six of these balls symmetrically placed
circumferentially in one synchromesh device.

M1, M2, N1, N2, P1, P2, R1, R2 are the frictional surfaces. To understand the working of this
gearbox, consider figure which shows in steps how the gears are engaged. For direct gear,
member G1 and hence member F1 (through spring-loaded balls) is slide towards left till cones M 1
and M2 rub and friction makes their speed equal. Further pushing the member G 1 to left causes it
to overdrive the balls and get engaged with dogs K1.

Now the drive to the main shaft is direct from B via F 1 and the spines. However, if member G1 is
pushed too quickly so that there, is not sufficient time for synchronization of speeds, a clash may
result. Likewise, defect will arise in case springs supporting the balls T 1 have become weak
similarly for second gear the members F 1 and G1 are slide to the right so that finally the internal
teeth on G1 are engaged with L1.
Then the drive to main shaft will be from B via U 1, U2, C, F1 and spines. For first gear, G2 and
F2 are moved towards left. The drive will be from B via U 1, U2, D, F2 and spines to the main
shaft.
For reverse gear, G2 and F2 are slid towards right.
In this case the drive will be from B via U1, U2, U5, E, F2 and spines to the main shaft Advantages
of Synchromesh gearbox.

The synchromesh type of gearbox has the big advantage of allowing smooth and quick shifting of
gears without danger of damaging the gears and without necessity for double clutching. The
synchromesh gear box is considered the most advanced and has been adapted in most cars.

Advantages and Disadvantages of Synchromesh Mesh Gearbox:

Advantages:

• Smooth and Noise free shifting of gears which is most suitable for cars.
• No loss of torque transmission from the engine to the driving wheels during gear shifts.
• Double clutching is not required.
• Less vibration.
• Quick shifting of gears without the risk of damaging the gears.

Disadvantages:

• It is extortionate due to its high manufacturing cost and the number of moving parts.
• When teeth make contact with the gear, the teeth will fail to engage as they are spinning
at different speeds which cause a loud grinding sound as they clatter together.
• Improper handling of gear may easily prone to damage.
• Cannot handle higher loads.

1.5.2 Epicyclic gearbox

 Figure 7.epicyclic gearbox
An epicyclical gearbox consists of two, three or even four epicyclic or planetary gear sets. A
simple gear set has a sun gear, about which planets turns around. These planet gears are carried
by a carrier and a shaft and are also in mesh with a ring gear.

Advantage of epicyclical gearbox

 It provides a more comfort unit operating about a common central axis, because they
planetary gear operate within a ring gear its external surface of cylindrical form.
 The planetary gears are in constant mesh and hence dog clutches or sliding gears are not
used.
 The gear and gear housings are comparatively smaller in overall dimensions.
 Instead of having the load on only one pair of gears, it is distributed over several gear
wheels.

 External contrasting hand brackets or multiple clutches of relatively small dimensions are
used for changing the gears.
1.6 Additional components component gearbox
Some of the components used in gear box are:

 Shaft
 Bearing
 Selector Forks  Shafts:

1.6.1 Shaft
A shaft is a rotating machine element which is used to transmit power from one place to another.
The power is delivered to the shaft by some tangential force and the resultant torque (or twisting
moment) set up within the shaft permits the power to be transferred to various machine linked up
to the shaft. The following stresses are induced in the shafts:

1. Shear stresses due to the transmission of torque (i.e. due to torsional load).
2. Bending stresses (tensile or compressive) due to the forces acting upon machine
element like gears, pulleys etc.
3. Stresses due to combined torsional and bending loads.

Classification of shafts

Shafts involved in power transmission may be classified as:

1. Transmission shafts
 Line shaft
• Jack shaft
• Counter shaft
2. Machine shaft

1 Transmission shafts

A Transmission shaft is a mechanical component for transmitting torque and rotation, usually
used to connect other components of a drive train that cannot be connected directly because of
distance or the need to allow for relative movement between them. Transmission shafts are
carriers of torque: they are subject to torsion and shear stress, equivalent to the difference
 between the input torque and the load. They must therefore be strong enough to bear the stress,
whilst avoiding too much additional weight as that would in turn increase their inertia.

I. Line Shaft

Prior to the widespread use of electric motors small enough to be connected directly to each piece
of machinery, line shafting was used to distribute power from a large central power source to
machinery throughout an industrial complex. A typical line shaft would be suspended from the
ceiling of one area and would run the length of that area. One pulley on the shaft would receive
the power from the parent line shaft elsewhere in the building. The other pulleys would supply
power to pulleys on each individual machine or to subsequent line shafts.

II. Jack Shaft

A jackshaft, also called a countershaft, is a common mechanical design component used to

transfer or synchronize rotational force in a machine. A jackshaft is often just a short stub with
supporting bearings on the ends and two pulleys, gears, or cranks attached to it.

III. Counter Shaft

Counter shafts receive power from line shaft and transmit to a machine.

2 Machine Shafts

These shafts form an integral part of the machine itself. The crank shaft is an example for
machine shaft.

