JIMMA UNIVERSITY

INSTITUTE OF TECHOLOGY

SCHOOL OF MECHANICL ENGINEERING

DESIGN PROGECT PHASE TWO
DESIGN OF PARALLEL GEAR BOX
GROUP 4
SUB GROUP 5

Submitted to:-Mr.ABIYU

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 Submitted Date: - June 27/2019

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GROUB MEMBERS RU NO.
HAMID TEKA RU3199/09

AMANUEL ASFAW RU2559/09

ESMAEL MOGA RU4936/09

YONATAN ASSEFA RU3602/09

MEBRATU YETAYEH RU4254/09

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Table of Contents
ACKNOWLEDGEMENTS ................................................................................................................................ IV
Abstract ......................................................................................................................................................... V
Chapter one .................................................................................................................................................. 1
Introduction .................................................................................................................................................. 1
1.1 Definitions ........................................................................................................................................... 1
1.2 Use of Gearbox.................................................................................................................................... 1
1.3 Types of gear box ................................................................................................................................ 2
1.4 Gear train ............................................................................................................................................ 4
1.5 Arrangement of gear........................................................................................................................... 5
1.6 Objective of the project ...................................................................................................................... 7
1.7 Scope and Significance of the project ................................................................................................. 7
CHAPTER 2 .................................................................................................................................................... 8
CALCULATION PART ...................................................................................................................................... 8
2.1 Selection regarding helical or spur gear ............................................................................................. 9
2.2 Determining number of teeth on gear................................................................................................ 9
2.3 Design of the stages gears ................................................................................................................ 10
2.4 heat treatment .................................................................................................................................. 17
CHAPTER 3 .................................................................................................................................................. 19
DESIGN OF SHAFTS...................................................................................................................................... 19
Decision Regarding span of different shafts ........................................................................................... 22
3.2 shafts ................................................................................................................................................. 22
3.3 Shaft one ........................................................................................................................................... 24
3.4 Force analysis for stage 1 and 2 ........................................................................................................ 24
CHAPTER 4 .................................................................................................................................................. 30
SELECTION OF BEARING .............................................................................................................................. 30
4.1 Selection of bearing for shaft 1 ......................................................................................................... 30
4.2 Selection of bearing for shaft 3 ......................................................................................................... 32
4.3 Design of Gear ban............................................................................................................................ 32
CHAPTER 5 .................................................................................................................................................. 35
DESIGN OF KEY AND CASE........................................................................................................................... 35
5.1 Gear box enclosure design ................................................................................................................ 35

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 5.2design of bolt ..................................................................................................................................... 35
5.3 design of flanges ............................................................................................................................... 36
5.4 Foundation of bolt ............................................................................................................................ 36
5.5 Some important points on bearing ................................................................................................... 36
5.6 Bearing inner face and shaft ............................................................................................................. 37
CHAPTER 6 .................................................................................................................................................. 38
MTERIAL SELECTION ................................................................................................................................... 38
6.1Service factor ka................................................................................................................................. 40
6.2 load distribution factor km ............................................................................................................... 40
6.3 Accuracy of gears & manufacturing process of gears ....................................................................... 40
CHAPTER 7 .................................................................................................................................................. 42
RECOMMENDATION ................................................................................................................................... 42
CONCLUSION........................................................................................................................................... 43
Reference ................................................................................................................................................ 45
Appendix ................................................................................................................................................. 46

ACKNOWLEDGEMENTS

We would like to express our thankfulness to our instructor to giving me all the strength in
fulfilling and complete this phase 2 design project. We would like to thank those who had been
involved whether directly or in directly in helping me to complete our project. It could not have
been written and produced without the help of many people. We also would like to thank our
friend who always been participating in this design project. All your kindness is very much
appreciated.

