CHAPTER ONE

INTRODUCTION
1.1 Overview of project
In a vehicle, the mechanism that transmits the power developed by the engine of automobile to

thedriving wheels is called the transmission system (power train).It is composed of clutch,

gearbox, propeller shaft, universal joints, rear axle, wheel and tires. The power train serves two

functions:it transmits power from the engine to the drive wheels, and it varies the amount of

speed andtorque. Power transmission system is operated either manually or automatically.An

automobile requires high torque when climbing hills and when starting, even though they are

performed at low speeds. On the other hand, when running at high speed on level roads,

hightorque is not required because of momentum. So, requirement of device is occurred, which

can change the vehicle’s torque and its speed according to road condition or when the driver

need. This is known as transmission box. Gearbox often referred as transmission is a unit that

uses gears andgear train to provide speed and torque conversions from a rotating power source

to another device.Gearboxes are employed to convert input from a high-speed power sources to

low speed (E.g. Lift,cranes, and crushing machines) or into a many of speeds (Lathe, milling

machine, andAutomobiles). A gearbox that converts a high-speed input into a single output is

called a singlestage gearbox. It usually has two gears and shafts. A gearbox that converts a

high-speed input intoa number of different speed output it is called multi speed gearbox. A multi

speed gearbox hasmore than two gears and shafts. A multi speed gearbox reduces the speed in

different stages. Gearsare the most common means of transmitting power in mechanical

engineering. There are tiny gearsfor devices like wrist watches and there are large gears that

some of you might have noticed in themovie Titanic. Gears form vital elements of mechanisms

in many machines such as vehicles, metaltooling machine tools, rolling mills, hoisting and
transmitting machinery, marine engines, and thelike. Toothed gears are used to change the

speed, power, and direction between an input and outputshaft.

1.2. Background of gearbox

During past years, the author discusses gearbox housing and says that the development of the

castiron-base friction-bearing has made possible the multiple-gear and the shaft types. For

severeservice, the qualifications of a satisfactory gear-facing are density of structure, together

with areasonably high fatigue-strength; the coefficient should be high and fairly constant over a

widerange of temperature; the facing must be able to withstand high temperature and friction

withoutdeterioration; the impregnating compound must not bleed out at high temperature; and

the permeation of the impregnating solution must be complete so that the wear resistance is

constantthroughout the thickness of the gear. The molded and the woven types of gear are

treated atthickness. Engagement methods, cooling and thermal efficiency, adjustment, methods

of control,the lubricating of release meshing sleeves and balancing are described. Since the

gearbox virtuallyconverts engine torque into heat during the period of meshing just previous to

full engagement,and since the heat must be dissipated through the gear mechanism, the

thermal efficiency of a gearis of great importance. The severe service required of gear has

emphasized the importance ofhaving a gear rid itself of the large quantity of rotation generated

as a result of its lever use and,from his experience, the author concludes that፡ Careful

consideration is given to the subject of meshing, the unit pressure of the gear tooth

isunimportant over a wide range of pressures. As a result of conclusion, it is believed that a

4speedor a 3speed gear or others is the logical design for heavy-duty as well as light-duty

service. This islargely because it is much easier to provide for the necessary masses of

absorption metal in thesegears than in the multiple-gear type. The masses of absorption metal

should be carried as a part ofthe shaft weight. Cast iron is the best metal to use as a friction

surface for engaging the toothfacing. The free graphitic content of cast iron provides a slight
lubricating effect and permits thesurfaces to attain a smooth high polish. With their present

knowledge of the subject, the engineersof the gear/transmission. Co. attempt to provide several

elements for increasing the thermalefficiency of the gear. A considerable mass of metal is

provided in the driving gear, and this massis designed to provide a large exposed area for a

teeth surface transmission. The mass serves as areservoir that absorbs a large number of heat

and rubbing units without raising the temperature ofthe driving gear too quickly.The course of

over resent years of automotive history, almost all components have undergoneenormous

technological development Reliability, production costs and ease of maintenance, aswell as

environmental compatibility have been and continue to be the criteria demanding new and

better solutions from automotive engineers.

A Gearbox is a device that used for transmitting power from the Power source to the

output shaft. A gearbox has a set of gears that are enclosed in a casing. The gears are

mounted on shafts which rotate freely about their axis. The gears are fixed on the shafts

by Fits or by a key. These shafts are made to rotate freely on a support called casing.

Bearings are tightly fit between the shafts and the casing. Today’s cars have various

sets of gears which give different speeds and torque on different Gears.

A Gearbox is necessary because it is impractical to directly connect the input source to

the output shaft. The power source may not have enough torque to bear the whole load

at once. This will put a load on the power source which may cause overheating, more

fuel consumption or even failure of the components. Gearbox gives leverage to the

power source by enhancing the torque at initial gears and then delivering high speeds at

final stages. This reduces the capacity of the power source required and hence less fuel

consumption. Each Gearbox has its own set of Gear ratios that can be selected by the

driver or just one set of universal Gear Ratio that will work with the help of a Torque
converter or a Continuously Variable Transmission Major components include gears,

Cas5ing, Shafts, and Bearing.

