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DESIGN OF A GEARBOX TO COUPLE DUAL PUMPS TO A MOTOR FOR

INDUSTRIAL APPLICATION (A CASE STUDY).

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 UNIVERSITY OF MINES AND TECHNOLOGY

TARKWA

FACULTY OF ENGINEERING
DEPARTMENT OF MECHANICAL ENGINEERING

A PROJECT REPORT ENTITLED

DESIGN OF A GEARBOX TO COUPLE DUAL PUMPS TO A MOTOR

FOR INDUSTRIAL APPLICATION (A CASE STUDY AT ZEN
PETROLEUM FUEL FARM)

BY
FRASER GIDEON

SUBMITTED IN PARTIAL FULFILMENT OF THE REQUIREMENTS

FOR THE AWARD OF THE DEGREE OF BACHELOR OF SCIENCE IN
MECHANICAL ENGINEERING

PROJECT SUPERVISOR

……………………………………………
MR GIDEON QUARTEY

TARKWA, GHANA
JULY 2020
 DECLARATION

I declare that this project work is my own work. It is being submitted for the degree of
Bachelor of Science in Mechanical Engineering in the University of Mines and Technology
(UMaT), Tarkwa. It has not been submitted for any degree or examination in any other
University.

…………………………………………
(Signature of Candidate)

3rd day of July, 2020.

i
 ABSTRACT

Induction motors are widely used in transportation, mining, petrochemical, manufacturing,

and in almost every other field dealing with electrical power. These motors are simple,
efficient, highly robust, and rugged, thus offering a very high degree of reliability, except
for its speed regulation. Induction motors have fixed speeds making the regulation of speed
a challenge in their operation. However, there have been several means of regulating the
speed of these motors, of which the use of a gearbox is the most prominently used method
for industries in Ghana. Production costs (which include power, maintenance, and labour)
in using high power rated motors for lower rating mechanical driven machines are
unbearable. This project, therefore, presents the design and implementation of a double-
acting, speed-reducing gearbox. It elaborates how a named oil marketing company in Ghana
can utilise a single motor to drive two pumps simultaneously at their optimal speeds to
enhance the rate of production and reducing the cost of production. Further studies on how
to isolate one of the pumps while the motor-driven system is still in operation are
recommended.

ii
Dedicated to my mom, Mrs. Susana Yaa Minkah. I love you so much.

iii
 ACKNOWLEDGEMENTS

I would like to express my heartfelt appreciation to the Almighty God for through His
abundant grace, mercy, protection, and divine wisdom, I have come this far.

Secondly, I wish to express my profound gratitude to my supervisor Mr. Gideon Quartey,

for his valuable guidance, continuous encouragement, worthwhile suggestions, and
constructive ideas throughout this research. His support, pragmatic analysis, and
understanding made this knowledgeable experience for me. May the goodness and mercies
of God follow him all the days of his life.

Special thanks to all staff and workers at Zen Petroleum Company, Tarkwa, especially Mr.
Justice Apedo, who has always provided me with all information I need. I highly appreciate
all the encouragement, love and the sacrifices he made to make this work a success. I will
forever be grateful.

Finally, to all my friends who in diverse ways, have contributed to the success of this work.
May God bless and make you prosperous in all your endeavours as we strive to make the
world a better place to live.

iv
 TABLE OF CONTENTS
Contents Page

DECLARATION
ABSTRACT ii
ACKNOWLEDGEMENTS iv
TABLE OF CONTENTS v
LIST OF FIGURES viii
LIST OF TABLES ix
LIST OF ABBREVIATIONS x

CHAPTER 1 INTRODUCTION 1

1.1 Background 1
1.2 Problem Definition 1
1.3 Project Objectives 2
1.4 Methods Used 2
1.5 Work Organisation 2

CHAPTER 2 RELEVANT INFORMATION ON STUDY AREA 3

2.1 Introduction 3
2.2 Background Information 3
2.3 Experimental Setup 3
2.3.1 Three Phase A.C Induction Motor 4
2.3.2 Mechanical Coupling 5
2.3.3 Reducer Gearbox 5
2.3.4 Sliding Vane Pump 5

CHAPTER 3 LITERATURE REVIEW 7

3.1 Introduction 7
3.2 Significance of the Research 7

v
3.3 Industrial Gearbox 9
3.4 Introduction to Gears 9
3.4.1 Advantages and Limitations of Gears 10
3.4.2 Classifications of Gears 11
3.4.3 Selection of Gears 14

CHAPTER 4 METHODOLOGY 18

4.1 Introduction 18
4.2 Design Process 18
4.3 Proposed Design 18
4.4 Material Selection 19
4.5 Mode of Operation 20
4.6 Components and Material Used 20
4.6.1 Bevel Gears 21
4.6.2 Shafts 21
4.6.3 Casing 21
4.6.4 Bearing 21
4.6.5 Washers, Bolts, and Nuts 21
4.6.6 Gaskets 22
4.6.7 Plugs 22
4.6.8 Oil Seals 22
4.6.9 Accessories 22
4.7 Design Calculations 22
4.7.1 Design Space 22
4.7.2 Assumptions 23
4.7.3 Gear Design Calculations 24
4.7.4 Shaft Design Calculations 32
4.7.5 Keys and Keyways Design Calculations 42
4.7.6 Selection of Bearings 44
4.7.7 Selection of Bolts and Nuts 45

CHAPTER 5 CONCLUSIONS AND RECOMMENDATIONS 47

vi
5.1 Conclusions 47
5.2 Recommendations 47
REFERENCES 48
APPENDIX 50
INTERNATIONAL SYSTEM OF UNITS 52

vii
 LIST OF FIGURES
Fig. Title Page

2. 1 Pump Setup Used for the Case-Study 4

2. 2 Opened Case of the Reducer Gearbox 5
3. 1 Global Market Share in 2015 by Product: 8
3. 2 Schematic Diagram of Spur Gears in mesh 10
3. 3 Classification of Gears 11
3. 4 Schematic Diagrams of Common Gear Types 13
4.1 Model of Proposed Design 18
4. 2 Exploded View Showing Detailed Parts 19
4. 3 Bevel Gears Terms 24
4. 4 Pinion Shaft Orientation 33
4. 5 Schematic Diagram of Pinion Shaft 34
4. 6 Free Body Diagram of Pinion Vertical Forces 34
4. 7 Shear Force and Bending Moment Diagrams of the Radial Force 35
4. 8 Free Body Diagram of Pinion Tangential Forces 36
4. 9 Shear Force and Bending Moment Diagrams of Tangential Force 37
4. 10 Pinion Shaft Orientation 38
4. 11 Free Body Diagram of Gear Vertical Forces 39
4. 12 Free Body Diagram of Gear Vertical Forces 41
4. 13 Dimensions of the Key 42

viii
 LIST OF TABLES

Table Title Page

3. 1 Global Market Share Of MDU’s in 2015 8

3. 2 Service Factor Specifications of Various Gear Types 15
4. 1 Parts List 20
4. 2 Design Space 23
4. 3 Allowable Static Stress of Common Gear Materials 29
4. 4 Dimensions and Load Ratings for 02-Series Ball Bearings 45
4. 5 Selection of Bolt and Nut 46

ix
 LIST OF ABBREVIATIONS

Abbreviation Meaning

VFD Variable Frequency Drives

MDU Motor Driven Unit
CAD Computer Aided Design
OMC Oil Marketing Company
AC Alternating Current
RPM Revolutions Per Minute
BHN Brittle Hardness Number
SAE Society of Automotive Engineers
AMS Aerospace Materials Specification
AGMA America Gear Manufacturers Association
ANSI American National Standard Institute

x
 CHAPTER 1
INTRODUCTION

1.1 Background

Recently, increasingly mechanical devices, for example, producing gear, transportation, and
robot, requires rapid or high-accuracy movements. Generally, the dc motors have been
utilised in flexible speed drive frameworks. However, dc motors are costly, require regular
maintenance of commutators and brushes, and are restrictive in unsafe environments. On
the other hand, the Squirrel-cage induction motors are modest, rough, have no commutators,
and are appropriate for high-speed purposes. The three-phase induction motors are the most
broadly utilised prime movers in industries for changing over electrical power into
mechanical power. They are simple in design, rugged in nature, robust, efficient and suitable
for use in harsh environments. However, their speed control remains a challenge when
utilising customary speed control strategies. The control trouble is related to the high non-
linearity of the motor's conduct, the unpredictability of its analytical model and the presence
of interactive multi-variable structures (Yusoff, 2014).

