Group 12 Constant Mesh Manual Gearbox

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

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

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

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

Table of Contents
CONTENTS pages
Acknowledgement
Abstract
List of Figures
CHAPTER ONE 1
1. Introduction 1
1.1. Background of The Study 1
1.2. Statement of The Problem 1
1.3. Objectives 1
1.3.1. General Objectives 1
1.3.2. Specific Objectives 1
1.4. Scope And Limitations of The Project 2
1.5. Significance of The Project 2
CHAPTER TWO 3
2. Literature Review 3
CHAPTER THREE 19
3. Geometric Analysis 19
3.1. Methodology 19
3.2. Design Of Gears 20
3.3. Force Analysis 26
3.4. Design of Shaft 30
3.5. Key Design 38
3.6. Selection of Bearing 42
3.7. Design of Housing 44
CHAPTER FOUR 46
4. Result And Discussion 46

4.1. Cost Analysis 46
CHAPTER FIVE 56
5. Conclusion And Recommendation 56

5.1. Conclusion 56
5.2. Recommendation 56
REFERENCES 57
Constant mesh gearbox Page iii

List of Figures
FIGURES pages
Figure 2.1: types of radial ball bearing 15
Figure 2.2: deep groove bearing 16
Figure 3.1: assembly drawing of 4 speed constant mesh gearbox 20
Figure 3.2: geometry of gears 23

Figure 3.3: Helical gear acting force J.K.GUPTA 26
Figure 3.4: Isometric view of our helical gear 29

Figure 3.5: tangential and radial load on lay shaft 31
Figure 3.6: radial load 31
Figure 3.7: reaction and moment in x, z plane in lay shaft 32
Figure 3.8: main shaft 34
Figure 3.9: Reaction force and moment in (x, y) plane vertical for main shaft 34
Figure 3.10: The force and the moment at (XY) plane horizontal for main shaft 35
Figure 3.11 input shaft 36
Figure 3.12 flat and square key. J.K.GUPTA 38
Figure 3.13: sleeve. J.K.GUPTA 41
Figure 3.14 Bearings 42
Figure 4.1: Assembly drawing 49
Figure 4.2: part drawing of constant mesh gearbox 50
Constant mesh gearbox Page iv

CHAPTER ONE
INTRODUCTION
1.1 Background of the Study

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

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

transmission gearbox.
1.3.2 Specific Objectives
The specific objectives of this project are
 designing of Gear
 designing of Shaft
 designing of keys
 selection of proper way of lubricant
Constant mesh gearbox Page 1

 selection of bearings
1.4 Scope and Limitations of the Project

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

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

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

Engineer Faisel Islam, April 22 2016, “what are important properties of
material for gear application”
The gear material should have the following properties
 High fatigue strength
 High tensile strength
 Low coefficient of friction
 Good manufacturability
High fatigue strength helps in withstanding dynamic/variable loads while high
tensile strength keeps the gear safe against static load.
The most common materials used for manufacturing metallic gears are cast iron,
steel, brass and bronze.
The characteristics that will be used for evaluating the materials are:
 Elastic limit
 Density
 Hardness
 Fatigue strength
 Fracture toughness
Table 1: material mechanical properties
Properties Elastic Limit Density Hardness Fatigue Fracture
Strength Toughness
Ductile cast 23.9 440 115 26.1 20
iron
Alloy steel 85 487 140 36 12.7
Medium 44.2 487 120 33.2 10.9
carbon steel
Aluminum 43.5 156 12 3.13 20
alloy
In this section elastic limit defines the ability of the material to take load means
how much load or stress the material can take before it plastically deform. In the
case of gears plastic deformation of gear will make gear use less as gear teeth
profile in very important for proper power transfer. In order to get the best
gearbox elastic limit of the selected material should be as high as possible. Elastic
limit of all four materials in mention above according to that Alloy Steel is on first
place due to highest value of elastic limit followed by Medium Carbon Steel,
Aluminum alloy and at last Ductile Cast Iron.
Environmental Aspects
Environmental aspects of any material are those aspects which shown the effect
made by the use of that material on the environment .Embodied energy ,co 2Foot
print and recyclability are the factor that decides the environmental effect
associated with material.

Table 2: Material Environmental Aspect
Material and Cost Embodied CO2 foot print Recyclability
properties energy
Ductile Cast 0.318 1.95e3 1.7 Yes
Iron
Alloy Steel 0.254 3.11e3 1.93 Yes
Medium 0.272 2.72e3 1.72 Yes
Carbon Steel
Aluminum 1.07 2.15e4 12.2 Yes
Alloy
Embodied energy is the energy associated with the extraction, manufacturing,

transportation, and decomposition of the material. In order to get the best gear
material, embodied energy of the selected material should be as low as possible.
Embodied energy of all four material mentioned above according to that Ductile
cast iron is on first place due to lowest value embodied energy followed by
medium carbon steel, alloy steel and last the aluminum alloy. CO2 foot print show
the amount of CO2 any material will release during its lifetime. In order to get the
best gear material, CO2 foot prints of the selected material should be as low as
possible. CO2 foot print of all materials in mentioned above according to that
ductile cast iron is on first place due to lowest value of CO2 foot prints energy
followed by medium carbon steel, alloy steel and at last aluminum alloy.
Economic aspects
Economic aspect of material involves the cost of the material which will
influence the cost of final product in order to get the best gear material. Cost of
the selected material should be as low as possible cost of all four materials in
mentioned above according to that alloy steel is on first place due to lowest value
of cost followed by medium carbon steel, aluminum alloy and at last ductile cast
iron.[4]
Essays, UK. (November 2018). Material Selection For Drive Shaft

Engineering Essay [5]
The drive shaft is a rod used to carry rotational force from the engine to the
differential.
We compared three materials for the shaft
 Aluminum alloy
 Stainless steel
 Carbon steel
Aluminum alloy: Aluminum Alloy is a medium to high strength heat treated alloy
with higher strength than 6005A. It is commonly used for heavy-duty structure
in the railway coach, truck frames, shipbuilding, and bridges the military,

aerospace applications including helicopter rotor shell, tubes, pylons and towers,
transportation, boiler making, motorboats and rivets.
Grade 6061-T6
It has very good corrosion resistance and excellent weld ability although reduced
strength in the weld zone. It has medium fatigue strength. It has good cold
formability in temper T4, but limited in temper T6. Not suitable for very complex
cross parts.
Table 3: property of aluminum alloy Grade 6061 – T6
ISO standard AA 6061 – T6

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

Tensile Yield strength (Mpa) 520 – 720
Compressive Strength (Mpa) 210
Proof Stress (Mpa) 210
Modulus of Elasticity (Gpa) 193
Thermal Conductivity (W/mk) 16.2
Melting point (0c) 1450
Electrical Resistivity 0.072

Carbon steel: Steel is a metal alloy consisting mainly of iron and contains 0.2 to
2.1 percent carbon. All steel contains carbon, but the term “carbon steel” applies
specifically to steel containing carbon as the main alloying constituents. Medium
carbon steel is carbon steel that contains between 0.30 and 0.60 percent carbon.
It also has a manganese content of between 0.6 and 1.65 percent. This type of
steel provides a good balance between strength and ductility, and it is common
in many kinds of steel parts.
Grade 080M30
It can provide a better combination of toughness, strength and hardness. It also

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

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

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

steel BS
970 Grade
304

Carbon 550 16 7820 46.6 234 740
steel
BS970
080M30
Mechanical Engineer S.K Mani,( August 31, 2019), “what is suitable material for a
transmission shaft, and why?”
Plain carbon steel is good enough in 90% of application. The qualities that is
required id good strength and cost effectiveness. The most commonly used is En
8/ASTAM 1040 carbon steel. This is a steel that has a very low sulphur and
phosphorous, and contains 0.4% carbon. This helps one to harden it and thereby
have high strength. These are available of the shelf over the counter in a drawn
bars or ground bars as a ready to use material and worldwide availability will be
in millions of tons at dirt cheap prices at almost all diameters. They can be used
as shaft without any hassle. Unless circumstances force you, you never need to
go beyond this and this was standardized during world war and they were used
to repair even battle tanks.
Designing is an art of creativity and innovation in affordable option and cost.

