1.

INTRODUCTION

A reduction gearbox is a device by which an input speed can be lowered for a requirement of
slower output speed, with same or more output torque. Reduction gear assembly consists of a set
of rotating gears connected to an output shaft. The high-speed incoming motion from the wheel
work is transmitted to the set of rotating gears, wherein the motion or torque is changed. The
number of gears used in the reduction gear assembly depends on the output speed requirement of
the application.
It has been observed that the origin of noise is from the improper meshing of gears in the
assembly.
By studying the gearbox theoretically the various parameters related to the gearbox such as types
in the gearbox i.e single stage, multistage gearboxes etc. can be understood to design and analyze
the problems being faced in the transmission system of an ATV (All Terrain Vehicle) and
overcome all the flaws. Major flaws include weight, size, and cost. Occasional breakdowns and
constant maintenance have also been observed. Design plan includes research and material
selection for the Casing, Gears, and shafts. Gear oil selection is also based on market survey and
behaviour of fluids at a given temperature range. Once the material is selected, the calculations
for minimum dimensions is calculated. Standard dimensions similar to the minimum dimensions
are selected and modeled in CAD software and various profiles have been created on the
components to ensure structural integrity and less weight.

2. LITERATURE REVIEW

The Volvo Group [1] introduced a concept of Automatic Transmissions. It is discussed that
Manual Gearboxes are complicated in design and is difficult for the users to drive the vehicle.
Usage of so many components in the manual gearbox also reduced the efficiency and the clutch
plates had to be replaced periodically. The company stated that it is difficult to implement
manual gearbox in smaller vehicles.

HubvanDoorne of DAF [2] has developed the concept of Continuously Variable Transmission
(CVT).They have studied the concept briefly which was introduced by Leonardo Da Vinci in
14090s.They have studied the concept and its flaws discovered through 1900s and have
manufactured a CVT that was implemented in cars. This resulted in the new age of Automatic
Transmissions. CVTs were first tested in Volvo cars
.
Willis, Christopher Ryan [3] (VTechWorks-79677) have developed a CVT design that can be
tuned to a range of Reduction ratios. Such CVTs can be tuned and can be used on any vehicle
that can accommodate space for CVT. They have explained that such CVTs still need a reduction
gearbox with a fixed reduction gear ratio.

Polaris Automobili [4] has successfully implemented CVT coupled with Reduction Gearbox.
They have stated that the power train in their ATVs is very complicated and have studied the
various complications caused due to the reduction gearbox including Noise, Vibration and Noise
produced.
 3. DESIGN METHODOLOGY

SELECTION OF TRANSMISSION

SELECTION OF MATERIALS

DESIGN OF POWERTRAIN SUB-SYSTEM

DESIGN OF LAYOUT

3.1 TRANSMISSION SYSTEM

3.1.1 Introduction

The mechanism that transmit the power developed by the engine of the automobile to the
driving wheel is called Transmission System (or PowerTrain).
In order to propel the vehicle, a particular speed and power changing device is required to
transfer the power developed by the engine to the driving wheel due to constant changing
requirements.
These devices are called transmissions.
3.1.2 Purpose of Transmission System

1. It enables engine to be disconnected from the running driving wheels.

2. It enables the running engine to be connected to the driving wheels smoothly.
 3. It enables the driving wheels to round through the 90º.
5. It enables the reduction of speed run at different speed.
4. It enables the turning of drive as per requirements.
6. It enables the leverage between the engine and wheels to be varied.

3.1.3 Types of Transmission system

A. Mechanical Transmission
Clutch, gear box, and live axle transmission
Clutch, gear box, and dead axle transmission
Clutch, gear box, and axle less transmission
B. Hydraulic Transmission
Hydro Static
Hydro Dynamic
C. Electrical and electromagnetism transmission
D. Manually Operated or Synchromesh transmission
E. Overdrive of semiautomatic or combined selective
F. Automatic transmission

3.1.4 Manual Transmission System

In a manual transmission, the gears are shifted manually usually, with a stick located on the
console and clutch pedal.
Performance-wise, it’s preferred over other transmission types. It’s also fuel efficient.
However, what makes the manual transmission to a well-loved type even today e feeling of ‘real’
driver where the skill is tied to the ability to shift the gear in one fluid, perfectly timed motion.
No automatic or
CVT can change that
feeling.
 FIG 3.1: - MANNUAL TRANSMISSION
SYSTEM

3.1.5 Automatic Transmission System

It helps to change the engine’s rotational speed to the speed required at the driving wheels. It
changes the gear ratios between the engine and the drive wheels to keep the engine operating in
it’s most efficient range. Automatically shifts the under-load demands.
The principle of power transmission is essentially the same. The only difference is that
instead of a clutch you have a torque converter and instead of a fixed set of drive gears arranged
in linear fashion, you have planetary arrangement. Because really there is no clutch is to worry
about. The automatic is preferred for beginners as well as those who prefer relaxed ride. Even
with today’s advanced automatic transmission they still can not match the fuel efficiency of the
manual. Also, the automatic’s rather complicated construction makes it very expensive to fix
once broken.