However, there have been many methods of regulating the speeds of these motors which
includes the use of Variable Frequency Drives (VFD's) and other mechanical transmission
devices such as the gearbox, which has remained the most conspicuously utilized technique
in manufacturing industries because of its capacity to transmit high power at generally
higher proficiency (Wikipedia, 2019).

Most industries, moreover, operate using high-speed motors as compared to its driven
machines (pumps, compressors, etc.), therefore making speed-reducing gears very common
in these industries. These various high-speed motors frequently come with high rated power,
which is capable of driving two or more driven machines (pumps, compressors, etc.) at a
time. Yet, due to the design of its gearbox, the performance of the motor has been restricted
(Annon., 2011).

1.2 Problem Definition

ZEN Petroleum is an oil retailing company in Ghana that applies a 25 hp motor of 1775 rpm
speed to an 8.5 hp pump, which is supposed to be driven at an optimal speed of 520 rpm.
The pump tends to run at 792.41 rpm due to the design of a locally manufactured gearbox
it uses. The pump experiences unusual breakdowns, overheating, noise and excessive

1
vibrations, and a general reduction in the pump's performance through reduced flow rate,
which affects the productivity of the company. A more suitable gearbox design would be
required to drive two pumps simultaneously using a motor at their optimal speeds while
increasing the productivity and reducing the cost of power for the company.

1.3 Project Objectives

The main objectives of this project are as follows:

1. To design a gearbox that will enable a motor drive two pumps simultaneously at
their optimal speeds.
2. Suggest some possible means of applying the design for their (ZEN Petroleum)
operations.
3. Utilise this design to reduce production costs while boosting the rate of production.

1.4 Methods Used

1. Review of necessary literature to enhance research on the project.

2. Gather information from the ZEN Petroleum fuel farm.
3. Use of CAD to design the proposed gearbox.
4. Gather of information from the internet, books, UMaT library, and expects in the
field.

1.5 Work Organisation

This project work is organised into five chapters. Chapter1 covers the background, problem
under study, project objectives, methods used, and work organisation. Chapter 2 gives a
piece of brief information on the study area. Chapter 3 gives a review of the relevant
literature. The proposed design, experiment, and cost analysis were prepared to determine
the success feasibility of the project in Chapter 4. Finally, Chapter 5 sums up with
conclusions and recommendations.

2
 CHAPTER 2
RELEVANT INFORMATION ON STUDY AREA

2.1 Introduction

This chapter examines the background of the company, the experimental setup and provides
all information needed for this work. All data used for this work is collected based on
information from a randomly selected setup used by the company. Hence, the information
provided in this chapter will be consistently used throughout the subsequent chapters.

2.2 Background Information

ZEN Petroleum is a Ghana-owned oil marketing company which has become a market
leader in the supply and distribution of diesel and lubricant to Ghana mining companies and
operates in Mali, Burkina Faso and Liberia.

They currently supply diesel fuel to Goldfields-Tarkwa, Endeavour-Nzema, Newmont

Ghana, Perseus Mining-Ayanfuri, Anglo-Gold Ashanti-Obuasi, Anglo-Gold Ashanti-
Iduaprem and Asanko Project, among others. ZEN petroleum supplies more than 10 million
litres of top-notch diesel fuel each month. It became recognised as the first OMC to bring
low sulphide (500 ppm) diesel to mining clients in Ghana. ZEN Petroleum also provides
tailored qualified environmental products to please consumers.

The company was opened in 2010 with the contract to supply Goldfields mine in Tarkwa,
Ghana, being launched by Holman Petroleum LTD. With close to one thousand employees
the business has metamorphosed globally in so many ways.

2.3 Experimental Setup

A typical pump setup applied by the company in their operations involves a three-phase A.C
induction motor coupled to a reducer gearbox. The gearboxes used here are mostly locally
manufactured with well-defined and fabricated components. The output of the shaft of the
gearbox is further extended and coupled to a pump. The pump setups are used accordingly
to discharge, dispense and transfer of product (diesel-fuel) to their customers. Each pump
setup is used at an average of 5- 6 hours a day. The cost of electricity is estimated based on
the number of hours the induction motors used for driving these pumps are run per day. Fig.
2.1 shows the experimental setup.

3
 Motor Coupling guard Pump

Gearbox

Fig. 2. 1 Pump Setup Used for the Case-Study

Description of various parts of the experimental setup is as follows:

2.3.1 Three Phase A.C Induction Motor

The squirrel-cage type of the three-phase AC induction motors is the motor used for this
experimental setup. Thanks to their solid design and their capacity to work in an intense and
stainful environmental setting, these motors are often used and favoured by the client. The
stator is powered by the main side of the transformer and the rotor is the secondary side of
the transformer. Current on the main side creates an electromagnetic field that interacts with
the electromagnetic field on the secondary side to produce a resulting torque and thus
transforms electric energy into mechanical energy. The motor has high efficiency and more
comfortable to maintain as well. It is supplied with power at a frequency of 60 Hz (25 hp)
and runs at a speed of 1775 rpm.

The specifications provided on the datasheet of the motor are as follows;

 Manufacturer: Marathon Electric

 Model: LA284TTGN65338DL
 Frequency: 60 Hz
 Rated Power: 18.7 kW (25 hp)
 Rated Speed: 1775 rpm
 Voltage: 240 v
 Efficiency: 93.6%

4
2.3.2 Mechanical Coupling

The shafts of the motor, gearbox and the pump are joined to each other with the aid of
mechanical coupling. A mechanical coupling refers to a unit that connects two shafts or a
shaft and rotating element that rotates together during transmission of power and does not
separate under ordinary conditions. The coupling used for the setup under consideration is
the Factory Rubber Drive Jaw type, which has an absorber between the contact surfaces to
assimilate excessive noise and vibrations during operation.

2.3.3 Reducer Gearbox

The gearbox has the function of reducing speed and increasing torque on the pump. It has a
speed ratio of 2.2:4. The gearbox is well sealed, well lubricated and maintained at a weekly
rate. The gearbox is some of the time at risk of leakage when the seals are utilized for an
extensive stretch. Fig. 2.2 shows the opened case of the reducer gearbox.

Fig. 2. 2 Opened Case of the Reducer Gearbox

2.3.4 Sliding Vane Pump

The pump used in this setup is the sliding vane rotary type of positive displacement pumps.
These sliding vane pumps are intended to deal with a wide scope of non-corrosive, non-
abrasive industrial liquids, oil-based and petroleum products. Ordinary applications
incorporate fuel oils, lube oils, stream energizes, gas, eatable oils, and an assortment of
solvents and thinners, for example, esters, ketones, naphtha's, ethers, amines, aromatics,

5
alcohols, terpenes, glycols and numerous other comparable fluids. The general
specifications of the pump are given as follows;

 Manufacturer: Blackmer
 Model: GX3 Series Sliding Vane
 Rated Power: 6.34 kW (8.5 hp)
 Rated Speed: 520 rpm
 Flow Rate: 835 l/min

(source: Blackmer Spec Sheet, 2012)

6
 CHAPTER 3
LITERATURE REVIEW

3.1 Introduction

This chapter outlines some published articles and studies on the design of an industrial
gearbox. All their paper works and related research, as well as the studies, regard to this
project, are also included. References to the paper are much knowledge and particular
recommendations and suggestions were made for this project.

A gearbox can be simple or complex. It is a machine that is used to transfer rotational energy
from a prime mover(motor) to another device. They are commonly used to build the torque
while diminishing rotational speed, and they do not have any impact on the power developed
by the motor because as torque increases, rotational speed decreases, and vice versa. The
essence of designing a gearbox to enable a motor drive two pumps is also explained as well.