Some exceptions occur in case of corrosion or extremely complex designs when
you go for additional processes like alloying, forging, and weight restriction like
space application.
A drawn bar is manufactured within a tolerance of h-11 and the shafts do not
need any additional machining and can be used as it is as a bearing shaft without
any important modification or machining.[6]
“Bearing (Mechanical)”, (4 November 2019), Wikipedia
The basic criteria to select bearing type are
 Loads
 Speed and friction
 Misalignment
 Temperature
 Precision
 Stiffness
 Mounting and dismounting
 Cost and availability
Table 7 : Type of Bearings
Types Description Friction stiffness speed Life

Rubbing Depends on Good, Low to Low to very
Plain
surfaces, materials provided very high high
bearing
usually and wear is - depends upon

with construction, low, but application an
lubricant, PTFE has some slack lubrication
some coefficient is
bearing use of friction normally
pumped ~0.05-0.35, present
lubrication depending
and behave upon fillers
similarly to added
find
bearings.
Rolling
coefficient
of friction
with steel
can be
~0.005
Ball or
(adding Good, but Moderate Moderate to
roller are
Rolling resistance some slack to high high (depends
used to
element due to seals, is usually (often on lubrication,
prevent or
bearing packed present requires often requires
minimize
grease, cooling) maintenance)
bearing
preload and
misalignment
can increase
friction to as
much as
0.125)
Off center
Adequate
Jewel bearing Low due
Low low (requires
bearing rolls in low to flexing
maintenance)
seating.
Virtually
Very high infinite in
Fluid is (usually some
forced limited applications,
between Zero friction to a few may wear at
Fluid
two faces at zero Very high hundred startup/
bearing
and held in speed, low feet per shutdown in
by edge second Some cases.
seal. at/by Often
seal) negligible
Maintenance.
Zero friction
at zero
speed, but
Faces of constant
Indefinite.
bearing are power for No
Magnetic Maintenance
kept levitation, low practical
bearing Free. (with
separate by eddy limit
electromagnets
magnets currents are
often
induced
when

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

INDUSTRIES (craftechin),
A mechanical bearing is a component used between two parts that allows

rotational or liner movement, reducing friction and enhancing performance to
save energy.
Both metal and plastic bearings can be found everywhere, from refrigerators to
computers to the 100 or so bearings found in your car. The concept behind them

is a simple one: things roll better than they slide. Without bearings, the wheels in
your car would rattle, the transmission gear teeth wouldn’t be able to mesh, and
the car wouldn’t run smoothly. They are composed of a smooth inner and outer
metal surface for metal balls to roll against. The balls or rollers help “bear” the
load and the device functions more efficiently.
There are many different types of bearings, each used for specific purposes and
designed to carry specific types of loads, radial or thrust. Here, we’ll look at the 6
most popular types: plain bearings, rolling element bearings, jewel bearings,
fluid bearings, magnetic bearings, and flexure bearings.
1) Plain Bearings Plain bearings are the simplest type of bearing and are
composed of just the bearing surface with no rolling elements. They have a high
load-carrying capacity, are generally the least expensive and, depending on the
materials, have much longer lives than other types.
2) Rolling Element Bearings
Rolling element bearings place balls or rollers between two rings – or “races” –
that allows motion with little rolling resistance and sliding. These bearings
include ball bearings and roller bearings.
Ball bearings are the most common type of rolling element bearing. These
bearings can handle both radial and thrust loads but are usually used where the
load is relatively small. Because of its structure, there is not a lot of contact with
the balls on the inner and outer races. If the bearing is overloaded the balls
would deform and ruin the bearing. Roller bearings are able to handle a much
heavier, radial load, like conveyor belts, because they don’t use balls. Instead,
they have cylinders allowing more contact between the races, spreading the load
out over a larger area. However this type of bearing is not designed to handle
much thrust loading.
3) Jewel Bearings
Jewel bearings are plain bearings with a metal spindle that turns in a jewel-lined
pivot hole. They carry loads by rolling the axle slightly off-center and are usually
used in mechanical watches or clocks. This is due to their low and predictable
friction that improves watch accuracy.
4) Fluid Bearings
Fluid bearings support their load using a thin layer of gas or liquid and can be
classified into two types: fluid-dynamic bearings and hydrostatic bearings. Fluid-
dynamic bearings use rotation to form the liquid into a lubricating wedge against
the inner surface. In hydrostatic bearings, the fluids – usually oil, water, or air –
rely on an external pump.

Fluid bearings are used in high load, high speed or high precision applications
that ordinary ball bearings either couldn’t handle or would suffer from increased
vibration and noise.
5) Magnetic Bearing
Magnetic bearings support moving parts without physical contact, instead

relying on magnetic fields to carry the loads. They require continuous power
input to keep the load stable, thus requiring a back-up bearing in the case of
power or control system failure.
Magnetic bearings have very low and predictable friction and the ability to run
without lubrication or in a vacuum. They are increasingly used in industrial
machines like turbines, motors, and generators.
6) Flexure Bearing
A typical flexure bearing is one part joining two others, like a hinge, in which
motion is supported by a load element that bends. These bearings require
repeated bending, so material selection is key. Some materials fail after repeated
bending, even at low loads, but with the right materials and bearing design the
flexure bearing can have an indefinite life. Another notable characteristic of this
bearing is its resistance to fatigue. Many other bearings that rely on balls or
rollers can fatigue as the rolling elements flatten against each other.[8]
Karim Nice, (11 October 2000)"How Bearings Work", HowStuffWorks.com
Types of Bearings
There are many types of bearings, each used for different purposes. These
include ball bearings, roller bearings, ball thrust bearings, roller thrust bearings
and tapered roller thrust bearings.
Ball Bearings
Ball bearings, as shown below, are probably the most common type of bearing.
They are found in everything from inline skates to hard drives. These bearings
can handle both radial and thrust loads, and are usually found in applications
where the load is relatively small.
In a ball bearing, the load is transmitted from the outer race to the ball and from
the ball to the inner race. Since the ball is a sphere, it only contacts the inner and
outer race at a very small point, which helps it spin very smoothly. But it also
means that there is not very much contact area holding that load, so if the
bearing is overloaded, the balls can deform or squish, ruining the bearing.
Roller Bearings

Roller bearings like the one illustrated below are used in applications like
conveyer belt rollers, where they must hold heavy radial loads. In these bearings,
the roller is a cylinder, so the contact between the inner and outer race is not a
point but a line. This spreads the load out over a larger area, allowing the bearing
to handle much greater loads than a ball bearing. However, this type of bearing is
not designed to handle much thrust loading.
A variation of this type of bearing, called a needle bearing , uses cylinders with a
very small diameter. This allows the bearing to fit into tight places.
Ball Thrust Bearing
Ball thrust bearings like the one shown below are mostly used for low-speed
applications and cannot handle much radial load. Barstools and Lazy Susan
turntables use this type of bearing. Ball thrust bearing.
Roller Thrust Bearing
Roller thrust bearings like the one illustrated below can support large thrust
loads. They are often found in gearsets like car transmissions between gears ,
and between the housing and the rotating shafts. The helical gears used in most
transmissions have angled teeth -- this causes a thrust load that must be
supported by a bearing.
Tapered Roller Bearings
Tapered roller bearings can support large radial and large thrust loads. Tapered
roller bearings are used in car hubs, where they are usually mounted in pairs
facing opposite directions so that they can handle thrust in both directions. Some
of the flywheels run at speeds in excess of 50,000 revolutions per minute (rpm).
Normal bearings with rollers or balls would melt down or explode at these
speeds. The magnetic bearing has no moving parts, so it can handle these
incredible speeds.
Giant Roller Bearings
Probably the first use of a bearing was back when the Egyptians were building
the pyramids. They put round logs under the heavy stones so that they could roll
them to the building site. This method is still used today when large, very heavy
objects like the Cape Hatteras lighthouse need to be moved.[9]
R.S khurmi and J.K Gubta (2005). A textbook of machine design (14th ed)
Bearing, applied to a machine or structure, refers to contacting surfaces through

which a load is transmitted. When relative motion occurs between the surfaces,
it is usually desirable to minimize friction and wear.

Bearings are highly engineered, precision-made components that enable
machinery to move at extremely high speeds and carry remarkable loads with
ease and efficiency. It must be able to offer high precision, reliability and
durability, as well as the ability to rotate at high speeds with minimal noise and
vibration. If something twists, turns or moves, it probably has a bearing in it.
Classification of Bearing
Though the bearings may be classified in many ways, yet the following are
important from the subject point of view:
1. Depending upon the direction of load to be supported. The bearings under this
group are classified as:
(a) Radial bearings, and
(b) Thrust bearings.
In radial bearings, the load acts perpendicular to the direction of motion of the
moving element
In thrust bearings, the load acts along the axis of rotation
2. Depending upon the nature of contact. The bearings under this group are
classified as:
(a) Sliding contact bearings, and
(b) Rolling contact bearings,
In sliding contact bearings, the sliding takes place along the surfaces of contact
between the moving element and the fixed element. The sliding contact bearings
are also known as plain bearings.
In rolling contact bearings, the steel balls or rollers, are interposed between the
moving and fixed elements. The balls offer rolling friction at two points for each
ball or roller.
In our design we can choose rolling contact bearing.
Advantages
 Low starting and running friction except at very high speeds.