FIG 3.2: - AUTOMATIC TRANSMISSION

SYSTEM
3.1.6 Continuously Variable Transmission (Selected)

Continuously variable transmission or CVT as a modified version of an automatic

transmission. However, the main difference is that it doesn’t actually come with ring, sun, and
planet gears. Instead, the gear ratios are achieved through a system of pulleys and belts (they
should thus, be called pulley ratios?). One of the most important advantages of the CVT over the
AT is fuel economy. In fact, the CVT even fares a lot better than the manual transmission when
it comes to fuel economy. Additionally, the design of the CVT is a lot simpler than an AT,
making it less prone to mechanical failure and as such giving it exceptional economy when it
comes to maintenance and repairs, although it still cannot beat the manual in this department.
The downside to the CVT is the lack of feedback to the driver. It would be like riding on a car
that has a single gear operating on all speeds. The gearshift that you somehow feel in both
manuals and automatics is simply not there.

FIG 3.3: - CONTINUOUSLY VARIABLE

TRANSMISSION SYSTEM

3.1.7 Semi Auto Transmission System

These types of transmissions marry the pluses of both the manual and the automatic trannies. A
semi-automatic uses a variety of actuators and pneumatics to shift gears within a typical layout
of a manual. On the other hand, a dual clutch transmission has separate clutches for the even-
and odd- numbered gears. This allows for ultrafast shifting. Think of the paddle shift on the
steering wheels of F1 race cars. These types of transmissions are reserved for the elite – F1 race
cars, luxury, sports, exotic and supercars. They’re very expensive. And since the technology is so
advanced and complicated, mechanical failure is definitely a very big and costly concern.
FIG 3.4: - SEMI-AUTOMATIC TRANSMISSION
SYSTEM
3.2 MATERIAL SELECTION
Material selection plays an important role. Material takes up most of the cost required to make
a gear box. So many alloys are available in the market at low prices. But keeping the weight in
mind as well as performance an optimal material that can sustain the above requirements are
selected for each component of the Gearbox.

3.2.1 Material for Gears

For choosing the material and designing the gears, the following data should be given: In the
design of a gear drive, the following data is usually given:
1. The power to be transmitted.
2. The speed of the driving gear,
3. The speed of the driven gear or the velocity ratio, and
4. The center distance.

The following requirements must be met in the design of a gear drive:

(a) The gear teeth should have sufficient strength so that they will not fail under static loading or
dynamic loading during normal running conditions.
(b) The gear teeth should have wear characteristics so that their life is satisfactory.
(c) The use of space and material should be economical.
(d) The alignment of the gears and deflections of the shafts must be considered because
they effect on the performance of the gears.
(e) The lubrication of the gears must be satisfactory.

3.2.2 Material for Shafts:

The material used for shafts should have the following properties:
1. It should have high strength.
2. It should have good machinability.
3. It should have low notch sensitivity factor.
4. It should have good heat treatment properties.
5. It should have high wear resistant properties.

TABLE 3.1: - ENGINE SPECIFICATIONS

Parameters Specifications

Engine Type Briggs & Stratton; 4 stroke single

cylinder; OHV Intek

Cylinder Displacement 305 cc

Horsepower 10 HP at 3400 RPM

Torque 19 N-m at 2800 RPM

Bore 2.28 inch

Stroke 2.04 inch

Cooling Air Cooled

TABLE 3.2: - CVT SPECIFICATIONS

Parameters Specifications

Transmission selected CVT coupled with self-customized

single speed two stage reduction
gearbox

CVT COMET 790

Low gear ratio 3.38

High gear ratio 0.54

 Centre to Centre distance 13.78 inch

TABLE 3.3: - MATERIAL

Components Material

Gearbox Casing Al 6061-T6

Gears AISI 8620

Shaft AISI 8620

Differential Casing AISI 8620

On comparing various other CVTs and gearbox casing materials on the basis of cost, availability
and performance. We’ve selected the above mentioned variants of each components.