3.2 Significance of the Research

In other to acknowledge the significance or the need to develop a gearbox that can allow a
motor drive two driven machines (pump), it would best be understood if the main
characteristics and trends of the markets and industrial prospects of the various Motor
Driven Units (MDUs) around the world are considered. The global MDU market amounts
to a total annual sales volume of 97.6 billion USD (2015). The three regions of Europe
(29%), China (23%) and the USA (14%) cover 66% of the sales volume (in USD) of the
global MDU market. The market for pumps, fans, and compressors represents practically
80% of the sales volume (in USD) of the global MDU market, much higher than for motors
and VFDs. Pumps hold, with 33%, the most significant portion of the worldwide MDU
market (International Energy Agency, 2018).

7
 Fig. 3. 1 Global Market Share in 2015 by Product: VFDs, Pumps,
Fans And Compressors. (Source: IHS Markit, 2017)

Table 3. 1 Global Market Share of MDUs in 2015

Market share by product World (billion USD) Quantity by percentage
Motors 11.8 12%
VFDs 10.6 11%
Centrifugal pumps 32.6 33%
Fans & blowers 23.9 24%
Air & gas compressors 18.7 19%
Total revenue (billion USD) 97.6 100%

(Source: IHS Markit, 2017)

From the data given, to every one motor purchased, other six driven machines were
purchased (ratio of motors to driven units is 1:6). It shows an enormous distinction in the
ratio between motors to the various driven unit, which was purchased in 2015. This
information unmistakably clarifies why there is high accessibility of motor-driven units in
various industries around the world as compared to motors.

Moreover, electric motor systems in industrial plants, infrastructure applications, and

buildings that drive pumps, fans, compressors and other equipment are answerable for 53%
of the world's complete power utilization. New and existing innovations offer the possibility
to lessen the vitality request of motor systems across the worldwide economy by 20% to
30%. The skill to acknowledge energy savings exists but is not generally applied
(International Energy Agency, 2018).

8
This project, therefore, provides the design of a gearbox to drive two pumps using a motor
to save energy and the cost of electricity, improve performance, improve reliability and
reduced life cycle costs.

3.3 Industrial Gearbox

A gear transmission system is a gadget used to transmit mechanical turning power, starting
with one shaft then onto the next by expanding torque and diminishing velocity
simultaneously or the other way around (Kumar, 2015). Frequently the term transmission
alludes basically to the gearbox that utilises gears and gear trains to give speed and torque
conversation from a rotating power source to another device (Anon., 2019).

An industrial gearbox, therefore, can be characterized as an encased framework comprised

of gears that transmit mechanical power to an output device. It functions to adjust speed,
torque, and other ascribes to devices for a broad scope of purposes (Amarillo Gear Services,
2019).

3.4 Introduction to Gears

A gear is a toothed wheel that connects another toothed mechanism to alter speed or the
course of the transmitted movement. Gears are commonly utilized for one of four unique
reasons:

1. To increment or diminishing the speed of rotation

2. To change the amount of power or torque
3. To move the rotational movement to a different axis (i.e., right angles, parallel,
linear, rotating, etc.) and
4. To change the direction of rotation.

Gears are compact, positive-engagement, power transmission components equipped for

changing the measure of power or torque (Bhatia,2011).

Fig. 3.2 shows two spur gears in mesh. The smaller gear is called the pinion, and the bigger
one the gear wheel (Khurmi and Gupta, 2005).

9
 Fig. 3. 2 Schematic Diagram of Spur Gears in Mesh

3.4.1 Advantages and Limitations of Gears

The following are the advantages and disadvantages of the gear drive as compared to other
drives, (i.e., belt, rope and chain drives):

Advantages;

1. It transmits the specific speed proportion.

2. It may be utilized to transmit colossal power.
3. It may be utilized for little focus separations of shafts.
4. It has high effectiveness.
5. It has a reliable service.
6. It has a compact layout.

Irrespective of the significance of gear transmissions in various industries, gears have the
following limitations;

1. Since the manufacture of gears requires unique devices and equipment, in this
manner, it is costlier than different drives
2. The mistake in cutting teeth may cause vibrations and noise during operation.
3. It requires a reasonable oil and robust strategy for applying it, for the best possible
activity of gear drives (Khurmi and Gupta, 2005).

10
3.4.2 Classifications of Gears

Gears can be gathered under such a large number of ways which include; according to the
peripheral velocity of the gears, according to the type of gearing and according to the
position of teeth on the gear surface among others, yet when we think about the position of
axes of the shafts, gears can be characterized in three(3) fundamental ways (Khurmi and
Gupta, 2005). The figure below (Fig. 3.3) shows the general classifications of gears based
on the position of axes of the shafts (Janiyani, 2007).

Fig. 3. 3 Classification of Gears

(source: Janiyani, 2012)

Parallel Shafts

Gears (such as spur, etc.) can work with different gears when they have parallel and coplanar
shafts. The internal gear, spur gear, the rack, and the helical gears are typical examples of
gears that having their shafts parallel to each other.

 Spur Gears: they are cylindrical gears whose tooth traces are straight line generators
of the reference cylinder (Janiyani, 2007). have teeth corresponding to the hub of
the wheel. Spur gears are simpler to manufacture and easy to produce high-quality
gears.

11
  Helical Gears: another name given to the spur gearing is helical gearing, in which
the teeth slanted to the pivot. Helical gears have higher quality and lower noise
compared with spur gears
 Rack: it is a bar containing teeth on one face for meshing with a gear. The
fundamental rack structure is the profile of rigging of limitless measurement. Racks
are utilized to change revolving movement into rectilinear movement
 Internal Gears: Annular gear having teeth on the inward surface of its edge. Internal
gears always mesh with external gears (Kohara Gear Industry Co., 2006).

Intersecting Shafts

A gear pair (or train comprising such gears), which one of whose axes are made of non-
parallel or converging, yet coplanar shafts could be fit utilizing angle gears. There are so
many types and modifications of bevel gears relying upon the method of application of the
gear. Below are some examples of gears that could be utilised to transfer power in crossing
shafts;

 Bevel Gears: A bevel gear is formed like an area of a cone and used to move power
between meeting shafts at an angle. The straight apparatus is favored for fringe
accelerates to 1000 feet per minute. Above that, they tend to be noisy. Mitter gears
are indistinguishable to bevel gears with the exception that both gears always have
an equal number of teeth. Other types of bevel gears are; spiral bevel gears, zerol
bevel gears, coniflex bevel gears, spiral bevel gears among others
 Hypoid Gears: Are a modification of the spiral bevel gear with the hub
counterbalance. The distinctive element of hypoid gears is that the shafts of the
pinion and ring gear may continue past each other, never having their axis
intersecting (Bhatia, 2014).

Non-Parallel, Non-Intersecting Shafts

Gears used to transfer power to non-parallel and non-crossing shafts are called skew bevel
gears or spiral gears, and the arrangement is known as skew bevel gearing or spiral gearing.
This type of gearing also has a line contact, the rotation of which about the axes generates
the two pitch surfaces known as hyperboloids.

 Worm Gears: are utilized to transfer power between two shafts, which are at right
angles to each other and are non-meeting. Worm gearing is an uncommon type of

12
 helical gearing in which the teeth have line contact, and the axes of the driving and
driven shafts are usually at right angles and do not intersect(Bhatia, 2014).
 Screw Gears: they are helical gears that transmit power from one shaft onto the next,
non-parallel, non-intersecting shafts. Screw gears are generally utilised in a speed
reducer or potentially an increasing gear. They mostly tend to wear as the gear comes
in sliding contact.