 Ability to withstand momentary shock loads.
 Accuracy of shaft alignment.
 Low cost of maintenance, as no lubrication is required while in service.
 Small overall dimensions.

 Reliability of service.
 Easy to mount and erect.
 Cleanliness
The rolling contact bearings, depending upon the load to be carried, are
classified as:
(a) Radial bearings, and
(b) Thrust bearings.
When a ball bearing supports only a radial load (WR), the plane of rotation of the
ball is normal to the center line of the bearing, the action of thrust load (WA) is to
shift the plane of rotation of the balls, the radial and thrust loads both may be
carried simultaneously.
Types of Radial Ball Bearings
Following are the various types of radial ball bearings:
Fig 2.1: types of radial ball bearing
1. Single row deep groove bearing.
During assembly of this bearing, the races are offset and the maximum numbers
of balls are placed between the races. The races are then centered and the balls
are symmetrically located by the use of a retainer or cage. The deep groove ball
bearings are used due to their high load carrying capacity and suitability for high
running speeds. The load carrying capacity of a ball bearing is related to the size
and number of the balls.
2. Filling notch bearing.
These bearings have notches in the inner and outer races which permit more
balls to be inserted than in a deep groove ball bearing. The notches do not extend
to the bottom of the race way and therefore the balls inserted through the
notches must be forced in position. Since this type of bearing contains larger
number of balls than a corresponding unnotched one, therefore it has a larger
bearing load capacity.
3. Angular contact bearing.
These bearings have one side of the outer race cut away to permit the insertion
of more balls than in a deep groove bearing but without having a notch cut into

both races. This permits the bearing to carry a relatively large axial load in one
direction while also carrying a relatively large radial load. The angular contact
bearings are usually used in pairs so that thrust loads may be carried in either
direction.
4. Double row bearing.
These bearings may be made with radial or angular contact between the balls
and races. The double row bearing is appreciably narrower than two single row
bearings. The load capacity of such bearings is slightly less than twice that of a
single row bearing.
5. Self-aligning bearing.
These bearings permit shaft deflections within 2-3 degrees. It may be noted that
normal clearance in a ball bearing are too small to accommodate any appreciable
misalignment of the shaft relative to the housing. If the unit is assembled with
shaft misalignment present, then the bearing will be subjected to a load that may
be in excess of the design value and premature failure may occur.
From the above types of radial ball bearings we can select Single row deep
groove bearing for my design.
Figure 2.2: deep groove bearing[1]
Ludwig, L., (May-June 2004), “Properties of Enclosed Gear Drive

Lubricants.”, Machinery Lubrication
The most Factors affecting lubricant selection are
1. Bearing speed
2. Bearing size
3. Type of bearing
4. Load
5. Lowest and highest temperature
6. Torque
7. Viscosity

In order to choose the best lubricant for gear set the following criteria must be
addressed.
 Viscosity - often referred to as the most important property of

lubricating oil.
 Additives – the additive package used in the lubricant will
determine the lubricant’s general category and affects various key
performance properties under operating conditions
 Base oil type – the type of base oil used should be determine by
the operating conditions, gear type and other factors.
Comparison of 3 types of gear lubricant
o R & O lubricants
o Antiscuff gear lubricant
o Compounded gear lubricants
R&O Gear Lubricants
Rust and oxidation inhibited (R&O) gear lubricants do not contain antiscuff
additives or lubricity agents. R&O gear oils generally perform well in the
categories of chemical stability, demulsibility, corrosion prevention and foam
suppression. These products were designed for use in gearing operating under
relatively high speeds, low loads, and with uniform loading (no shock loading).
These lubricants are the best selection in applications where all surface contacts
operate under hydrodynamic or elastohydrodynamic lubrication conditions.
They do not perform well or prevent wear under boundary lubrication
conditions.
Antiscuff (Extreme Pressure) Gear Lubricants
Antiscuff gear lubricants, commonly referred to as extreme pressure (EP)

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

In addition to sulfur phosphorous and zinc dialkyl dithiophosphate (ZDDP)
antiwear additives, several common solid materials are considered antiscuff
additives including molybdenum-disulfide (moly), graphite and borates.
One benefit of these additives is they do not depend on temperature to become

active, unlike sulfur phosphorous compounds which do not become active until a
high surface temperature is achieved. Another potentially negative aspect of
sulfur phosphorous EP additives is they can be corrosive to machine surfaces,
especially at high temperatures.
This type of additive may also be corrosive to yellow metals and should not be
used in applications with components made of these materials, such as worm
gears.
Compounded Gear Lubricants
The compounded gear lubricant is the third type of common lubricant. In

general, a compounded lubricant is mixed with a synthetic fatty acid (sometimes
referred to as fat) to increase its lubricity and film strength. The most common
application for these gear lubricants is worm gear applications.
Because of sliding contact and the negative effects of EP agents, compounded

lubricants are generally the best choice for these applications. Compounded oils
are also referred to as cylinder oils because these lubricants were originally
formulated for steam cylinder applications.[10]
Summary of Literature Review

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

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

Top 1
3rd 1.3
2nd 2.1
1st 3.4
Reverse 3.5
Drive Torque: 230Nm@1600-2000rpm
Type: Constant Mesh
3.1 Methodology
Number of
teeth
pitch
diameter
Gear face width
Torque &
Dog clutch
Velocity
Radial
Force
Analysis
Tangential
Geometric
Main shaft
Analysis
Lay shaft
Bending
Moment
Analysis
Shaft Input shaft
Design of
diameter
Idler shaft
Muff
Key
coupling

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

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

2∗1
𝑇 = = 18
1 1
1.11( (1 + ( + 2) sin 20 ) − 1)
1.11 1.11
Where, Aw= = = 1, ha=Addendum and m=module
Even books say, for 20° stub full depth system minimum teeth number standard
for pinion is14.
Number of teeth and speed of each gear
 1st Gear ratio꞉
Gear ratio (G.R) = =
𝑁𝐴 𝑁𝐻 𝑇𝐵 𝑇𝐺
𝐺1 = = = 3.4
𝑁𝐵 𝑁𝐺 𝑇𝐴 𝑇𝐻
But NB=ND= NH=NJ=1800rpm……… (On the same shaft)
G1= 𝑁𝐺 = = =588.24rpm
.
We know that the distance between the two shafts (main shafts lay shafts is
constant then.)
 TA+TB=TC+TD=TE+TF=TG+TH=TI+TJ+TK
 TA+TB =TG+TH …………………………………………………. Eq(1)
 NB=ND=NF= NH=NJ=1800RPM ……………………………… Eq(2)
G1= =3.4………..but from G= =1.11TB=1.11TA………………………Eq (3)

TB=1.11TA =1.11*30=33……..since, assume TA=30
G1= =3.41.11* =3.4 =3.06TG=3.06TH……………………..Eq (4)
By Substitute Equation (3) and (4) into Equation (1)
TA+TB =TG+TH30+33=3.06* TH+ THTH=15
Then from Equation (1) TA+TB-TH =TGTG =63-15 =48
 2nd gear ratio꞉
G2= = =2.1 ……………………Equation (1) but, NF=NB=1800rpm
 G2 = 𝑁𝐸 = = =952.4rpm
.
,and =1.11
= G21.11* =2.1TE=1.89* TF ……….Equation (2)
TA+TB=63=TE+TF…… Equation (3)
By substitute the values of TA, TB& TE
TF=63-TE=TF=63-1.89TF TF=22 and  TE=63-22=41
 3rd gear ratio꞉
G3= = =1.3…………………… Equation (1) but, ND=NB

 G3 = 𝑁𝐶 = = =1538.5rpm
.
1.11* = 1.3 TC=1.17* TD …………………..Equation (2)

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

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

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

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

.
TG=TH =255.5* =782 Nm

.
TI =TJ =255.5* =805 Nm

.
TK=TJ =255.5* =238 Nm

.