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Abstract

This paper contains the” DESIGN AND ANALYSIS OF PARALLEL GEAR BOX
GEARBOX” mainly focuses on the mechanical design and analysis of Gearbox as transmit the
power. We had developed this work as our phase 2 project with a view to get familiar with the
technologies as Well as application of theories into practical work done by industries. Our
project contains the design and material of the gearbox which is arranged parallel also. The aim
of this project is to design a gearbox for the transmission of power from a machine to machine.
The whole content of the project is divided into 7 chapters. The first chapter deals with
introduction and theoretical parts. The next 4 chapters deal with the design of the gears shafts
and other main parts. Chapter 6 contains and material selection. Chapter 7 provide
recommendation and conclusion also reference.

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Symbol Nomenclature
ZP Number of teeth on pinion

Zg Number of teeth on the gear

i Gear ratio

ф Pressure angle

w Angular velocity in rad /sec

T Torque in Nm

P input power in Kw

n Speed in rpm

δ Bending in N/mm2

Ft Tangential force in N

B Face width

m module

J multiplier

dp Diameter of pinion in mm

dq Diameter of gear in mm

A Addendem in mm

H Dendendum mm

Fa Axial load in N

Fr Radial force in N

C Center distance between gear

Rp Radius of pinion

Rg Radius of gear

t Oil circulation

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Chapter one

Introduction
1.1 Definitions
Gear box is a combination of gears (types of gears) and gear trains (types of gear trains) in a box.
Gear box is used for maintain speed in automobile to get different speed ratio, velocity ratio and
torque ratio. Gear box is a speed and torque changing device. It changes speed and torque
between engine and driving wheels the mechanism through which the driving torque of the
engine is transmitted to the driving wheel is the gear box.

A gearbox, also known as a gear case or gear head, is a gear or a hydraulic system responsible
for transmitting mechanical power from a prime mover (an engine or electric motor) into some
form of useful output. It is referred to the metal casing in which a number of gears are sealed.
A gearbox is also a set of gears for transmitting power from one rotating shaft to another.

1.2 Use of Gearbox

A variety of gearboxes find applications in a number of industries depending on the end use.
Some of the industries using gearboxes include:

 Agricultural
 Industrial
 Construction
 Mining
 Petrochemicals
 Food processing

 It helps the engine to disconnect from driving wheel.

 It helps the running engine to be connected to the driving wheel smoothly and without
shock.
 It provides the leverage between engine and driving wheel to be valid.
 It helps the driving wheel to be driven at different speed.
 It gives the relative movement between engine and driving wheel due to flexing of the
rad springs.

Their main function is to convert the input provided by an electric motor into an output of lower
RPM and higher torque. Gearboxes are used in almost every industry right from power to
marine, and also include agriculture, textile, automobiles, aerospace, shipping, Turbine drive etc.
There are different types of gearboxes available for varying uses. These gearboxes are
constructed from a variety of materials depending on their end use and the kind of industry they

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are being used in. The product has numerous industrial applications for providing high torque
and smooth speed reductions. These gearboxes are also manufactured keeping certain
specifications in mind, which will also vary depending on the application. Design of gears is
based on beam strength, pitting, & scuffing (high speed gears) considerations.

 The gear box is constructed of the following major components;-

1. Shafts
2. Gears and pinion
3. Gearbox housing/case
4. Key
5. Bearing
6. Oil seals

Fig 1.parallel gear box

1.3 Types of gear box

1, Sliding mesh gear box

2, Constant mesh gear box

3, planetary gear box

4, Synchromesh gear box

5, Differential gear box

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 1, SLIDING MESH GEAR BOX
In sliding mesh gear box a shaft of clutch called a1 clutch shaft on which rigidly fixed gear is
mounted called a1 clutch gear. Clutch gear always connected to driven gear of the counter shaft.
Counter shaft is fixed shaft which is not movable sliding. Also three gears are rigidly fixed on
counter shaft which is first speed gear,, second speed gear and reverse speed gear. Another one
shaft is present in gear box which is movable and sliding called as main shaft. Main shaft is slide
with the help of shifter and by sliding main shaft different speed ratio angle.