Spiral Straight

Fig. 3. 4 Schematic Diagrams of Common Gear Types

(source: Bhatia, 2014)

13
3.4.3 Selection of Gears

The decision of a gear drive relies on the application, its condition, and the physical
limitations of the system. The gearbox geometry is characterized by four boundaries which
are dictated by the qualities of the driving and driven machinery:

 Horsepower transmitted
 Speed of the driving gear
 Ratio required (reduction or increasing)
 Arrangement of shafting

Gears can either be obtained as standard components from a manufacturer's inventory or,
on the other hand, exceptionally structured and made. Gear catalogues tend to display only
geometric and materials information of stock gears rather than explicit operational data. The
operational components for choosing the sort of gears are expounded as follows;

Speed Ratio

You arrive at the particular gear ration by separating the motor full-load speed to the
revolutions per minute (RPM) of the determined gear. Hypothetically, there is no restriction
on the speed ratio that can be designed into a solitary decrease gearbox. Still, there is an
approximate ratio for each type of gear above where the materials are not being used
economically.

Nature of Load

A gear drive is one part of a power system that has certain load characteristics peculiar to
the specific application. The working qualities fall into two burden classifications: steady
torque or steady horsepower. Steady torque happens when the burden request fluctuates
relatively with an adjustment in speed. Models are conveyors, stokers, and reciprocating
compressors. Gear drives are constant torque machines requiring no selection modifications.
Constant horsepower implies load demand is constant regardless of speed. Examples are
lathes, boring mills, radial drill presses, etc. The gear drive must be chosen for the slowest
speed at which the motor will deliver its rated horsepower capacity. The type of load on the
gear drive also depends on the operational characteristics of the prime mover.

Service Factor (SF)

14
Service factors are used to contemplate impalpable working conditions, for example,
misalignments, vibrations, transient loads, and shocks. The actual horsepower is multiplied
by the service factor to acquire an equivalent horsepower, and the gear unit selected must
have a rating equal to or greater than the equivalent horsepower. Ordinarily, this service
rating is determined by multiplying the required horsepower by the appropriate service
factor based on the equipment, duty cycle, and type of prime mover. An S.F value between
1.25 and 2.0 is typically chosen and then multiplied by the motor nameplate power to
establish that required by the driven equipment.

Table 3. 2 Service Factor specifications of various Gear Types

Service Factors
Type of Load
Intermittent or Continuous 24hrs
8 -10hrs per day
3hrs per day per day

Uniform 0.80 1.00 1.25

Light shock 1.00 1.25 1.50

Medium shock 1.25 1.50 1.80

Heavy shock 1.50 1.80 2.00

(source: Bhatia, 2014)

Gear Lubrication:

The reason for the gearbox lubrication system is to give an oil film at the contacting surfaces
of working segments and retain the heat produced in the gearbox with the goal that
component temperatures are not excessive. Most of the oil stream is required for the cooling
capacity. The American Gear Manufacturers Association (AGMA) thermal ratings are
based on a maximum oil sump temperature of 200ºF. In turbo-machinery applications, the
thermal rating is generally not exactly the mechanical rating, and an external cooling system
is required. When designing a lubrication system, the initial step is to estimate the oil flow
to the components and the gearbox efficiency.

Gear Materials and Heat Treatment

The appropriate decision of rigging material is presumably the most significant factor in the
fruitful activity of an apparatus set. The material for any rigging is chosen dependent on the
working condition, i.e., power, speed and torque to be transmitted and also other working

15
conditions, i.e., temperature, vibration, chemical, etc., ease of assembling; and the general
cost of material and production.

In choosing a gear material, the tooth hardness and type of heat treatment to accomplish that
hardness must be considered. Gears case-hardened via "Carburizing," give the best
metallurgical attributes consolidating good case structure with reasonable flexibility.
Carburizing produces the "strongest" gear providing bending and pitting fatigue resistance
and an excellent wear surface.

Efficiency

The losses in a gear transmission system can be divided into two categories:

1. Load losses: which are proportional to the load transmitted, and are mainly due to
tooth's friction.
2. No-load losses: which are constant for a given operating speed and temperature, and
to the churning of the lubricant, oil seal friction, etc.

The tooth losses of helical, spur and bevel gears are small since their tooth actions are
predominantly rolling. The no-load losses can vary from a small proportion to as much as
80% depending on the peripheral gear speeds and the types of bearings used. An excellent
practical guide to the efficiency of this class of gear, mounted in an anti-friction bearing and
lubricated with oil, is to allow 1% loss per gear mesh when transmitting full load. On the
other hand, at part load, the efficiency will be lower since the fixed no-load losses are a
higher percentage of the smaller total load.

Power Transmission Capacity

Power capacity of gears is limited by resistance to two forms of failure. These are; the tooth's
surface fatigue, (pitting), which sometimes is referred to as wear rating, and the tooth's
bending fatigue, which is referred to as strength rating. Current manufacturing capacity,
known materials, and method of lubrication limit the maximum power that can be
transmitted through gears of different types. Approximate maximum powers are:

• Spur Gear = 25,000 hp

• Helical Gear = 25,000 hp
• Spiral bevel = 2,950 hp
• Worm Gear = 1,000 hp

16
These values vary with ratio and are only intended to give practical guidance on what is
available commercially.

Costs

Spur gears are the cheapest. They are not only easy to manufacture, but there exist several
methods to manufacture them. Single reduction worm gear units of high-speed ratio have
significantly higher power losses than other types, but set against this are the low initial cost,
high reliability due to the small number of components, and the low noise level.

Helical gear units have low power losses but have a higher initial cost, often requiring two
or three reduction stages against it, making it slightly less reliable with a higher noise level.

Generally, gear costs increase with module size (i.e., tooth size and hence gear diameter)
and gear type (due to manufacturing complexity). Typically, a helical gear with a metric
module of, say, 3 will be about two to three times more expensive than one, with the same
number of teeth, with a module of 2. Also, spur gears will be less expensive than comparably
sized helical gears, and in turn, helical gears will cost less than internal, double helical and
skew helical gear types ( Bhatia, 2014).

17
 CHAPTER 4
METHODOLOGY

4.1 Introduction

In this chapter, the design and modelling of the double-acting gearbox are discussed.
Simulation of the use of a motor to drive two pumps by the use of the design proposed is
again discussed in this chapter. The flow chart for the design process for this project is
presented. Finally, the design calculations and assumptions used for this design are
presented.

4.2 Design Process

The preliminary design and optimization have been categorized into a three-step process of:
1. Proposed Design
2. Materials Selection and
3. Design Calculation and Analysis

4.3 Proposed Design

The proposed gearbox consists primarily of gears, shafts, the case, and supporting members
such as bearings and the oil sealing elements. Fig. 4.1 and 4.2 shows in detail a model of
the proposed design.

(a) Isometric view (b) Front view

Fig. 4.1 Model of Proposed Design

18
4.4 Material Selection

The following factors were considered while selecting suitable materials for the design.

1. The availability of the material

2. The cost of the material
3. The weight of the material
4. Manufacturing factors
5. Sustainability of the material in working conditions

Fig. 4.2 and Table 4.1 provides details of the various components of the design and the
materials employed.

Fig. 4. 2 Exploded View Showing Detailed Parts

19
Table 4. 1 Parts List
SN Part Name Materials Quantity
1. Screw Steel 4
2, 10. Casing (top & bottom) Cast Iron 1
3. Bolt Steel 26
4, 15 Gears (pinion & gear) Steel 2
5. Washer Iron 37
6. Gasket Paper 3
7,11. Flange Cast Iron 3
8. Gear shaft Mild Steel 1
9. Bearing Mild Steel 6
11. Flange Cast Iron 3
12. Nut Steel 10
13. Pinion shaft Mild Steel 1
14. Key Mild Steel 2
16, 17. Oil seal Aluminium 6
18. Oil seal ring Plastic 3
19. Inspection cover Cast Iron 1
20. Breather plug Plastic 1

4.5 Mode of Operation

This gearbox has a speed ratio of 3.14, and it is designed is to enable specifically a 25 hp
motor at a speed of 1775 rpm drive simultaneously two sliding vane pumps at a speed of
520 rpm. The gearbox operates by transmitting mechanical power from a motor to drive two
pumps to be placed on the adjacent sides of the gearbox. With the aid of a suitable
mechanical coupling, the shafts of the motor and pumps will be coupled respectively to the
pinion and gears shafts of the gearbox. The rotational power from the shaft of a motor will
be driven through the pinion shaft to the pinion gear, which has been meshed to the gear and
finally out to the pumps through the gear shaft. The gears require constant lubrication during
operation to prevent overheating and provide smooth transmission.