The geometry of helical gear
Figure 3.2: geometry of gears

The type of helical gear selected for this design is single helical gear (not
double).Therefore; common terms (required parameters) are listed below.
 Helix angle; It is a constant angle made by the helices with the axis of
rotation
 Axial pitch (circular pitch= p): It is the distance, parallel to the axis,
between similar faces of adjacent teeth. Axial pitch may also be defined as
the circular pitch in the plane of rotation or the diametral plane.
 Normal pitch (Pn): distance between similar faces of adjacent teeth along
a helix on the pitch cylinders normal to the teeth.
 Pitch circle: It is an imaginary circle which by pure rolling action, would
give the same motion as the actual gear.
 Pitch circle diameter. It is the diameter of the pitch circle. The size of the
gear is usually specified by the pitch circle diameter.
 Circular pitch: the distance measured on the circumference of the pitch
circle from a point of one tooth to the corresponding point on the next
tooth.
 Addendum: radial distance of a tooth from the pitch circle to the top of
the tooth.
 Dedendum: radial distance of a tooth from the pitch circle to the teeth
bottom.
 Clearance: It is the radial distance from the top of the tooth to the
bottom of the tooth, in a meshing gear.
 Face width: It is the width of the gear tooth measured parallel to its axis.
 Profile: It is the curve formed by the face and flank of the tooth.
 Fillet radius: the radius that connects the root circle to the profile of the
tooth.
 Path of contact: the path traced by the point of contact of two teeth from
the beg
 Total depth: It is equal to the sum of the addendum and Duodenum.
 Tooth thickness: It is the width of the tooth measured along the pitch
circle.

 Tooth space: It is the space between the two adjacent teeth measured
along the
 Module: It is the ratio of the pitch circle diameter (in mm) to the number
of teeth. As it is recommended by American Gear Manufacturer’s
Association.
Assume: - modulus of gear m=5
 Number of teeth=T
 Pitch circle diameter=D=mT
 Circular pitch =P=𝜋*m=𝜋*5=15.7
 Normal pitch (Pn): = P *cos ψ=15.7*cos30=13.6mm/teeth
 Addendum(A) = 0.8*m= 0.8* 5=4mm
 Dedendum(Dd) = m =5mm
 Minimum total depth = 1.8*m=1.8*5=9mm
 Minimum clearance = 0.2*m=1mm
 Thickness of tooth = 1.5708*m=1.5708*5=7.854mm.
 Face width(b):-
D
1.5p 1.5π ×
b= = T
tanα tan20
D 150
1.5π × 1.5𝜋 ×
T 30 = 65𝑚𝑚
𝑏 = =
tan20 𝑡𝑎𝑛20
D 150
1.5π × 1.5𝜋 ×
T 33 = 65𝑚𝑚
𝑏 = =
D 170
1.5π × 1.5𝜋 ×
T 34 = 65𝑚𝑚
𝑏 = =
D 145
1.5π × 1.5𝜋 ×
T 29 = 65𝑚𝑚
𝑏 = =
D 205
1.5π × 1.5𝜋 ×
T 41 = 65𝑚𝑚
𝑏 = =
D 110
1.5π × 1.5𝜋 ×
T 25 = 65𝑚𝑚
𝑏 = =
D 240
1.5π × 1.5𝜋 ×
T 50 = 65𝑚𝑚
𝑏 = =
D 75
1.5π × 1.5𝜋 ×
T 15 = 65𝑚𝑚
𝑏 = =
D 235
1.5π × 1.5𝜋 ×
T 39 = 65𝑚𝑚
𝑏 = =
D 75
1.5π × 1.5𝜋 ×
T 15 = 65𝑚𝑚
𝑏 = =

D 70
1.5π × 1.5𝜋 ×
T 14 = 65𝑚𝑚
𝑏 = =
A) pitch circle diameter
 Gear A: m= , DA=mTA , 5*30 = 150mm ,since TA=30
 Gear B: m= , DB=mTB , 5*33 =165mm ,since TB=33
 Gear C: m= , Dc=mTC , 5*34 =170mm ,since Tc=34
 Gear D: m= , DD=mTD , 5*29 =145mm ,since TD=29
 Gear E: m= , DE=mTE , 5*41 =205mm ,since TE=41
 Gear F: m= , DF=mTF , 5*25 = 110mm ,since TF=25
 Gear G: m= , DG=mTG , 5*50 =240mm ,since TG=50
 Gear H: m= , DH=mTH , 5*15 =75mm ,since TH=15
 Gear I: m= , DI=mTI , 5*39 =235mm ,since TI=39
 Gear J: m= , DJ=mTJ , 5*15 =75mm ,since TJ=15
 Gear K: m= , DK=mTK , 5*14 =70mm ,since TK=14

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

Gear A꞉ DACOS20° =141
Gear B꞉ DBCOS20° = 155
Gear C꞉ DCCOS20° = 160
Gear D꞉ DDCOS20° = 136
Gear E꞉ DECOS20° = 193
Gear F꞉ DFCOS20° = 103
Gear G꞉ DGCOS20° = 226
Gear H꞉ DHCOS20° = 70
Gear I꞉ DICOS20° = 221
Gear J꞉ DJCOS20° = 70
Gear K꞉ DKCOS20° = 66
D) Peripheral velocity for all gear
∗ ∗ ∗ ∗
 For top gear and pinion VA =VB = ∗
= ∗
=15.7m/s
∗ ∗ ∗ ∗ .
 For third gear VC = VD = ∗
= ∗
=13.7m/s
∗ ∗ ∗ ∗ .
 For second gear VE = VF = = =10.22m/s
∗ ∗
∗ ∗ ∗ ∗
 For first gear VG =VH= ∗
= ∗
=7.06m/s
∗ ∗ ∗ ∗ .
 For reverse gear V = V = V = ∗
= ∗
= 7.06𝑚/𝑠
3.3 Force Analysis
Figure 3.3: Helical gear acting force J.K.GUPTA

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

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

 Ft = P/VC =47171/13.7=3443.13N
 Fr=Ft*tanφ=3443.13*tan20 =1253.2N
 Fɑ=Ft*tanψ=3443.13*tan30=1987.89N
 Fb=Ft*cosψ=3443.13*cos30=2981.84N
 F=Fb/cosφn=2981.84/0.9537=3126.6N
For top gear (A, B)
 Ft = P/VA =47171/15.7=3004.5N
 Fr=Ft*tan φ=3004.5*tan20 =1093.5N
 Fɑ=Ft*tanψ=3004.5*tan30=1734.6N
 Fb=Ft*cosψ=3004.5*cos30=2602N
 F=Fb/cosφn=2602/0.9537=2728.3N
For reverse gear (I, J, K)
 Ft =P/VK=47171/7.06=6681.4N
 Fr =Ft*tan φ=6681.4*tan20 =2431.8N
 Fɑ=Ft*tan ψ=6681.4*tan30= 3857.5N
 Fb=Ft*cosψ=6681.4*cos30=5786.3N
 F=Fb/cosφn=5786.3/0.9537=6067.2N
Where, Ft = tangential load
Fr= radial load
Fɑ=axial load
F= resultant load
Strength analysis of helical gear
Based on the above literature reviewed Alloy steel is selected as a gear material
for the design of this constant mesh manual gearbox, specifically Stainless steel.
Mechanical properties of Stainless Steel
 Hardness, Brinell = 123

 Tensile Strength, Ultimate = 505Mpa
 Tensile strength, Yield = 215Mpa
 Allowable stress = 172Mpa
 Modulus of elasticity = 193 – 200Gpa
 Poisson’s Ratio = 0.29
 Service factor (CS) =1.25…. (24 hour service)
Load and stress analysis
In helical gears, the contact between mating teeth is gradual, starting at one end
and moving along the teeth so that at any instant the line of contact runs

diagonally across the teeth. Therefore in order to find the strength of helical
gears, a modified Lewis equation is used. It is given by:
σw=W/(𝜋m *Cv*b* y′)
 Tooth form factor (y′)=0.175-(0.841/ TE),
 Velocity factor Cv=6/(6+V) if V=5-10m/s
 Cv=15/(15+V) if V=10-20m/s.
Note; Even if designs are made according to the pinion but in this design all loads
are founded. And loads of the meshed gears are almost the same (like A&B).
Table3.1Tangential load, developed stress

Gear A B C D E F G H I J K
Tangential 3835 383 439 439 589 589 852 852 852 852 852
tooth load 5 5 5 2 2 9 9 9 9 9
W=(P*Cs)/V
Noof 46 51 52 45 63 69 77 23 60 23 22
Equivalent
Teeth,TE=T/
cos3ψ
Lewis 0.157 0.15 0.15 0.1 0.16 0.15 0.16 0.13 0.16 0.13 0.13
factor(y′) 8 6 58 1 3 4 8 0 8 6
Velocity 0.449 0.44 0.47 0.4 0.53 0.53 0.40 0.40 0.44 0.44 0.44
coefficient 9 7 8 8 1 1 8 8 8
(CV)
Developed 52 53 58 59 67 80 133 156 97 135 137
Stress(σw)
in N/mm2
Since all the stress developed are less than the allowable stress (172N/mm2),
the design is safe.
Figure 3.4: Isometric view of our helical gear