Figure 1.1: A Gearbox contain various Gear Ratios. [5]

1.3 TYPES OF GEARBOXES

The following types of gearboxes are used in automobiles:1.
(i) Sliding mesh gearbox
(ii) Constant mesh gearbox
(iii) Synchromesh gearbox
1. sliding mesh gearbox
A sliding mesh gearbox is a mechanical device used to transmit power and torque from the

engine to the wheels of an automobile. This type of gearbox is renowned for its simple yet

robust design, consisting of multiple gears that can slide along the gearbox shafts to engage

different gear ratios. Unlike a synchromesh gearbox, which requires the gears to mesh smoothly,

a sliding mesh gearbox relies on the skill of the driver to match engine and road speeds

accurately during gear changes.

Fig 1.2: Sliding mesh gearbox diagram
 The sliding mesh gearbox consists of the following key components:-

1. Engine Shaft

2. Output Shaft

3. Lay shaft

4. Clutch Gear

5 Fixed Gears on the lay shaft

6. Gears on Output Shaft

. 7. Gear shifting mechanism

8. Gear Pedal

9. Idler gear

1. Engine Shaft:
The Engine Shaft features a clutch gear fixed on one end, while the other end receives power from the
engine. Engaging the clutch gear with gear 4 on the lay shaft initiates power transmission from the
engine shaft to the lay shaft.

2. Lay Shaft:
The Lay Shaft houses four fixed gears - gear G, gear C, gear E, and gear B. Gear B meshes with the clutch
gear and receives power from the engine shaft. When the lay shaft gears mesh with the output shaft
gears, power transmits from the engine shaft to the output shaft through the lay shaft.

3. Output Shaft:

The Output Shaft is a spline shaft equipped with three gears - gear A, gear B, and gear C - which have
internal splines, allowing them to slide and rotate with the shaft easily. The gearbox utilises a gear-
shifting mechanism to push the output shaft gears.
 4. Clutch Gear:

The clutch gear is fixed at one end of the engine shaft and meshes (engages) with gear B on the lay shaft,
thereby transmitting power from the engine shaft to the lay shaft.

5. Fixed Gears on the Lay Shaft:

These four gears (gear 1, gear 2, gear 3, and gear 4) are rigidly fixed on the lay shaft. When these gears
mesh with the output shaft gears, power transmits from the engine shaft to the output shaft through
the lay shaft.

6. Gears on Output Shaft:

These gears on the output shaft have internal splines, allowing them to easily slide and rotate with the
shaft. When the output shaft gears mesh with the lay shaft gears, power transmits from the engine shaft
to the output shaft through the lay shaft. The gear pedal, connected to the gears on the output shaft
through a gear-shifting mechanism, facilitates this process.

7. Gear Shifting Mechanism:

The gear-shifting mechanism is employed to push output shaft gears either on the left side or right side
of the output shaft. One end of this mechanism is connected to the gear pedal, while the other end is
linked to the output shaft gears. When the driver shifts the gear pedal to achieve the desired gear, the
gears on the output shaft slide to mesh (engage) with the gears on the lay shaft.

8. Gear Pedal:
The gear pedal is connected to the gears on the output shaft through the gear-shifting mechanism.
When the driver shifts the gear pedal to achieve the desired gear, the gears on the output shaft slide to
mesh (engage) with the gears on the lay shaft.

9. Idler Gear:
The Idler Gear serves as a separate gear used in this gearbox, specifically for achieving reverse gear.
When the gear on the lay shaft meshes (engages) with the gears on the output shaft, both gears rotate
in opposite directions, resulting in the vehicle running forward. The Idler gear is placed between the lay
shaft gear and output shaft gear, causing both gears (lay shaft gear & output shaft gear) to rotate in the
same direction, enabling the vehicle to move backwards.

1.4.Working principle of sliding mesh

In a Sliding Mesh Gearbox, when the driver engages the gear pedal, the Gear slides (moves) on the
output shaft and meshes with the gears on the lay shaft, resulting in the transmission of speed and
torque to the output shaft.

Neutral Position:
In the neutral position, the output shaft gears do not mesh with the gears on the lay shaft, allowing
power transmission solely from the engine shaft to the lay shaft.

First Gear:
To achieve the first gear, gear C moves towards the left side and meshes with a smaller Gear 2. This
setup transmits power from Gear 2 to Gear C. The output shaft obtains high torque and low speed in the
first gear.

Power Transmission: Engine Shaft -> Clutch Gear -> Gear 4 -> Lay Shaft -> Gear 2 -> Gear C -> Output
Shaft
 Fig 3: First Gear

second-gear-
For the second gear, gear B moves towards the left side and meshes with Gear 3. This arrangement
transmits power from Gear 3 to Gear B. In the second gear, the output shaft attains medium torque and
speed.