4.6 Components and Material Used

The components used for the design are as follows;

20
4.6.1 Bevel Gears

The straight type of bevel gears with a shaft angle of 90o is the central transmission unit for
the gearbox. The gears mesh at 20o pressure angle. High-performance gears with a high
tensile strength to endure high bending stresses and high surface hardness to resist pitting
from high contact stresses are required for this design, and therefore a case hardened alloy
steel is used for both the pinion and the gear.

4.6.2 Shafts

The shafts caries the rotational power from the motor to the pumps. The shaft diameters and
strengths are sized based on ASME codes for the design of transmission shafts from Khurmi
and Gupta, 2005, and the subsequent diameter reductions and undercuts fillet radius are
analysed for stress concentrations. A solid (non-hollow) stepped shaft made from low
carbon steel is used for both the input and output shafts.

4.6.3 Casing

The casing acts as a housing to provide support and mechanical strength to the rest of the
components. Split casing design is adopted for easy maintenance, and the additional features
also included like Inspection cover, dipstick, breather with magnetic drain plugs are
employed. The casing was made from cast iron and assembled by welding.

4.6.4 Bearing

The bearings are to provide support to the rotating parts, such as the shafts and bearings.
They also function to take up the radial and axial loads from the mating gears and also to
prevent any form of deflection of the shafts. Radial ball bearings are used throughout the
design. They are pre-lubricated and sealed to prevent leakages.

4.6.5 Washers, Bolts, and Nuts

Bolts and nuts are used together with washers to fasten the gearbox. Hexagonal head bolts
with fine tread cuts are used. The bolts and nuts are made from low carbon steels, whereas
the washers are also made from iron.

21
4.6.6 Gaskets

The gasket is made from a soft material that seals the faces of the flanges to that of the
casing to prevent any form of leakage owing to metal to metal contacts. The gasket is made
from paper.

4.6.7 Plugs

Plugs provide channels into the gearbox without opening up the casing. The plugs used for
the design includes the drain and breather plugs. The breather plug used in this design
performs the function of regulating the fluid pressure in the gearbox and to provide a channel
for filling the setup with lubrication oil. The drain plug is used to drain the oil. Plugs are
made from plastic.

4.6.8 Oil Seals

They prevent any form of leakage around the bearing and shafts. Plastic and flexible oil seal
rings are employed in this design.

4.6.9 Accessories

These are units and devices that directly do not form part of the gearbox but are required for
the operation of the gearbox. The main accessories for the gearbox are; Holdbacks, Base
plates, Motor mounting adaptors, Couplings, Motor, Overrunning clutches, Hollow shaft
shrink discs, lubrication, etc.,

4.7 Design Calculations

The design calculations have been divided into five (5) major parts. Namely;

1. Gears
2. Shafts
3. Keys
4. Bearings
5. Bolts and nuts

4.7.1 Design Space

The design is based on a design of bevel gear to transmit sufficient power to two identical
pumps at their optimal speeds with the aid of a rotating shaft coupled to the gear. All data
used in this project is extracted as a result of a case study at an oil marketing company in

22
Ghana named Zen Petroleum Company Limited, and all assumptions and standards for the
design are well-acknowledged where necessary. Table 4.2 provides data used for the
preliminary design.

Table 4. 2 Design Space

Symbol Metric Units Value

PM Motor Output Power hp / kW 25 / 18.7

NM Motor Output Speed rpm 1775

EFF Motor Efficiency - 93.6

NP Pump Speed Required rpm 520

PP Estimated Pump Power hp / kW 8.5 / 6.34

4.7.2 Assumptions

Major assumptions for the thesis include:

1. Gear design is based on ANSI/AGMA standards

2. Design space extremes are inappropriate and valid ranges
3. The minimum number of teeth of a bevel gear to prevent interference is 16
(Natarajan, 2000)
4. A simplified model for rotor loads on main and tail rotor drive shafts
5. Frictional loses were excluded
6. The design of excluded components (bearings, splines, keyways, seals, etc.) does
not significantly impact the transmission design.

23
4.7.3 Gear Design Calculations

Fig 4.3 shows the terms used in bevel gears;

Fig. 4. 3 Bevel Gears Terms

( Khurmi and Gupta, 2005)

Velocity Ratio (V.R.) is given by; ( Khurmi and Gupta, 2005)

pinion speed ( N P ) DG TG
V .R.    (4.1)
gear speed ( N G ) DP TP

1775
V .R.   3.414
520
Pitch Angle (θP) is given by; ( Khurmi and Gupta, 2005)

 sin  s 
 p1  tan 1   (4.2)
 V .R.  cos  s 

 p2   s   p1 (4.3)

where,  p1 = pitch angle for the pinion

 s = Angle between the two shaft axes i.e 90o

 p2 = pitch angle for the gear

From equations (4.2) and (4.3);

24
  sin(90) 
 p1  tan 1    16.326
 3.414  cos(90) 

 p2  90  16.326  73.674

Equivalent Number of Teeth for Bevel Gears (Tredgold's Approximation)

The method is used to estimate the number of teeth of a bevel gear by approximating the
cone tangent of the bevel gear to that of the face width of an equivalent spur gear. (Khurmi
and Gupta, 2005).

In Tredgold's Approximation, it was established that;

R( eq )  R sec  p (4.4)

T( eq )  T sec p (4.5)

where, R( eq ) = Equivalent pitch circle radius of spur pinion or gear

R = Pitch circle radius of bevel pinion or gear

T = Actual number of teeth on bevel pinion or gear
T( eq ) = Equivalent number of teeth on spur pinion or gear

For the Equivalent Spur gear;

o
For a 20 full depth involute, the minimum number of teeth on a spur gear to prevent
interference is 18 (Khurmi and Gupta, 2005).

Output Torque (T) of the motor is given as (Khurmi and Gupta, 2005);

P
T (4.6)
2
 N motor
60
where, P = motor output power (18.7 kW)
N motor = motor speed (1775 rpm)

18.7  103
T  0.1 kN  m
2
 1775
60
For a Torque of 0.1 kN-m, the centre-to-centre distance (L) of the equivalent spur gear
configuration is 100 mm according to the output torque to centre distance graph, Khurmi,
and Gupta, 2005.

25
 2 L  DP ( eq )  DG ( eq ) (4.7)

DP ( eq )
V .R.  (4.8)
DG ( eq )

where, DP ( eq ) = Pitch diameter of equivalent spur pinion

DG ( eq ) = Pitch diameter of equivalent spur gear

By substituting L=100 and V.R.=3.414 into equations 4.7 and 4.8 and solving
simultaneously;

DP ( eq )  45.31 mm

DG ( eq )  154.69 mm

DP ( eq )
Module (m)  (4.9)
TP ( eq )

where, TP ( eq ) = Number of teeth of equivalent spur pinion (18)

45.31
m  2.517 mm
18

Therefore, selecting a module (m) of 2.5 from the standard module table from Khurmi and
Gupta, 2005.

From equation 4.9 the actual number of teeth on the equivalent spur gear is;

DP ( eq ) 45.31
TP ( eq )  
m 2.5

TP ( eq )  18.124 19 teeth

From equation 4.5, the actual number of teeth on the bevel pinion (Tp) is given as;

Tp  TP ( eq ) cos  p1

Tp  19cos(16.326)

Tp  18.238 18 teeth

Since T(eq) > T according to Khurmi and Gupta, 2005, the number of teeth on the pinion
bevel TP = 18.