3.4 Design of Shaft
General considerations
ii. To minimize both deflections and stresses, the shaft length is kept as
short as possible and overhangs minimized.
iii. A cantilever beam will have a larger deflection than a simply
supported (straddle mounted) one for the same length, load, and cross
section, so straddle mounting is used unless a cantilever shaft is
dictated by design constraints.
iv. A hollow shaft has a better stiffness/mass ratio (specific stiffness) and
higher natural frequencies than a comparably stiff or strong solid
shaft, but will be more expensive and larger in diameter.
v. Trying to locate stress-raisers away from regions of large bending
moment if possible and minimize their effects with generous radii and
relief.
vi. General low carbon steel is just as good as higher strength steels
(since deflection is typical the design limiting issue).
vii. Deflections at gears carried on the shaft should not exceed about
0.005 inches and the relative slope between the gears axes is less than
about 0.03 degrees.
viii. If plain (sleeve) bearings are to be used, the shaft deflection across the
bearing length is less than the oil-film thickness in the bearing.
ix. If non-self-aligning rolling element bearings are used, the shaft’s slope
at the bearings is kept to less than about 0.04 degrees.
x. If axial thrust loads are present, they are taken to ground through a
single thrust bearing per load direction. Do not split axial loads
between thrust bearings as thermal expansion of the shaft can
overload the bearings.
 Based on the Literature reviewed, for the shaft, Aluminum Alloy is chosen.
The reason for the selection of Aluminum Alloy is production by
extrusion, has good mechanical properties and exhibits good weld
ability.[4]
Mechanical properties of Aluminum alloy

 Tensile Yield strength(Mpa) = 310
 Shear strength(Mpa) = 190
 Hardness Vickers(HV) = 100
 Density(kg/m3) = 2700
 Melting point(0c) = 650
3.4.1 Design of Lay shaft
Let’s assume; the lengths for the lay shaft:
 L1=72.5mm L2=240mm L3=185mm L4=85mm, L5=185mm L6=72.5mm
 LT=L1+L2+L3+L4+L5+L6=840mm (overall shaft length of the lay shaft).
Reaction and moment
Figure 3.5: tangential and radial load on lay shaft

A) Reaction and moment in x, y plane (radial load)
Figure 3.6: radial load

 ΣFy =0 , 0=Rr1+Rr2-FrB-FrD-FrF-FrH–FrJ from the above force analysis(Fr)
Rr1+Rr2= 1093.5N +1253.2N+1679.9N+2431.8N+2431.8N
Rr1+Rr2=8890.2N……………………………………………………… (1)
 ΣMo=0
0=72.5*1093.5N+312.5*1253.2N+497.5*1679.9N+ 582.5*2431.8N + 767.5 *
2431.8N - 840*R2
 R2 =5463.8N and R1=3426.4N ………from equation (1)

The moment of each point;
+ ΣMB=Rr1(0.0725)=3426.4(0.0725) =248.4Nm
+ ΣMD=3426.4(0.3125)-1093.5(0.240) =808.3Nm
+ ΣMF= 3426.4(0.4975) -1093.5*0.425-1253.2(0.185)=1008Nm
+ ΣMH= 3426.4(0.5825) -1093.5*(0.510)-1253.2(0.270) -1679.9(0.150) =
847.8Nm
+ ΣMJ= 5463.8(0.0725) =396Nm
Table 3.2 Bending moment of radial load lay shaft
Moment(Mr) MB MD MF MH MJ
Value (Nm) 248.4 808.3 1008 847.8 396
B) Reaction and moment in x, z plane ( tangential load )
Figure 3.7: reaction and moment in x, z plane in lay shaft

 ΣFy =0 , 0=R1+R2-FtB–FtD -FtF–FtH–FtJ from the above force analysis(Ft)
Rt1+Rt2=3004.5N+3443.13N+4615.56N+ 6681.44N+6681.4N
Rt1+Rt2=24426N…………………………………… (1)
 ΣMo=0,
0=72.5*3004.5N+312.5*3443.13N+497.5*4615.56N+582.5*6681.4N+
767.5*6681.4N-840*Rt2
Rt2 =15012N, and Rt1=9414N ……… from equation (1)
The moment of each point;
+ ΣMB=Rt1(72.5) =9414(0.0725) = 682.5Nm
+ ΣMD= 9414 (0.3125)-3004.5(0.240) =2221Nm
+ ΣMF=9414 (0.4975) -3004.5*0.425-3443.13(0.185) = 2770Nm
+ ΣMH=9414 (0.5825) -3004.5*(0.510) -3443.13 (0.270) -4615.56(0.085) =
2629Nm
+ ΣMJ= 15012(0.0725) =1088Nm
Table 3.3: Bending moment of tangential load for lay shaft

Moment(Mt) MB MD MF MH MJ

Value (Nm) 682.5 2221 2770 2629 1088
C) The resultant moment
ΣMB= 𝑀 2 + 𝑀 2 = (248.4) + (682.5) = 726.3Nm

ΣMD= (808.3) + (2221) =2363.5Nm
ΣMF= (1008) + (2770) =2947.7Nm
ΣMH= (847.8) + (2629) =2762.3Nm
ΣMJ= (396) + (1088) =1157.8Nm
Table 3.4: Resultant bending moment for lay shaft

Moment(M) MB MD MF MH MJ
Value (Nm) 726.3 2363.5 2947.7 2762.3 1157.8
The maximum bending moment is MF=2947.7Nm

We know that the equivalent twisting moment is given by,𝑇 = √𝑀 + 𝑇
T= the maximum torque input transferred =255.5Nm (lay shaft torque)
Te= (2947.7 + 255.5 ) =>Te =2958.7Nm
According to maximum shear stress theory;
𝜋
Te = 𝜏 d
16
The material of the shafts is Aluminum alloy Grade 6061 – T6 with Yield strength
of 310Mpa from van mosses stress theory of failure:
𝛿
𝜏 =
2𝑛
Where, n= 3 = factor of safety,
𝛿=yield strength
310𝑀𝑝𝑎
𝜏 = = 51.67𝑁/𝑚𝑚
2(3)
𝜋
, 𝑎𝑛𝑑 𝑇𝑒 = (51.67) × 𝑑
16
16 × 2958.7 × 1000
𝑑 = = 291,630.2𝑚𝑚
𝜋 × 51.67
𝑑 = √291630.2 = 66𝑚𝑚 (lay shaft diameter for the gearbox).

3.4.2 Design of main shaft
Reaction and moment
Figure 3.8: main shaft

Let’s assume the length and position of the gears on the main shaft as follows
depending on the motion of the gears at the time of change.
 L1=72.5 mm,
 L2=185 mm,
 L3=85 mm,
 L4=185 mm,
 L5=72.5mm
LT =L1+L2+L3+L4+L5
=72.5mm+185 mm +85 mm +185 mm +72.5 mm
=600mm (overall length of the main shaft)
A) Reaction force and moment in (x, y) plane vertical (radial loads)
Figure 3.9: Reaction force and moment in (x, y) plane vertical for main shaft
 ΣFy =0 ,
0=R3+R4-FrC–FrE–FrG–FrI from the above force analysis(Fr)
R3+R4= 1253.2N+1679.9N+2431.8N+2431.8N
R3+R4=7796.7N……………………………………………………… (1)
 ΣMo=0,
0=-600*R4+527.5*1253.2N+342.5*1679.9N+257.5*2431.8N+ 72.5*2431.8N