Shaft Layouts

The general layout of the shafts, including axial location of gears and bearings, must now be
specified in order to perform a free-body force analysis and to obtain shear force and bending
moment diagrams. If there is no existing design to use as a starter, then the determination of the
shaft layout may have many solutions. A free-body force analysis can be performed without
knowing shaft diameters, but cannot be performed without knowing axial distances between
gears and bearings. It is extremely important to keep axial distances small. Even small forces can
create large bending moments if the moment arms are large. Also, recall that beam deflection
equations typically include length terms raised to the third power. It is worth examining the
entirety of the gearbox at this time, to determine what factors drive the length of the shaft and the
placement of the components. A rough sketch is sufficient for this purpose.

A drive shaft is a mechanical component for transmitting torque and rotation, usually used to
connect other components of a drive train that cannot be connected directly because of distance
or the need to allow for relative movement between them. Drive shafts are carriers of torque: they
are subject to torsion and shear stress, equivalent to the difference between the input torque and
the load. They must therefore be strong enough to bear the stress, whilst avoiding too much
additional Weight as that would in turn increase their inertia.

1.6.2 Bearings
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. Bearings are found in applications ranging from automobiles,
airplanes, computers, construction equipment, machine tools, DVD players, refrigerators and
ceiling fans. If something twists, turns or moves, it probably has a bearing in it.

A bearing is a machine element that constrains relative motion between moving parts to only the
desired motion. The design of the bearing may, for example, provide for free linear movement of
the moving part or for free rotation around a fixed axis; or, it may prevent a motion by controlling
the vectors of normal forces that bear on the moving parts. Bearings are classified broadly
according to the type of operation, the motions allowed, or to the directions of the loads (forces)
applied to the parts. The term "bearing" is derived from the verb "to bear"; a bearing being a
machine element that allows one part to bear (i.e., to support) another. The simplest bearings are
bearing surfaces, cut or formed into a part, with varying degrees of control over the form, size,
roughness and location of the surface. Other bearings are separate devices installed into a
machine or machine part. The most sophisticated bearings for the most demanding applications
are very precise devices; their manufacture requires some of the highest standards of current
technology. A necessity for the efficient working of the bearings is that the running surface
should be adequately supplied with lubricant. For this purpose the oil is supplied through a
lubricating ring firmly clamped on the shaft at the after end and a wiper device fitted in the upper
part. This device, together with correctly formed oil grooves in the bearing shells ensure that in
bearings the oil supply is maintained in all circumstances even at low revolutions.

CLASSIFICATION OF BEARING

Bearings may be classified as given below

1 Depending upon the direction of load to be supported.

The bearing under this group are classified as:

A. Radial bearings: The load acts perpendicular to the direction of motion of the moving element.
B. Thrust bearings: The load acts along the axis of rotation.
2 Depending upon the nature of contact.
The bearing under this group are classified as:
A. Sliding contact bearings: The sliding takes place along the surface of contact between the
moving element and the fixed element. The sliding contact bearing are also knows as plain
bearings. To minimize the friction these surfaces are usually separated by film of lubrication.
B. Rolling contact bearings: The steel balls or rollers are interposed between the moving and
fixed element. The object of rolling contact bearing is to minims the friction by substituting pure
rolling motion for sliding motion. Since the rolling friction is much less than the sliding friction,
rolling contact bearings are called anti-friction bearings.

Many rolling contact bearings are widely used in power transmission because they have the
following advantages.

• Can be adopted for combined radial and axial loads without any complications.
• More compact design.
• Maintenance cost is low.
• Low starting friction.

• Easier to provide lubrication and requires small consumption of lubrication.

• Accuracy alignment of parts can be maintained.
• Reliable in service.
The following types of bearing are commonly used gear trains
1. Deep groove ball bearings
2. Cylindrical roller bearings
3. Spherical roller bearings
4. Tapered roller bearings

Deep groove ball bearings

Single Row Deep Groove Ball Bearings

This bearing consists of inner and outer rings with deep symmetrical ball race, ways, separator
and complement of Balls. This beading is designed primarily for radial load but due to its design
features it is capable of carrying equal amount of thrust load in either direction and is capable of
operating at high speed too. This bearing has the lowest frictional losses and therefore, it is the
most widely used among all types of bearings.

Double Row Deep Groove Ball Bearings

Double row deep groove bearing embodied the same design principle as that of the single row
deep grooves ball bearings. The bearing has a lower axial displacement than it occurs in the
single row deep groove ball bearing. These bearings are capable of carrying substantial thrust
loads in either direction and due to double rows of ball they are also capable of carrying.

Cylindrical Roller Bearings

In this type of bearings, the rollers race tracks are essentially cylindrical, however they may be
ground slightly curved in order to achieve thereby small degree of flexibility. The rollers are
guided between two lips on either the inner race or the outer race. Other types provided with no
lip, one lip or two lips, according to the function which the bearing has to perform. Ball Bearings
have a point contact on the races whereas all types of cylindrical roller bearings have a line
contact. Due to line contact the cylindrical roller bearings have a very high radial load carrying
capacity as compared to ball bearings of the same size. Due to their separable design, cylindrical
roller bearings are more convenient for mountings than ball bearings.