From equation 4.1, the actual number of teeth on bevel gear (TG) is given as;

26
 TG  V .R.  TP

TG  3.414  18.238  61.452

TG 62 teeth

From equation 4.4, the pitch circle radius for the bevel pinion ( R p ) is given as;

RP  RP ( eq ) cos P

45.31
RP   cos(16.326)
2

RP  21.742 mm

From equation 4.1, the pitch circle radius for the bevel gear ( RG ) is;

RG  V .R.  RP

RG  3.414  21.472

RG  74.225 mm

Proportions for Bevel Gear

According to Khurmi and Gupta, 2005, the proportions for the bevel gears may be taken as
follows :

Addendum, a  1m (4.10.1)

Dedendum, d  1.2m (4.10.2)

Clearance, c  0.2m (4.10.3)

Working depth = 2m (4.10.4)

Thickness of tooth = 1.5708m (4.10.5)

where, m is the module.

Substituting m = 2.5 into equations (4.10) gives;

Addendum, a  2.5 mm

27
 Dedendum, d  3 mm

Clearance, c  0.5 mm

Working depth = 5 mm

Thickness of tooth = 3.927 mm

Strength of Bevel Gears

Since both the gear and pinion are made of the same material, hence, the pinion is weaker.
Therefore, the strength of the gears is designed based upon the pinion (Khurmi and Gupta,
2005).

The tooth form factor ( y ' P ) for the pinion having 20º full depth involute teeth is given as;

0.912
y ' P  0.154  (4.11)
TP ( eq )

0.912
y 'P  0.154   0.106
19

The pitch line velocity ( v ) is given as;

 DP  N P
v
60

  (2  0.021742)  1775
v  4.041 ms 1
60

The velocity factor ( Cv ) for teeth cut by form cutters is given as (Khurmi and Gupta, 2005);

3
Cv  (4.12)
3 v

3
Cv   0.426
3  4.041

The length of the pitch cone element (L) is given as;

D 2 D 2
L   G    P  (4.13)
 2   2 

28
 L  (74.225)2  (21.742)2  77.344 mm

The tangential tooth load ( WT ) according to Khurmi and Gupta, 2005 is given as;

 Lb
WT  ( o  Cv )b   m  y '   (4.14)
 L 

where,  o = Allowable static stress,

b = Face width, taken as 1 L (Khurmi and Gupta, 2005),

4

b  1  77.344  19.336 say 20 mm

4

(All other parameters have their usual meanings).

Table 4. 3 Allowable static stress of common gear materials

Material Allowable static stress (  o ) MPa or N/mm
Cast iron, ordinary 56
Cast iron, medium grade 70
Cast iron, highest grade 105
Cast steel, untreated 140
Cast steel, heat-treated 196
Forged carbon steel-case hardened 126
Forged carbon steel-untreated 140 to 210
Forged carbon steel-heat treated 210 to 245
Alloy steel-case hardened 350
Alloy steel heat treated 455 to 472
Phosphor bronze 84

(Source: Khurmi and Gupta, 2005)

Therefore, the allowable static stress for Alloy steel-case hardened for both the pinion and
gear is taken as 350 MPa.

 77.344  20 
 WT  (350  0.426)  20    2.5  0.106   
 77.344 

WT  1840.623 N  1.841 kN

29
The Dynamic Tooth Load ( WD ) according to Khurmi and Gupta, 2005 is given as;

WD  WT  WI (4.15)

where, WI = Increment load due to dynamic action, which is also given as;

21v  b  C  WT 
WI  (4.16)
21v  b  C  WT

where, C = Deformation factor which is given by the relation;

K e
C (4.17)
1 1

EP EG

where, K = A factor depending upon the form of the teeth; K  0.111 (for a given condition
of full-depth involute teeth according to Khurmi and Gupta, 2005).

e = Tooth error action; e  0.025 mm , (for a given condition of the module,

m  4 mm and carefully cut gears according to Khurmi and Gupta, 2005).

E P = Young's modulus for the pinion material

EG = Young's modulus for the gear material

( EP  200 kN / mm2 and EG  191 kN / mm2 according to Budynas and

Nisbett, 2011).

Therefore, from equation 4.17;

0.111  0.025
C  271.113 N / mm
1 1

200  103 191  103

Substituting the value of C into equation 4.16 gives;

21  4.041  (20  271.113  1840.623)

WI 
21  4.041  (20  271.113)  1840.623

WI  3623.722 N

Finally, substituting the value of WI into equation 4.15 gives;

30
 WD  1840.623  3623.722

WD  5464.345 N  5.464 kN

The Static tooth load ( WS ) of the tooth for bevel gears is given by;

 Lb
WS   e  b   m  y '   (4.18)
 L 

where,  e = flexural endurance limit of the gear material given as;

 e  1.75  B.H .N . (4.19)

For carburizing of the gear material (steel) using gas as the case hardening method with
carbons forming the major component of the diffusing element, temperatures between 1500
to 2000 OF to a depth of 125 µm, it will produce a case hardened material of H.R.C. of 50
equivalent to B.H.N. of 469 (Schneider et al., 2013).

 e  1.75  469  820.75 MPa

 77.344  20 
WS  820.75  20    2.5  0.106   
 77.344 

WS  10132.066 N  10.132 kN

Limiting Load for Wear ( WW ) for the bevel gear is given as;

D P b  Q  K
WW  (4.20)
cos  P1

where, Q = Ratio factor, given as;

2TG ( eq )
Q (4.21)
TG ( eq )  TP ( eq )

All other parameters have their usual meanings defined above.

2  61.876
Q  1.547
61.876  18.124

K  Material combination factor; which is given by the relation;

31
   sin   1
2
1 
K  es    (4.22)
1.4  EP EG 

where,  = Pressure angle, (i.e., 200 for bevel gears)

 es = Surface endurance limit, which can also be given by Khurmi and Gupta, 2005
as;

 es  2.8  B.H .N .  70 (4.23)

 es  2.8  469  70  1243.2 N mm2

Substituting the value  es into equation 4.22 gives;

1243.2 sin  20 

2
1 1 
K   3
 200  10 191  10 
3
1.4

K  3.865 N / mm2

Substituting the value of Q , K and the other parameters defined into equation 4.20 gives;

44  20  1.547  3.865
WW 
cos 16.326

WW  5482.732 N  5.483 kN

Therefore, Limiting Load for Wear ( WW ) for the bevel gear is 5.483 kN.

Since the Static tooth load (WS) is higher than the Dynamic tooth load (WD), the gear is safe
against breakage. Again, since the Limiting wear load (WW) is higher than Dynamic tooth
load (WD), the gear design is therefore satisfactory.

4.7.4 Shaft Design Calculations

The forces that act on the shaft are due to the forces on the gear attached to the shaft with
the aid of a key, and the reaction support from the bearings. The shaft is made from mild
steel with a maximum permissible shear stress of 42 MPa (Khurmi and Gupta, 2005).

32
 Fig. 4. 4 Pinion Shaft Orientation

Forces acting on the shaft due to the gear can further be divided into; tangential force (WT),
radial force (WRV), and axial force (WRH).

Tangential Force (WT) is given as;

T
WT  (4.24)
RP

where, T = Output Torque, provided in equation (4.6) as 0.1 kN-m

RP = Pitch circle radius of pinion, given as 21.742 mm

Substituting the values of T and RP into equation 4.24;

0.1  103
WT   4599.393 N
21.742  103

The vertical component of the radial force (WRV) can be given as;

WRV  WT tan   cos P1 (4.25)

Where all parameters have their usual meanings predefined.

WRV  4599.4  tan  20  cos 16.326

WRV  1606.544 N

33
 Fig. 4. 5 Schematic Diagram of Pinion Shaft

Fig. 4. 6 Free Body Diagram of Pinion Vertical Forces

The mass of the pinion is estimated to be 1.38 kg with the aid of SolidWorks 2016 software,
which is equivalent to a weight of 13.538 N.