R4=3398.2N
R3=4398.5N……… from equation (1)
The moment (xy) at each gear:
+ ΣMc=R3* (L1) =4398.5(0.0725) =319Nm
+ ΣME=4398.5(0.2575) - 1253.2(0.185) =901Nm
+ ΣMG=4398.5(0.3425) – 1253.2(0.270) – 1679.9(0.085) =1025Nm
+ ΣMI=3398.2(0.0725) =246Nm
Table 3.5: Bending moment of radial load for main shaft
Moment (Mr) MC ME MG MI
value (Nm) 319 901 1025 246
B) The force and the moment at (x, z) plane horizontal (tangential loads)
Figure 3.10: The force and the moment at (XY) plane horizontal for main shaft
 ΣFy =0,
0=R3+R4-FtC–FtE–FtG–FtI from the above force analysis(Ft)
Rt3+Rt4= 3443.13N+4615.56N+6681.44N+6681.44N
Rt3+Rt4=21421.6N……………………………………………………… (1)
 ΣMo=0,
0= +527.5*3443.13N+342.5*4615.56N+257.5*6681.44N+
72.5*6681.44N- 600*R4
Rt4=9336.6N
Rt3 = 12085N ……… from equation (1)
The moment (x, z) at each gear:
+ ΣMc=R3* (L1) =12085(0.0725) = 876Nm
+ ΣME=12085(0.2575) - 3443.13(0.185) =2475Nm
+ ΣMG=12085(0.3425) – 3443.13(0.270) -4615.56(0.085) =2817Nm
+ ΣMI=9336.6(0.0725) =677Nm
Table 3.6: Bending moment of tangential load for main shaft
Moment (Mt) MC ME MG MI
value (Nm) 876 2475 2817 677
C) The resultant bending moment
ΣMC= (𝑀𝑐 ) + (Mc ) = (319) + (876) =932Nm

ΣME= (901) + (2475) =2634Nm

ΣMG= (1025) + (2817) =2998Nm
ΣMI= (246) + (677) =720Nm
The moment values are summarized in the table below.
Table 3.7: Resultant bending moment for main shaft
Moment (Mt) MC ME MG MI
value (Nm) 932 2634 2998 720
The maximum bending moment is MG=2998Nm and from equivalent twisting

moment is given by,
𝑇 = 𝑀 +𝑇
Where, T= the maximum torque input transferred =805Nm (main shaft torque)
𝑇 = √2998 + 805 =>Te =3104Nm, and
𝜋
Te = 𝜏 d
16
𝛿
𝜏 =
2𝑛
𝛿=yield strength
310𝑀𝑝𝑎
𝜏 = = 51.67𝑁/𝑚𝑚
2(3)
𝜋
, 𝑎𝑛𝑑 𝑇𝑒 = (51.67) × 𝑑
16
16 × 3104 × 1000
𝑑 = = 305,952𝑚𝑚
𝜋 × 51.67
𝑑 = √305952 = 67𝑚𝑚 (main shaft diameter for the gearbox).
3.4.3 Design of the Input Shaft
The force and the moment at (x, z) plane horizontal (radial loads);
+ ΣM=1093.5(0.0725) =79.3Nm
Figure 3.11 input shaft

The force and the moment at (x, y) plane horizontal (tangential loads);
+ ΣMA=3004.5*(0.0725) =218Nm
The resultant bending moment; ΣMA= (218) + (79.3) = 234Nm
From equivalent twisting moment is given by; 𝑇 = √𝑀 + 𝑇
T= the maximum torque input transferred =230Nm (input shaft torque)
Te= (234 + 230 ) =>Te =328Nm, and
𝜋
Te = 𝜏 d
16
𝛿
𝜏 =
2𝑛
𝛿=yield strength
310𝑀𝑝𝑎
𝜏 = = 51.67𝑁/𝑚𝑚
2(3)
𝜋
, 𝑎𝑛𝑑 𝑇𝑒 = (51.67) × 𝑑
16
16 × 328 × 1000
𝑑 = = 32330𝑚𝑚
𝜋 × 51.67
𝑑 = √32330 = 32𝑚𝑚 (Input shaft diameter for the gearbox).
3.4.4 Design of the idler gear shaft
The force and the moment at (x, z) plane horizontal (radial loads);
+ ΣMK=2431.8*(0.0725) =176.3Nm
The force and the moment at (x, y) plane horizontal (tangential loads);
+ ΣMK=6681.4*(0.0725) =484.4Nm
The resultant bending moment; ΣMK= (176.3) + (484.4) =515.5Nm
From equivalent twisting moment is given by; 𝑇 = √𝑀 + 𝑇
T= the maximum torque idler transferred =271Nm (idler shaft torque)
Te= (515.5 + 238 ) =>Te =568Nm, and
𝜋
Te = 𝜏 d
16
𝛿
𝜏 =
2𝑛
𝛿=yield strength
310𝑀𝑝𝑎
𝜏 = = 51.67𝑁/𝑚𝑚
2(3)

𝜋
, 𝑎𝑛𝑑 𝑇𝑒 = (51.67) × 𝑑
16
16 × 568 × 1000
𝑑 = = 55986𝑚𝑚
𝜋 × 51.67
𝑑 = √55986 = 38𝑚𝑚 (Idler shaft diameter for the gearbox).
3.5 KEY DESIGN
A key is a piece of mild steel inserted between the shaft and hub or boss of the
pulley to connect these together in order to prevent relative motion between
them. It is always inserted parallel to the axis of the shaft. Keys are used as
temporary fastenings and are subjected to considerable crushing and shearing
stresses. A keyway is a slot or recess in a shaft and hub of the pulley to
accommodate a key.
A flat key is to be used with a round shaft to transmit a torque equal to the elastic
torque capacity of the shaft. Key and shaft material are made of the same ductile
material and the key in tightly fitted at its top and bottom. Aluminum alloy is
selected for key material.
Aluminum alloy Yield strength(Mpa)
6061 - T6 310
Estimating the length of flat key required. Also, comparing the estimate with the
length of square key required and suggesting a possible reason why a flat key
might be preferred in some cases.
Decisions:
1. The flat and square keys to be considered are of standard proportions.
2. The key and shaft materials are identical ductile steels (given).
3. Key clearances with the shaft and hub are small.
Assumptions:
1. Forces on the key sides are uniformly distributed.
2. The loading on the shaft is steady (no shock or fatigue).
Figure 3.12 flat and square key. J.K.GUPTA
Design Analysis:

1. τ= Sys = 0.58Sy, shaft torque capacity is:
T= d3 (0.58Sy) ------------------- (a)
2. For a standard proportioned flat key, key torque capacity limited by
compression is
T = (limiting stress)(contact area)(radius),
Hence, T = (Sy)*( )*( )
T = 0.047Sy Ld2------------------ (b)
3. For the flat key, key torque capacity limited by key shear is
T = 0.58Sy Ld2/8 ------------------------(c)
This torque capacity is the same for a square key.
4. Equating (a) and (b):
d3 (0.58Sy) = 0.047Sy Ld2
0.58πd/16 = 0.047L
Hence, L = 2.4d
Equating (a) and (c); d3 (0.58Sy) = 0.58Sy Ld2/8 => L = 1.57d
5. The flat key weakens the shaft less than does the square key since shallower
seat is required for the flat key.
Comment: The torque capacity with respect to shearing of the key is the same
whether a square key or a flat key of the same length (and of standard
proportions) is used because their widths are both equal to d/4. The torque
capacity with respect to compressive failure is, however, higher for a square key
than a flat key since the height of a square key is greater. But, both the standard
proportioned square key and flat key have the same torque capacity here
because shear failure limits torque capacity.
i. Key design for input shaft
 Input Shaft diameter d = 32mm
 Width W = d/4 = 32mm/4= 8mm
 Height h = 3W/4 = 3* 8/4= 6mm
 Thickness t = d/6 =32mm/6 = 5.3mm
 Length L (consider compression)
L = 2.4d=2.4*32 =76.8mm
 Length L (consider shear)
L = 1.57 d = 1.57*32= 50.24mm
Select the larger L = 76.8mm
ii. Key design for counter shaft
 counter Shaft diameter d = 67mm
 Width W = d/4 = 67mm/4= 16.75mm

 Height h = 3W/4 = 3* 15/4= 12.56mm
L = 2.4d=2.4*67 =160.8mm
L = 1.57 d = 1.57*67= 105.2mm
iii. Key design for design main shaft
 Main Shaft diameter d = 66mm
 Width W = d/4 = 66mm/4= 16.5mm
 Height h = 3W/4 = 3* 16.5/4= 12.38mm
 Thickness t = d/6 =66mm/6 = 11mm
L = 2.4d=2.4*66 =158.4mm
L = 1.57 d = 1.57*66= 103.6mm
iv. Key design for design idler shaft
 Input Shaft diameter d = 38mm
 Width W = d/4 = 38mm/4= 9. 5mm
 Height h = 3W/4 = 3* 9.75/4= 7.125mm
 Length L (considering compression)
L = 2.4d=2.4*38=91.2mm
 Length L (considering shear)
L = 1.57 d = 1.57*38= 59.66mm
3.5.1 Sleeve or muff coupling design
It is the simplest type of rigid coupling, made of cast iron. It consists of a hollow
cylinder whose inner diameter is the same as that of the shaft. It is fitted over the
ends of the two shafts by means of a gibe head key. The power is transmitted
from one shaft to the other shaft by means of a key and a sleeve. It is, therefore,
necessary that all the elements must be strong enough to transmit the torque.
The selected proportions of a cast iron sleeve; having shear max.=54Mpa.