3.3 DESIGN OF POWERTRAIN SUBSYSTEM

3.3.1 MEDIATING THE FLOW

Transmission system acts as a mediator between Engine and Wheels to provide the sufficient
tractive effort to propel the vehicle in forward direction with sufficient speed, torque and
acceleration. Traction requirement is what governs the design of any transmission system.
As weight and C.G. is the major factor considered in all vehicles which effects the performance
and stability of the vehicle. Due to spool system the C.G. is centralized in design of all vehicles
which effects the performance and stability of vehicle. Due to integrated open differential
system, the gearbox C.G. is centralized and the weight is also reduced as compared to differential
integrated gearbox.

3.4 POWER REQUIREMENT

The anticipated driving resistance is an important variable when designing vehicle transmission.
Driving resistance made up of
Wheel Resistance or Rolling Resistance FR
Air Resistance Fa
Gradient Resistance Fg
Required Speed of the vehicle = 60 kmph or 16.67 m/s
Mass of the vehicle = 280 kg
Wheel radius(r) = 10.5 inches
= 0.2667 m

3.4.1 Rolling Resistance

FIG 3.5: - ROLLONG RESISTANCE

Wheel resistance comprises of rolling

resistance, road surface resistance and slip resistance. The integral of the pressure distribution
over the tyre contact area gives the reaction force R. Because of the asymmetrical pressure
distribution in the wheel contact area of the rolling wheel, the point of application of the reaction
force R is located in the front of the wheel axis by the amount of eccentricity e. For the vehicle
with mass m. Rolling resistance can be given by: FR = fRm g cosαSt.
TABLE 3.4 ROLLING RESISTANCE COEFFICIENT (μ)
Road Surface Rolling Resistance coefficient fR
Unmade Road Surface
Very good earth tracks 0.045

Bad earth tracks 0.160

Tracked tractor on acre soil 0.070-0.120
 Clamp wheels on acre soil 0.140-0.240
Loose sand 0.150-0.300

Fr =μmgcosα
= 0.2*280*9.81*cos30° (μ = loose sand)
= 475.75N

3.4.2 Air Resistance

Air resistance comprises of the pressure drag including induced drag, surface resistance and
internal resistance.
The flow rate ‘v’ is derived from the sum of the vehicle speed and the wind speed in the
direction of the vehicle longitudinal axis.
Drag is calculated by
Fa= ½ ρ Cd A v2
= 0.5*1.225*1*1.18*16.67*16.67
= 200N
Where,
ρ– density of air
Cd – coefficient of drag
A – Projected area of vehicle
v – velocity of vehicle relative to wind velocity

3.4.3 Gradient Resistance

The gradient resistance is calculated acting at the centre of gravity
Fg = m g sinα
= 280*9.81*sin30°
= 1373.4N
Where,
M = mass of vehicle
α = angle of gradeability

FIG 3.6: - FBD OF VEHICLE

CLIMBING UPHILL

Total Driving Resistance

Ft = Fr + Fa + Fg
= 2049.159N

3.5 CALCULATIONS OF REDUCTION RATIO, ACCELERATION,

GRADIENT

3.5.1 REDUCTION RATIO

Maximum Engine RPM = 3800
Engine torque = 19 Nm
CVTMIN ratio = 3.5 :1

Treq = r*ft
= 0.2667*2046.159
= 546.51 Nm
Treq = 0.85(Engine torque* CVTMIN* Gearbox Ratio)
Gearbox Ratio = 546.51/ 0.85*19*3.5
= 9.668
͠ 9.7
3.6 GEAR CALCULATIONS

Gearbox Ratio = 9.7

Dividing Ratios in two Stages,
i = √9.7 = 3.11
Teeth per stage, z1 = z3 = 18
z2 = z4 = 56

3.6.1 For 1st stage (Helical gears),

Assumptions,
Module(m) = 2.5
Helix angle(Ѱ) = 20°
Pressure angle 20°
Virtual number of teeth of gear 1,
z
z’ =
cos 3 Ѱ
z = 18 x cos3 20°
= 15 teeth
πm π x 2.5
Facewidth(b) = = = 23 mm
sinѰ sin sin 20
Pitch circle diameter,
zp × m
dp =
cosѰ
15× 2.5
=
cos 20 °
= 40mm
Pitch line velocity,
π ×d×w
V=
60

3.14 × 40× 10−3 ×4222

=
60
= 8.838 m/s
Velocity factor,
5.6
Cv =
5.6+ √ v
5.6
=
5.6+ √ 8.83
 = 0.653
Service factor,
Cs= max. torque/ rated torque
=1