The sum of vertical forces of the vertical component of the radial force is given as;

RB  (WRV  weight )  RA (4.26)

RB  RA  1606.544  13.538  1620.082 (α)

Taking moment at point A on the shaft gives;

RB  0.1  WRV  weight   0.242

RB 
1606.544  13.538  0.242  3920.598 N
0.1

Substituting the value of RB into equation (α), gives;

34
 RA  RB  1620.082
RA  3920.598  1620.082  2300.516 N

Fig. 4. 7 Shear Force and Bending Moment Diagrams of the Radial Force

Therefore, the maximum bending moment of the vertical component of the radial force
(MRV) will occur at point B on the shaft, which is given as;

M RV  (1606.544  13.538)  0.142  230.052 Nm

The horizontal component of the radial force (WRH) can be given as;

WRH  WT tan   sin  P1 (4.27)

Where all parameters have their usual meanings predefined.

WRH  4599.4  tan  20  sin 16.326

WRH  470.578 N

35
The equivalent bending moment for the horizontal component of the radial force (MRH) is
given as;

M RH  WRH  R p (4.28)

M RH  470.578  21.742 103

M RH  10.231 Nm

The overall radial bending moment (MR) is given as;

M R  M RV  M RH (4.29)

M R  230.052  10.231  219.821 Nm

The bending moment of the tangential force (MT)

Fig. 4. 8 Free Body Diagram of Pinion Tangential Forces

From Fig. 4.8 above, it could be established that;

RB  WT  RA

RB  RA  4599.393 (β)

Taking moment at point A on the shaft gives;

RB  0.1  WT  0.242
4599.393  0.242
RB   11130.531 N
0.1

Substituting the value of RB into equation (β), gives;

36
 RA  RB  4599.393
RA  11130.531  4599.393  6531.138 N

Fig. 4. 9 Shear Force and Bending Moment Diagrams of the Tangential Force

Therefore, the maximum bending moment of the tangential force (MT) will occur at point B
on the shaft, which is given as;

MT  4599.393  0.142  653.114 Nm

The resultant bending moment (M)

M   M R    MT 
2 2
(4.30)

M  219.8212  453.112  503.617 Nm

Equivalent Twisting moment (Te)

Te  M 2  T 2 (4.31)

37
Where all parameters have their usual meanings.

Te  503.6172  1002  513.449 Nm

Now, the diameter of the pinion shaft (dp) can be given as;

1
 16  3
d P   Te 
  
(4.32)


where,  = shear stress for pinion shaft material, i.e., 42 Mpa

All other parameters have their usual meanings.

1
 16  3
d P   513.449  6 
   42  10 

d P  0.0396 m 40 mm

Therefore, the diameter of the pinion shaft is 40 mm.

Gear Shaft Design

The gear shaft is supported by two bearings and driven by a gear with the aid of a suitable
key. The gear shaft as well is made from mild steel with a maximum permissible shear stress
of 42 MPa (Khurmi and Gupta, 2005)

Fig. 4. 10 Pinion Shaft Orientation

Tangential Force (WT) of the gear from equation (4.24), i.e.;

T
WT 
RG

38
where, T = Output Torque, provided in equation (4.6) as 0.1 kN-m

RG = Pitch circle radius of pinion, given as 74.225 mm

0.1 103
 WT   1347.255 N
74.225 103

The vertical component of the radial force (WRV) of the gear, from equation (4.25) is given
as;

WRV  WT tan   cosP 2

Where all parameters have their usual meanings predefined.

WRV  1347.255  tan  20  cos  73.674

WRV  137.842 N

Fig. 4. 11 Free Body Diagram of Gear Vertical Forces

Taking moments about A gives;

(WRV  weight )  0.232  RB  (0.178  0.232)

(137.842  22.661)  0.232

 RB   90.821 N
(0.178  0.232)

The maximum bending moment occurs at point C on the shaft which is given as;

39
 M C  90.821  0.232  21.071 Nm

The horizontal component of the radial force (WRH) of the gear shaft from equation (4.26)
can be given as;

WRH  WT tan   sinP1

Where all parameters have their usual meanings predefined.

WRH  1347.255  tan  20  sin  73.674

WRH  470.588 N

The equivalent bending moment for the horizontal component of the radial force (MRH) from
equation (4.24) is given as;

M RH  WRH  RG

M RH  470.588  74.225 103

M RH  34.929 Nm

The overall radial bending moment (MR) from equation (4.25) is given as;

M R  M C  M RH

M R  21.071  34.929  13.858 Nm

∴ The moment of the radial component of the forces acting on the gear is 13.858 N-m in the
counterclockwise direction.

The bending moment of the tangential force (MT) for the gear is given as;

40
 Fig. 4. 12 Free Body Diagram of Gear Tangential Forces

Taking moments about A gives;

WT  0.232  RB  (0.178  0.232)

1347.225  0.232
 RB   762.332 N
(0.178  0.232)

The maximum bending moment occurs at point C on the shaft which is given as;
M C  762.332  0.232  176.861 Nm

The resultant bending moment (M) of the gear is given from equation (4.30) as;

M MR    MT 
2 2

M  13.8582  176.8612  177.403 Nm

Equivalent Twisting moment (Te) of the gear is given from equation (4.31) as;

Te  M 2  T 2

Where all parameters have their usual meanings.

Te  177.4032  1002  203.646 Nm

Now, the diameter of the gear shaft (dG) can be given according to equation (4.32) as;

1
 16  3
d G   Te 
   

41
where,  = shear stress for pinion shaft material, i.e., 42 Mpa

All other parameters have their usual meanings.

1
 16  3
dG   203.646  6 
   42  10 

dG  0.0291 m  29.1 mm

Therefore, the diameter of the gear shaft is approximated to 30 mm for a factor of safety.

4.7.5 Keys and Keyways Design Calculations

The keys used for both the gear and pinion are the rectangular type of sunk keys made from
mild steel, to be inserted in a keyway parallel to the axis of the shaft.

Fig. 4. 13 Dimensions of the Key

The width (w) of the pinion key is given according to Khurmi and Gupta, 2005 as;

d 3t
w  (4.33)
4 2

where, d = diameter of the pinion shaft (40 mm)

t = Thickness of pinion key

40
 w  10 mm
4

2  10
 t  6.67 mm
3

42
The yield strength(  yt ) of the pinion material (Steel Fe E 370) is 370 N/mm2 and a safety

factor(F.S.) of 4 (steady loads), according to Khurmi and Gupta, 2005.

Maximum shear stress for the key (  k ) is given according to Khurmi and Gupta, 2005 as;

 yt
k  (4.34)
F .S .

Where all parameters have been predefined.

370
k   92.5 N mm2
4

The length of the key(l) is given according to Khurmi and Gupta, 2005 as;

 max
l  1.571d  (4.35)
k

where,  max = Maximum shear stress of the pinion shaft; (42 MPa from equation 4.32)

d = diameter of the pinion shaft (40 mm)

 k = Maximum shear stress for the pinion key

42
l  1.571  40   28.533 mm
92.5

The depth of the keyway(h) for both the pinion shaft and pinion gear is given as;

t 6.67
h 
2 2

h  3.34 mm

The key for the gear shaft is calculated by the same procedure as above as;

The width (w) of the gear key is given by equation (4.33) as;

d 3t
w 
4 2

where, d = Diameter of the gear shaft (30 mm)

t = Thickness of pinion key

43
 30
 w  7.5 mm
4

2  7.5
 t  5 mm
3

The length of the key(l) from equation (4.32) is given as;

 max
l  1.571d 
k

where,  max = Maximum shear stress of the gear shaft; (42 MPa from equation 4.29)

d = Diameter of the pinion shaft (30 mm)

 k = Maximum shear stress for the gear key; (92.5 MPa from equation 4.31)

42
l  1.571  30   21.40 mm
92.5

The depth of the keyway(h) for both the gear shaft and gear is given as;

t 5
h 
2 2

h  2.5 mm

4.7.6 Selection of Bearings

The radial single row deep groove ball bearings are used to support loads in both the pinion
and gear shafts. These bearings were selected due to its ability to support the weight of the
shafts, availability, and cheaper. These types of bearings are also easier to mount and
replaced. The balls used in this of bearings are made from steel, while the inner and outer
rings are made from mild steel.

The table below gives the standard dimensions and load ratings for single row series-02
deep groove contact ball bearings.