Power Transmission: Engine Shaft -> Clutch Gear -> Gear 4 -> Lay Shaft -> Gear 3 -> Gear B -> Output
Shaft
 Fig 4: Second Gear

Third Gear:
The third gear is achieved when Gear A directly meshes with the clutch gear. Power then transmits from
the clutch gear to the output shaft. In the third gear, the output shaft achieves high speed and low
torque, with both the Engine Shaft and Output Shaft rotating at the same speed.

Power Transmission: Engine Shaft -> Clutch Gear -> Gear A -> Output Shaft
 Fig 5: Third gear

Reverse Gear:
To engage the reverse gear, gear C moves towards the right side and meshes with the idler gear. This
configuration transmits power from Gear 1 to Gear C through the Idler Gear. During reverse gear, both
Gear 1 and Gear C rotate in the same direction.

Power Transmission: Engine Shaft -> Clutch Gear -> Gear 4 -> Lay Shaft -> Gear 1 -> Idler Gear -> Gear C -
> Output Shaft
 Fig 6: Reverse Gear

Sliding Mesh Gearbox Advantages

The sliding mesh gearbox offers several advantages over constant mesh gearboxes, which are outlined
below:

1. Reduced Vibration and Noise: With only one gear engaged at a time, the sliding mesh
gearbox experiences fewer fluctuating loads on the shaft, resulting in reduced vibration and
noise compared to constant mesh gearboxes, where all gears are constantly in the mesh.
2. Improved Efficiency: The sliding mesh gearbox boasts higher efficiency due to the
engagement of only one gear at a time. In contrast, constant mesh gearboxes have all gears in
constant mesh, leading to slightly higher internal friction and energy losses.
 3. Simpler Manufacturing: The sliding mesh gearbox is easier to manufacture when
compared to constant mesh gearboxes, which involve intricate mechanisms and precise
synchronisation of multiple gears.
4. Simplified Mechanism: The overall mechanism of the sliding mesh gearbox is relatively
simple, with a single gear engaging at a time, facilitating straightforward operation and
maintenance. In contrast, constant mesh gearboxes require more complex arrangements and
additional components for gear synchronisation.

Sliding Mesh Gearbox Disadvantages

The sliding mesh gearbox is associated with the following disadvantages:

1. Increased Wear and Tear: Due to more friction occurring during gear engagement, the
sliding mesh gearbox tends to experience higher levels of wear and tear over time, potentially
affecting the longevity of its components.
2. Higher Effort for Gear Engagement: The process of engaging gears in a sliding mesh
gearbox demands more effort from the driver, as it requires precise timing and skill to match
engine and road speeds, making gear changes more challenging compared to a constant mesh
gearbox.
3. Larger Size: Compared to a constant mesh gearbox, the sliding mesh gearbox is typically
larger, as its design requires additional mechanisms and space to accommodate the sliding of
gears during gear shifts. This larger size may impact the overall compactness and layout of the
transmission system in certain vehicles.

Types of gears

Spur Gear: Spur gears are mounted in series on parallel shafts to achieve large gear reductions.
The most common gears are spur gears and are used in series for large gear reductions. The

teeth on spur gears are straight and are mounted in parallel on different shafts. Spur gears are

used in washing machines, screwdrivers, windup alarm clocks, and other devices. These are
particularly loud, due to the gear tooth engaging and colliding. Each impact makes loud noises

and causes vibration, which is why spur gears are not used in machinery like cars. A normal

gear ratio range is 1:1 to 6:1.

Figure 1.2: Spur Gear has flat teeth. [8]

Helical Gear: Helical gears operate more smoothly and quietly compared to spur gears due to

the way the teeth interact. The teeth on a helical gear cut at an angle to the face of the gear.

When two of the teeth start to engage, the contact is gradual--starting at one end of the tooth

and maintaining contact as the gear rotates into full engagement. The typical range of the helix

angle is about 15 to 30 deg. The thrust load varies directly with the magnitude of tangent of

helix angle. Helical is the most commonly used gear in transmissions. They also generate large

amounts of thrust and use bearings to help support the thrust load. Helical gears can be used to

adjust the rotation angle by 90 deg. when mounted on perpendicular shafts. Its normal gear

ratio range is 3:2 to 10:1.

 Figure 1.3: Helical Gears have inclined teeth. [8]

1.5 REDUCTION GEARBOX:

A reduction gearbox is a device by which an input speed can be lowered for a

requirement of slower output speed, with same or more output torque. Reduction gear

assembly consists of a set of rotating gears connected to an output shaft. The high speed

incoming motion from the wheel work is transmitted to the set of rotating gears, wherein the

motion or torque is changed. The number of gears used in the reduction gear assembly

depends on the output speed requirement of the application. The reduction gear assembly is

usually known as reduction gear box. Depending on the Output speed required, the reduction

may have single stage or two stage reduction.

1.2.1 Types of Reduction Gearbox
There are mainly two types of reduction gears:
 Single reduction gear

 Double reduction gear

1.3 The purpose of a gearbox

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

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

1.9 Objective of the Project

1.9.1General Objectives

The general objective of this project is to design two stage speed gear reduction sliding mesh gearbox
with speed of 800 rpm and gear ratio of 12.

1.9.2 Specific Objectives

The specific objectives of this project are:

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