2,CONSTANT MEAN GEAR BOX

In constant mesh gear box all gears in main shaft are in constant mesh with corresponding gears
of lay shaft or counter shaft for gear shafting dog clutches are used. Dog clutch is sliding
member on main shaft.

Two dog clutches are used in constant mesh gear box .one dog clutch is use between clutch gear
and second gear and other dog clutch between first gear and reveres gear. Counter shaft Gear are
fixed and constantly mesh with gear of main shaft are used to get different speed ratio by dog
clutch. Dog clutch shift with the help of shifter and connect with different gear and get different
speed ratio..

3,PLANETARY GEAR BOX

In planetary gear box, circular hollow internal teeth gear or drum gear, external teeth centre gear
and two or more gears are used. in which centre gear is at centre of drum gear and two or more
gear are mounted between centre gear and drum gear and two or more gear are mounted between
centre gear and drum gear and three gear are free to rotate about its own axis and about centre
gear, like planet rotate about sun and its own axis also.

This alignment of gears known of planetary gear train , which gives low velocity os well as high
velocity, planetary gear box are used in automobile gear transmission system like in automobile.

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 4, SYNCHROMESH GEAR BOX

In modern vehicle, helical gears and synchromesh gear box is similar to constant mesh gear box ,
but in synchromesh gear box synchromesh deice used by which two gears to be mesh first cone
is frictional contact and then equalized their speed and after then they are engaged smoothly.

5, DIFFERENTIAL GEAR BOX

Differential gear box is widely used in automobile .Differential gear box is used to transmit
motion from propeller shaft to real whereas main purpose of differential gear box is used in
automobile is to transmit different speed ratio to both rear where that is one rear wheel rotates at
different speed and another wheel rotates at different speed. This is very useful while turning an
automobile becomes of four rear wheel turn at lower radius and this wheel cover small distance
while turning is compared to other wheel so that lower radius turning which should have low
speed and higher radius.

1.4 Gear train

Gear train is the combination of gears (types of gears) and used for transmitting motion and
power from one shaft to another shaft

Gear trains are used to achieve large and different velocity ratio in small area or space .Gear
trains are used for increasing or reducing speed of driven shaft

A, simple gear train

Simple gear train is a type of gear train. Gear train are used to obtain different velocity ratio or to
transmit power train from one shaft to another .In simple gear train multiple engine are used to
obtain different velocity ratio .only one gear is mounted on each shaft and these shaft are rigidity
fixed or not movable .simple gear train consist three major area or part and these are driving
gear, driven gear and inter coordinate gear. In which driving gear is mounted on driving shaft
and driven gear is mounted on driven shaft and these both gears are mesh with the help of
intermediate gears.

In simple gear train intermediate gears play major role and intermediate gear will be our or more
in simple gear train depending up on design or application. To obtain different velocity ratio
difference size gear are used in simple gear train power and motion transmit from driving gear to
intermediate gear and from intermediate gears to driven gears in this way simple gear train are
work.

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 B, COMPOUND GEAR TRAIN

Compound gear train is a type of gear train in which two intermediate gears (gears between
driving gear and driven gear) are mounted on one shaft means only one gear on driving shaft and
driven shaft, and intermediate shafts have two mounted gears area or space . Compound gear box
is good example of compound gear trains.

C , REVERTED GEAR TRAIN

Fig,5 reversed gear train

Reverted gear trains are special type of gear trains. In which driving gear shaft axis and driven
gear shaft axis are in a line. In reverted gear train one gear is mounted on each driving and drive
shaft and on intermediate shafts two gears are mounted, reverted gear train are average in this
way that driving gear transmit motion and power to intermediate shaft gear and other gear
intermediate shafts transmits motion and power to driven gear

Reverted gear trains are use three, where velocity ratio required in a small space. Watches are
good example of reverted gear train.