3.6.1.1 CALCULATION OF EFFECTIVE LOAD ON GEAR 1 TOOTH

Tangential component,
Mt= 60*106/2Πn (Kw)
2 Mt
Pt =
dp
2× 19× 3.85
=
40 ×10−3
= 3657.5 N
Effective load b/w 2 meshing teeth,
Cs
Peff = ×P
Cv t
3657.5
=
.653
= 5599.16
tan α n
Pr = Pt ( )
cosѰ
= 1416.65 N
Pa= Pt tanѰ
= 3657.5× tan 20
= 1331.22 N
3.6.1.2 Beam strength( lewis equation)
sb =m× σ ×b × y

Y = lewis form factor

Sut = 1035 MPa
σ = Sut / 3
=345 MPa
sb = 2.5×23×345×.289
= 5733.03
3.6.1.3 Factor of safety against bending failure
sb
F(s) =
p eff
5733.03
=
5599.16
= 1.023

Virtual number of teeth of pinion 1,

Zg
Z ' g=
cos 3 Ѱ
Z g = 39

2× Z g
Q=
Z g +Z p

2 ×39
=
39+15
= 1.44

3.6.1.4 Factor of safety against pitting failure

And then, Buckingham’s eq of wear strength

Sw = b x Q x d p x k
BHN 2
Where, K= 0.16( ) applicable for steel gears
100
2
Sw = 28×1.44×40×0.16×( 650 )
100
Sw = 10902.5 N

Where ,
Sw = max. tangential force that the tooth can transmit without pitting failure

Sw > peff (to avoid failure of gear tooth)

Sw
F(s) =
p eff
 10902.5
=
5599.2

Factor of safety = 1.9

3.6.2 For 2nd stage (spur gear)

Module(m) = 3
Virtual no of teeth of gear 2
z
Z’ =
cos 3 Ѱ
Z = 18×cos 320
= 15 teeth
π ×3
Facewidth(b) =
sin sin 20
=28 mm
Pitch circle diameter,
zp ×m
d p=
cosѰ
15 ×3
=
cos cos 20
=48mm
Pitch line velocity,
π ×d×m
V=
60
π × 48 ×1675.48
=
60 ×1000
= 4.2 m/s
5.6
Cv =
5.6+ √ 4.2
= 0.732

3.6.2.1 CALCULATION OF EFFECTIVE LOAD ON GEAR 2TOOTH

2mt
Pt =
dp
 2× 3.85× 19× 2.52
=
48× 10−3
Pt = 7680.75 N
Cs
peff = ×P
Cv t
7680.75
=
0.732
= 10492.8 N
tan tan 20 °
Pr = 7680.75×
cos cos 20 °
= 2974.97 N
Pa = 7680.75×tan20°
= 2795.56 N
3.6.2.2 Beam strength( lewis equation)

sb =m× σ ×b × y

= 3×34×345×0.302
= 10627.38 N
3.6.2.3 Factor of safety against bending failure
sb
F(s) =
p eff
10627.38
=
10492.8
Factor of safety = 1.012

3.6.2.4 Factor of safety against pitting failure

sw = 34×1.44×48×0.16×6.52

= 15886.5 N
sw
F(s) =
p eff
 15886.5
=
10492.8
= 1.514

3.7 MODELING OF THE COMPONENTS

After the detailed study of the gearbox, the calculation of the gearbox will be done by
considering various parameters. After the reduction ratio was finalized the diameters of the
gears, pinions and shaft can be fixed and then selecting the bearing type as well as sizes for the
proper functioning of the gearbox. According to the reduction decided we have calculated the
teeth for the gears and opinions, also calculated the dimensions for shafts and keys. Finally, after
all the above calculations, it is decided with the calculations for the casing of the gearbox.
Once the calculations of the gearbox finalized, we have started the designing of the gearbox
virtually on the software such as Solid Works by considering the calculated parameters of the
gearbox.

FIG 4.1: - HELICAL PINION

FIG 4.2: - HELICAL GEAR

FIG 4.3: - SPUR PINION

 FIG 4.4: - SPUR GEAR

FIG 4.5: - DIFFERENTIAL CASING

FIG 4.6: - SHAFT

FIG 4.7: - MIDDLE STAGE
 FIG 4.8: - GEARBOX CASING

Fig :- GEARBOX CASING

FIG 4.9: - DIFFERNTIAL ASSEMBLY

 FIG 4.10: - GEARBOX ASSEMBLY

4. CONCLUSION
Final powertrain has been designed on “Solidworks 2016” which consists of several part files
and CAD drawings, as well as dimensions of each component have been determined by using
standard calculations.

+
.