44
Table 4. 4 Dimensions and Load Ratings for 02-Series Ball Bearings
Outer Fillet Shoulder
Bore, diameter, Width, Radius, Diameter, mm Load Rating, kN
mm mm mm mm dS dH C10 C0
20 47 14 1.0 25 41 12.7 6.20
25 52 15 1.0 30 47 14.0 6.59
30 62 16 1.0 35 55 19.5 10.0
35 72 17 1.0 41 65 25.5 13.7
40 80 18 1.0 46 72 30.7 16.6
45 85 19 1.0 52 77 33.2 18.6
50 90 20 1.0 56 82 35.1 19.6
55 100 21 1.5 63 90 43.6 25.0
(source; Budynas and Nisbett, 2011)

Selection of The Pinion Shaft Bearing

Since the diameter of the pinion shaft (dP) is 40 mm, a bearing of 40 mm bore is therefore
selected from the series-02 table. The bearing is described by the code number of 208.

Selection of The Gear Shaft Bearing

Again, since the diameter of the gear shaft (dG) is 30 mm, a bearing of 30 mm bore is
therefore selected from the series-02 table. The bearing is described by the code number of
206.

4.7.7 Selection of Bolts and Nuts

Bolts and nuts are the fasteners used for the gearbox since it would prevent any form of
damages during the assembling and disassembling of the gearbox during maintenance. The

45
table below gives the selection procedure for the bolts and nuts used in the gearbox
assembly.

Table 4. 5 Selection of bolt and nut

Quantity

Type Designation Bolts Nuts Location

Through bolt M16-8d 10 10 Top and bottom casing

Tap bolts M10-8d 12 0 Side flanges and casing

Tap bolts M12-8d 4 0 front flange and casing

46
 CHAPTER 5
CONCLUSION AND RECOMMENDATIONS

5.1 Conclusion

The study of the power transmission mechanisms used in industries, especially the use of
gearboxes to modify (increase or decrease) the power transmitted by industrial prime-
movers (i.e. motors) was carried out. The drawbacks related to the use of the various types
of industrial gearboxes were also considered.

For a motor of power of 25 hp driving at a speed of 1775 rpm can successfully drive dual
Motor Driven Units (MDU’s) i.e. sliding vane pumps which are identical at their optimal
speeds of 520 rpm each, with the aid of this gearbox design. This gearbox design will enable
the costs associated with the use of high power motors on lower power MDU’s in industries
be subsidized. The application of this gearbox design is not limited to pumps only but could
be applied to other MDU’s as well, and it would be suitable for medium or large-scale
applications.

The design of a gearbox that will enable dual pumps to be driven by a motor has been
successful.

5.3 Recommendations

It is recommended that:

i. Further research into the gearbox that would enable a motor to drive three or more
pumps simultaneously is recommended.
ii. Vibrations and shaft misalignments are possible challenges to be faced when
applying the gearbox and should therefore be checked.
iii. The gearbox would be more effective when used together with other accessories
such as holdbacks and overrunning clutches.

47
 REFERENCES

Anon. (2006), "Introduction to Gears", Industrial Journals, Kohara Gear Industry Company
Limited, Kawaguchi-Shi, 40pp.

Anon. (2012), "GX and X Series General Duty pumps", International Journal of
Engineering Sciences & Emerging Technologies, Spec Sheet 101- 003 Blackmer, 1809
Century Avenue SW, USA, 2pp.

Anon. (2013), "About ZEN Petroleum", www.zenpetroleum.com/about-us. Accessed:

February 9, 2020.

Anon. (2015), "Difference between AC Induction Permanent Magnet and Servomotor

Technologies", www.machinedesign.com/motorsdrives. Accessed: March 17, 2020.

Anon. (2018), "How Industrial Gearboxes Are Used In Different Industries",

www.amarillogearservice.com/industrial-gearboxes-used-in-industries. Accessed:
March 3, 2020.

Bhatia A. (2017), " Basic Fundamentals of Gear Drives", Continuing Education and
Development, Inc., 9 Greyridge Farm Court, Stony Point, NY 10980, 79pp.

Budynas R. G. and Nisbett J. K. (2008), "Shigley’s Mechanical Engineering Design",

Handbook for Mechanical Engineers, McGraw-Hill Companies Inc., New York, NY
10020, 9th Edition, 1109pp.

IHS Markit (2017) "Market data for motors, VFDs, pumps, fans and compressors from
2015", International Journal of Scientific and Engineering Research, Preston Reine, pp.
14-36.

International Energy Agency (2018) "Wold Energy Outlook", International Journal of

Scientific and Engineering Research, OECD/IEA, Paris- France, pp. 21-51.

Janiyani S. G. (2007), "Gear Design", BSc Lecture Notes, Darshan Institute of Engineering
& Technology, Rajkot, 175pp.

Jayamaha L. (2018), "Motor Driven Systems", Reference Manual, Professional Level Core
Module of Singapore Certified Energy Manager (SCEM) Programme, Singapore,
263pp.

48
Khurmi R.S., Gupta J.K. (2005), "A Textbook of Machine Design", Eurasia Publishing
House (Pvt.) Ltd., Ram Nagar, New Delhi-110 055, 1st Multicolour Edition, 1251pp.

Kumar, N. (2015), "Investigation Of Drive-Train Dynamics Of Mechanical Transmissions

Incorporating Cycloidal Drives", PhD. Thesis Report, Queensland University of
Technology, Brisbane, Australia, 316pp.

Maciejczyk A. and Zdziennicki Z. (2012), "Design Basic of Industrial Gear Boxes", BSc.
Lecture Notes, Technical University of Lodz, 84pp.

Natarajan, R. N. (2000) "Machine Design", Handbook of Machinery Dynamics, Indian

Institute of Technology-Madras, India, pp. 11–28

Ofosu, R. A. (2017), "AC Machines", Unpublished BSc Lecture Notes, University of Mines
and Technology, Tarkwa, 82pp.

Werkhoven M. V. and Werle R., Brunner C. U. (2018), " Policy Guidelines for Motor
Driven Units", IEA 4E Electric Motor Systems Annex, Zurich Switzerland, Aerdenhout,
1st edition, pp. 6-30.

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Using Matlab Simulink And Arduino", MSc Thesis Report, Sudan Universiti Tun
Hussein Onn Malaysia, pp. 1-3.

49
 APPENDIX A
SUMMARY OF DESIGN DATA OUTPUT

Table A1 Summary of Gearbox Design Data Output

Value Value

Parameter Pinion Gear Parameter Pinion Gear

Module [mm] 2.5 Pitch line velocity [ms-1] 4.041

Shaft angle [o] 90 Tooth thickness [mm] 3.927

Outside cone diameter

Number of teeth 18 62 [mm] 48.282 75.631

Pitch diameter [mm] 43.484 74.225 Inside cone diameter [mm] 37.726 72.538

Speed ratio 3.414 Static tooth load [kN] 10.132

Face width [mm] 20.0 20.0 Tangential tooth load [kN] 1.841

Cone distance [mm] 77.346 38.672 Dynamic tooth load [kN] 5.464

Pressure angle [o] 20 Limiting wear load [kN] 5.483

Pitch cone angle [o] 16.326 73.674 Shaft diameter [mm] 40 30

Addendum [mm] 2.5 2.5 Key length [mm] 28.533 21.4

Dedendum [mm] 3.0 3.0 Key width [mm] 10 7.5

Clearance [mm] 0.5 Key thickness [mm] 6.67 5.0

Addendum angle [o] 1.851 3.70 Depth of keyway [mm] 3.34 2.5

Dedendum angle [o] 2.221 4.436

50
 APPENDIX B

INTERNATIONAL SYSTEM OF UNITS

Quantity Unit Symbol

Output power kilowatt kW

Output torque newton-metre N-m
Angular velocity radian per second rad/s
Velocity/ Speed metre per second m/s
Weight/ Load newton N
Pressure/ Stress Pascal Pa
Frequency hertz Hz
Plane angle radians rad

51
 C

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