Figure 3.13: sleeve. J.K.GUPTA
 Sleeve for input shaft
Outer diameter of the sleeve,
D=2d+ 13mm=2*32+13=77mm
Length of the sleeve= 3.5d= 3.5*32 = 112mm
×
Te = 𝜏 d ,𝜏 = = ×
= 35𝑀𝑝𝑎
Since, 32Mpa<54Mpa the design is safe.

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

 Sleeve for main shaft
D=2d+ 13mm=2*66+13=145mm
×
Te = 𝜏 d ,𝜏 = = ×
= 4𝑀𝑝𝑎

 Sleeve for idler shaft
D=2d+ 13mm=2*38+13=89mm

×
Te = 𝜏 d ,𝜏 = = ×
= 21𝑀𝑝𝑎
3.6 Selection of Bearing [1]

Standard dimensions and designations of ball bearings
The dimensions that have been standardized on an international basis are shown
in Fig below. These dimensions are a function of the bearing bore and the series
of bearing. The standard dimensions are given in millimeters. There is no
standard for the size and number of steel balls. The bearings are designated by a
number. In general, the number consists of at least three digits. Additional digits
or letters are used to indicate special features e.g. deep groove, filling notch etc.
The last three digits give the series and the bore of the bearing. The last two
digits from 04 onwards, when multiplied by 5, give the bore diameter in
millimeters. The third from the last digit designates the series of the bearing. The
most common ball bearings are available in four series as follows; [1]
Fig 3.14 Bearings
1. Extra light (100), 2. Light (200),
3. Medium (300), 4. Heavy (400)
From the previous shaft design calculations we have got the diameters of 67 mm
for lay shaft and 66 mm for main shaft so this are the bore diameters of the
bearing. Depending on this value we select a standard bearing sizes from
Table27.1 Principal Dimensions for radial ball bearings. [1]
Table 3.8: for lay shaft
Bearing No. Bore (mm) Outside diameter Width (mm)

413 67 160 37
Table 3.9: For main shaft
Bearing No. Bore (mm) Outside diameter Width (mm)

412 66 130 31

Selection of radial ball bearings
In order to select a most suitable ball bearing, first of all, the basic dynamic radial
load is calculated. It is then multiplied by the service factor (KS) to get the design
basic dynamic radial load capacity.
After finding the design basic dynamic radial load capacity, the selection of
bearing is made from the catalogue of a manufacturer. The following table shows
the basic static and dynamic capacities for various types of ball bearings.
Since the average life of the bearing is 6 years at 8 hours per day, therefore life of
the bearing in hours,
LH= 6 × 300 × 8 = 14 400 hours ….. (Assuming 300 working days per year)
And life of the bearing in revolutions,
L= 60 N× LH = 60 × 2000 × 14 400= 1728 × 106 rev
We know that the basic dynamic equivalent radial load,
𝑊 = 𝑋. 𝑉. 𝑊𝑅 + 𝑌. 𝑊𝐴 ……………….eqn (1)
In order to determine the radial load factor (X) and axial load factor (Y), we
require
𝑊𝐴/𝑊𝑅 and 𝑊𝐴/𝐶0.
Since the value of basic static load capacity (C0) is not known, therefore let us
take WA/C0 = 0.5. Now from Table 27.4, we find that the values of X and Y
corresponding to WA /C 0= 0.5 and
WA/WR = 3839.9 / 2869.4 = 1.33 (which is greater than e= 0.44) are X= 0.56
and Y= 1
Since the rotational factor (V) for most of the bearings is 1, therefore basic
dynamic equivalent radial load;
W= 0.56 × 1 × 2869.4 + 1 × 3839.9 = 5446.7 N
From Table 27.5, find that for uniform and steady load, the service factor (K S) for
ball bearings is 1. Therefore the bearing should be selected for W= 5446.7 N.
Basic dynamic load rating;
𝐶 = 𝑊( ) /
=5446.7(1728 × 106 /106 ) 1/3 =72.8 KN ... (k= 3, for ball
^
bearings)

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

 Ensure a relative alignment of their axis
 A support for bearings and bearing seals and as an oil bath for the gears
The housing is usually cast from gray cast iron, sometimes it may be steel
casings, if individually manufactured, the housing can be made by welding of
steel plates.
For this project, the casing is made by welding using steel plates

The housing dimensions of a three shaft two-stage reduction units can be
determined from the following empirical relation.
DB = Outside diameter of gear in lay shaft =173 mm
DG = Outside diameter of gear main shaft =248 mm
Center distance between input shaft and counter shaft is
+ = + =211mm (C2)
Where is the largest dimension height in the of the housing in (mm)
𝐿 = (𝑐𝑒𝑛𝑡𝑒𝑟𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒𝑏/𝑛𝑠ℎ𝑎𝑓𝑡
+ (𝑜𝑢𝑡𝑒𝑟𝑟𝑎𝑑𝑖𝑢𝑠𝑜𝑓𝑔𝑒𝑎𝑟𝑠𝑖𝑛𝑡ℎ𝑒𝑚𝑎𝑖𝑛𝑎𝑛𝑑𝑙𝑎𝑦𝑠ℎ𝑎𝑓𝑡 /2) + 𝑐𝑙𝑒𝑎𝑟𝑎𝑛𝑐𝑒
Take Clearance between a gear and gear box (C’) making it 20mm
𝐿 = 210.5 + 248 + 173 + 20 = 652𝑚𝑚
And selected steel castings which are case hardened so having these dimensions
the wall thickness(S) of the gear box can be found according to the following
table.
Table: Material Selection for Housing
Material On case hardened gears Case hardened gears

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

CHAPTER FOUR
RESULT AND DISCUSSION

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

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

Out put 66 600 21421.6 7796.7 3104
Counter 67 840 24426 8890.2 2958.7
Reverse 38 150 6681.44 2431.8 568
In this design of constant mesh gearbox there are totally four shafts as stated in
the above table and we can see which shaft produces maximum torque and
which shaft produces minimum torque. Based on the above table it is clear that
the main shaft produces a maximum torque and the input shaft produces a
minimum torque.
4.1 Cost analysis
To calculate the cost for all component of the gearbox, we have to be calculate
the mass of the shaft ,gear, bearing and key based on the constant material
𝑘𝑔
density (7500 𝑚3)

The volume of the gear can be calculated by this formula:-
V= (d2gear-d2shaft) *b
𝑉 = (1502-322)*65=0.001096m3
The mass of each gear can be calculate by;-
m=ρ*V
mA = 7500*0.00025=8.22Kg
now we can calculate the cost
Cost =m*birr/Kg
For gear one =8.22*62=509.8birr
Similarly, we can find the volume, mass and cost of each gear using the above
formulas, the following table shows the result of all the volumes, masses and
costs of all the gears.
Table 4.3: Cost of each gear
Gear Volume(m3) Mass(Kg) Cost(birr)

A 0.00109 8.22 509.8
B 0.00116 8.7 539.4
C 0.00125 9.4 582.8
D 0.0008 6.33 392.46
E 0.0019 14.4 892.8
F 0.00038 2.9 179.8
G 0.0027 20.3 1258.6
H 0.000058 0.43 26.66
I 0.0026 19.4 1202.8
J 0.000058 0.43 26.66
K 0.000176 1.3 80.6
𝑇ℎ𝑒 𝑡𝑜𝑡𝑎𝑙 𝑔𝑒𝑎𝑟 𝑐𝑜𝑠𝑡 = 5692.38𝑏𝑖𝑟𝑟
The volume of shaft can be calculated be:-
𝑉= ×𝐿
 For counter shaft

.
𝑉= × 0.840 = 0.00296𝑚
𝑚 = 𝜌 × 𝑉 = 7500 × 0.00296 = 22.2𝑘𝑔
Now we can calculate the cost