Spherical roller bearing

A spherical bearing is a bearing that permits angular rotation about a central point in two
orthogonal directions within a specified angular limit based on the bearing geometry. Typically
these bearings support a rotating shaft in the [bore] of the inner ring that must move not only
rotationally, but also at an angle.

Figure 8. Spherical roller bearing

Construction of spherical bearings can be hydrostatic or strictly mechanical. A spherical bearing
by itself can consist of an outer ring and an inner ring and a locking feature that makes the inner
ring captive within the outer ring in the axial direction only. The outer surface of the inner ring
and the inner surface of the outer ring are collectively considered the raceway and they slide
against each other, either with a lubricant or a maintenance free based liner. Some spherical
bearings incorporate a rolling element such as a race of ball-bearings, allowing lower friction.
The design of this bearing permits radial load and heavy thrust load in either direction.

Tapered roller bearing

Taper roller bearing consists of two main units, a cup and a cone. The cup is on the outer race
whereas the cone consists of inner race, the separator and compliment of taper rollers. The taper
rollers are guided by the high load on the inner race. The taper roller bearings are manufactured
with interchangeable cups and cone on the shaft separately.

Figure 9.Tapered roller bearing

These bearings are capable of carrying both the radial and axial loads and permit fine
adjustment for end play. Greater care is required to ensure the proper alignment of bearings and
maintenance of proper axial clearance is essential to avoid bearing failure. Due to more
development in the design of the taper roller bearings, these are also available with 2 rows and 4
rows.

1.7 Working principle of sliding mesh

Simplest type of gear box, gears are changed by sliding one gear on the other. This gear box
consists of three shafts; main shaft, clutch shaft and a counter shaft. In a four-speed gear box, the
counter shaft has four gears which are rigidly connected to it.

Clutch shaft has one gear and main shaft has two gears. The two gears on the main shaft can slide
in the horizontal direction along the splines of the main shaft. However, the gears on the counter
shaft cannot slide. The clutch gear is rigidly fixed to the clutch shaft. The clutch always
connected to the counter shaft drive gear. The two gears on the main shaft can be slide by the
shifter yoke by operating the shift lever (not shown in Figures). These two gears are second gear
and low/reverse gear respectively. These gears can be meshed with corresponding gears on the
counter shaft with the help of shifter yoke and shift lever. Shift lever is operated by hand in four
wheelers for changing the gears. A reverse idler gear is mounted on another (third) shaft and is
always in mesh with reverse gear on counter.
1.8 Problem statement
The main purpose of a gearbox is to transmit power according to variable needs from an input
power source to the desired output member. Gearboxes work on the principle of meshing of teeth,
which result in the transmission of motion and power from the input source to the output. Hence
due to continuous meshing of gear, high friction and excessive heat introduce among the gear
tooth. This later will create problems such as wearing of tooth, slipping of gear, wobble effect
and it may fatigue for the driver as well as it can shortening the lifecycle of the component. More,
there may be clutch dragging, noisy driving condition and sticking of pedal on the clutch.
Furthermore, there may be abnormal jerking movements while changing gears. This may create
unsafe condition for the driver and can cause a serious injury on both the driver and the car.
Hence to reduce the friction and wearing of the tooth as well as to improve the life of the gearbox
we try to design in highly carefulness and wise manner through adequate material selection.
Using gear box by power transfer one part to other part by friction are there is a big problem
gearbox noise and vibration case of corrosion, Reason of Damage on Gearbox Subjective caused
by failure in design of manufacturing, use operation and maintenance gearbox, Objective
damages caused by operational processes and environmental causes. Implies that when we rotate
the shaft in side housing of gearbox dust will pull into the box due to natural law of attraction.
The big problem gearbox noise and vibration case of corrosion or deterioration of materials by
chemical or electrochemical reaction with the environment strong acids or alkalis and oil in side
gear box after using again and again will be goes to degraded that mean directly oil loss
ingredient so that cause to metal or gear is corroded this result is damage of gearbox due to
corrosion. The strength, efficiency, life and durability of the gear train can be fully controlled by
the gear designer and all are related to the following: the material and tooth proportions the
mounting of the gears, the bearings used and the casing design, the heat treatment and finish of
the gear teeth, the accuracy of the teeth in mesh, the type of lubrication system used can be
included.

1.9 Objective of the Project

1.9.1General Objectives
The general objective of this project is to design four speed sliding mesh gearbox with torque and
speed of 360Nm @ 3000-3500rpm
1.9.2 Specific Objectives
The specific objectives of this project are:

 To design each and individual component of sliding mesh gear box such as:
 Gear
 Main shaft, Input shaft, counter shaft
 Bearing
 Keyway
 housing
 To select the appropriate material
 Comparing for basic similarity and difference of selected materials and state the cause of
difference
 To Compute the geometry analysis for sliding mesh gears and reverse gear
 To Compute force and strength analysis for sliding mesh gears and reverse gear
 To Design of input, counter and output shafts
 To Select of bearing
 To Model the 3D Geometry of constant mesh gearbox
 Analysis the result using software