𝑐𝑜𝑠𝑡 = 𝑚 × 𝑏𝑖𝑟𝑟 𝑘𝑔 = 22.2 × 62 = 1377𝑏𝑖𝑟𝑟
 For output shaft
.
𝑉= × 0.600 = 0.00205𝑚
𝑚 = 𝜌 × 𝑉 = 7500 × 0.00205 = 15.39𝑘𝑔
𝑐𝑜𝑠𝑡 = 𝑚 × 𝑏𝑖𝑟𝑟 𝑘𝑔 = 15.39 × 62 = 954.5𝑏𝑖𝑟𝑟
 For input shaft
.
𝑉= × 0.150 = 0.00012𝑚
𝑚 = 𝜌 × 𝑉 = 7500 × 0.00012 = 0.9𝑘𝑔
𝑐𝑜𝑠𝑡 = 𝑚 × 𝑏𝑖𝑟𝑟 𝑘𝑔 = 0.9 × 62 = 56𝑏𝑖𝑟𝑟
 For reverse shaft
.
𝑉= × 0.150 = 0.00017𝑚
𝑚 = 𝜌 × 𝑉 = 7500 × 0.00017 = 1.27𝑘𝑔
𝑐𝑜𝑠𝑡 = 𝑚 × 𝑏𝑖𝑟𝑟 𝑘𝑔 = 1.27 × 62 = 79.1𝑏𝑖𝑟𝑟
𝑇𝑜𝑡𝑎𝑙 𝑠ℎ𝑎𝑓𝑡 𝑐𝑜𝑠𝑡 = 79.1 + 56 + 954.5 + 1377 = 2466.6𝑏𝑖𝑟𝑟
The volume of the key can calculate by:-
𝑉 =𝐿×𝑤×𝑡
 Key for input shaft

𝑉 = 𝐿 × 𝑤 × 𝑡 = 0.0768 × 0.008 × 0.0053 = 0.00000325𝑚
𝑚𝑎𝑠𝑠 = 7500 × 0.00000325 = 0.024𝑘𝑔
𝑐𝑜𝑠𝑡 = 𝑚𝑎𝑠𝑠 × 𝑏𝑖𝑟𝑟 𝑘𝑔 = 0.024 × 62 = 1.51𝑏𝑖𝑟𝑟
 Key for main shaft
𝑉 = 𝐿 × 𝑤 × 𝑡 = 0.1584 × 0.0165 × 0.011 = 0.0000287𝑚
𝑚𝑎𝑠𝑠 = 7500 × 0.0000287 = 0.216𝑘𝑔
 Key for counter shaft
𝑉 = 𝐿 × 𝑤 × 𝑡 = 0.1608 × 0.01675 × 0.01117 = 0.00003𝑚
𝑚𝑎𝑠𝑠 = 7500 × 0.00003 = 0.226𝑘𝑔
 Key for reverse shaft
𝑉 = 𝐿 × 𝑤 × 𝑡 = 0.0912 × 0.0095 × 0.0063 = 0.0000055𝑚
𝑚𝑎𝑠𝑠 = 7500 × 0.0000055 = 0.04𝑘𝑔

𝑇𝑜𝑡𝑎𝑙 𝑘𝑒𝑦 𝑐𝑜𝑠𝑡 = 2.55 + 13.98 + 13.36 + 1.51 = 31.4𝑏𝑖𝑟𝑟
Let’s assume the production take two days
So labor cost=4000ETB+(2*4*60)
So labor cost=4480ETB
Machine cost is the amount of money paid for the machine
Assume the amount of birr paid for the machine is 1500ETB/day
Machine cost = *2day
Machine cost=3000ETB
𝑇𝑜𝑡𝑎𝑙 𝑚𝑎𝑡𝑒𝑟𝑖𝑎𝑙 𝑐𝑜𝑠𝑡 = 𝐺𝑒𝑎𝑟 𝑐𝑜𝑠𝑡 + 𝑆ℎ𝑎𝑓𝑡 𝑐𝑜𝑠𝑡 + 𝐾𝑒𝑦 𝑐𝑜𝑠𝑡
𝑇𝑜𝑡𝑎𝑙 𝑚𝑎𝑡𝑒𝑟𝑖𝑎𝑙 𝑐𝑜𝑠𝑡 = 5692.38 + 2466.6 + 31.4
𝑇𝑜𝑡𝑎𝑙 𝑚𝑎𝑡𝑒𝑟𝑖𝑎𝑙 𝑐𝑜𝑠𝑡 = 8190.38𝑏𝑖𝑟𝑟
𝑇𝑜𝑡𝑎𝑙 𝑐𝑜𝑠𝑡 = 𝑚𝑎𝑡𝑒𝑟𝑖𝑎𝑙 𝑐𝑜𝑠𝑡 + 𝑙𝑎𝑏𝑜𝑟 𝑐𝑜𝑠𝑡 + 𝑚𝑎𝑐ℎ𝑖𝑛𝑒 𝑐𝑜𝑠𝑡
𝑇𝑜𝑡𝑎𝑙 𝑐𝑜𝑠𝑡 = 8190.38 + 4480 + 3000
𝑇𝑜𝑡𝑎𝑙 𝑐𝑜𝑠𝑡 = 15670𝐸𝑇𝐵
Figure 4.1: Assembly drawing

Figure 4.2: part drawing of constant mesh gearbox

CHAPTER FIVE
CONCLUSION AND RECOMMENDATION

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

constant mesh gearbox. We have designed and calculated the fundamentals parts
of the gears, shafts, keys, bearings and lubrication needed for them is discussed
and analyzed.
5.2 RECOMMENDATION
Finally, we would like to suggest the extension of this project in detail and
further analysis can be made in software to know the most vulnerable parts of
the design.

REFERENCES
1. ^ R.S khurmi and J.K Gubta (2005). A textbook of machine design (14 th ed)
2. ^ “Manual Transmission”, October 25 2019, Wikipedia
3. ^ “Full notes on constant mesh gearbox”, June 8 2017, mech4stuy
4. ^ Engineer Faisel Islam, April 22 2016, “what are important properties of
material for gear application”, www.quora.com
5. ^ Essays, UK. (November 2018). Material Selection For Drive Shaft
Engineering Essay. Retrieved from
https://www.ukessays.com/essays/engineering/material-selection-for-
drive-shaft-engineering-essay.php?vref=1
6. ^ Mechanical Engineer S.K Mani, August 31 2019, “what is suitable
material for a transmission shaft, and why?” www.quora.com
7. ^ “Bearing (Mechanical)”, 4 November 2019, Wikipedia
8. ^ “6 most popular types of mechanical bearings”, CRAFTECH INDUSTRIES
(craftechin), 2019
9. ^ Karim Nice, "How Bearings Work", 11 October 2000,
HowStuffWorks.com
10. ^ Ludwig, L., May-June 2004, “Properties of Enclosed Gear Drive
Lubricants.”, Machinery Lubrication

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Wollo university kombolcha institute of technology

Department of mechanical engineering

machine Design project 2 (MEng 4132) project 1

for 4 year manufacturing anD inDustrial systems

semester 1 2012 e.c

Designing of constant mesh gearbox

submitteD to :- instructor Wasihun W.

Constant mesh gearbox Page i

Constant mesh gearbox Page ii

4. Result And Discussion 46

5. Conclusion And Recommendation 56

Constant mesh gearbox Page iii

Figure 2.1: types of radial ball bearing 15

Figure 2.2: deep groove bearing 16

Figure 3.1: assembly drawing of 4 speed constant mesh gearbox 20

Figure 3.2: geometry of gears 23

Figure 3.4: Isometric view of our helical gear 29

Figure 4.1: Assembly drawing 49

Figure 4.2: part drawing of constant mesh gearbox 50

Constant mesh gearbox Page iv

1.1 Background of the Study

1.2 Statement of the Problem

The general objective of this project is to design a constant mesh manual

1.3.2 Specific Objectives

The specific objectives of this project are

Constant mesh gearbox Page 1

1.4 Scope and Limitations of the Project

1.5 Significance of the Project

Constant mesh gearbox Page 2

Constant mesh gearbox Page 3

Constant mesh gearbox Page 4

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

Essays, UK. (November 2018). Material Selection For Drive Shaft

Constant mesh gearbox Page 5

Table 3: property of aluminum alloy Grade 6061 – T6

ISO standard AA 6061 – T6

Table 4: property for stainless steel Grade 304

ISO standard BS 970 Grade 304

Constant mesh gearbox Page 6

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

Table 5 : Property for Medium Carbon Steel Grade 080M30

ISO standard BS970 080M30

Final selection of material based on design and material specification

Table 6: Comparison between three selected materials

Stainless 520-720 45 7780 16.2 0.072 4450

Constant mesh gearbox Page 7

Designing is an art of creativity and innovation in affordable option and cost.

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

The basic criteria to select bearing type are

Table 7 : Type of Bearings

Types Description Friction stiffness speed Life

Constant mesh gearbox Page 8

Constant mesh gearbox Page 9

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

A mechanical bearing is a component used between two parts that allows

Constant mesh gearbox Page 10

2) Rolling Element Bearings

Constant mesh gearbox Page 11