D, PLANETARY GEAR TRAIN

In above gear train simple gear train , compound gear train are reverted gear train, gear shaft
axis is fixed or not movable but in planetary gear trains, the shaft axis are not fixed means the
shaft axis is movable

There is a relative motion between the gears axis, planetary gear trains may consist of simple
gear train, compound gear trains. The advantage of planetary gear train is that , it can get very
high or very low velocity ratio compound to simple gear train. The common example of
planetary gear train is differential gear box of automobile.

1.5 Arrangement of gear

Gears are classified by the relative position between two meshing gear, relative velocity of
meshing gear shaft and type of meshing. These all gears are classified as follow

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 A, ACORDING TO SHAFT POSITION OF SHAFT AREA

1, Parallel shaft

A, Spur gear

B, Helical gear

C, Rack and pinion

2, intersecting shaft

A, Straight bevel gear

B, Spiral bevel gear

3, neither parallel nor intersecting shaft

A Spiral gear

B Worm and worm wheel

B, ACCORDING TO VELOCITY OF THE GEARS

1, Low velocity gears

2, Medium velocity gears

3, High velocity gears

C, ACCORDING TO TYPE OF MESSING OF GEARS

1, externally meshing gears

2, internally meshing gears

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1.6 Objective of the project
A, General objective
The main objective of this design project is to design a parallel gear box by considering
economical, fasting and to be good commercial proposal design doesn’t merely have to be
capable of performing the intended purpose but must be economical cost of material,
manufacturing and performance of the differentials with power 7kW, reduction gear ratio 10:1
and speed 1500 are applied to it and resisting any failures.

B, Specific objectives
In the parallel gear box in order to work successfully and properly there are different mechanism
needs to be understandable by the users. The following operating mechanisms will be
specifically designed for the parallel gear box.
 bearing mechanism
 Driving mechanism
 Controlling mechanism
 Balancing mechanism
 Reversing mechanism:

1.7 Scope and Significance of the project

The types of parallel gear box that will be designed in this project were used widely in
automobiles it is used to transfer power from driver to driven machine.

The scopes of the project were on the designing:

 power input7kW
 speed(revolution) 1500 rpm
 reduction speed ratio 10;1Best way of friendly user and lower cost in product
development.
 The design is based on currently available material in the market

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CHAPTER 2

CALCULATION PART
Given Data
 Rated Power = 7 KW
 Speed = 1500 rpm
 Gear ratio = 10
 Arrangement; parallel

 Gear ratio (G) = = = 10

 Nout =
 Nout =
 Nout = 150 rpm

 by using the following principle we have to decide the number of stage

 if the gear ratio is equal to or less than 6 the gear box have 1 stage
 if the gear ratio is between 6 & 36 the gear box have 2 stages
 if the gear ratio is between 36 & 216 the gear box have 3 stages

 in our project the gear ratio is 10 so gear box has two stages
 to determine the gear ratio of each stage G = = 3.16

where G1 and G2 are the speed of deductions in the first and the second stage the formula specified is
general formula and is applicable to 2,3,4,etc sage gear boxes. Through the above specified formula is
applicable to two stages gear box but for a two stage gear box as a special case another empirical formula
are specified which result is better design. the formula are applicable for two stages gear box only the
formula are as follows:-

 G1=0.8[Gt2*k1/k2]1/3
 G2=Gt/G1
 K1=0.16( ) 2 & K2=0.16( )2

where:-
 G1 & G2 speed deductions in stage 1&2 respectively
 Gt is total speed deduction
 k1 & k2 are metal combination factor in stage 1&2 respectively
 BHN1 &BHN2 are surface hardness of metal used in stage 1 and stage 2 respectively

 At this stage of design, assuming the same metal in stage 1 &2

BHN1 = BHN2 , k1 = k2

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  G1=0.8[Gt2*k1/k2]1/3
 G1=0.8[Gt2]1/3
 G1=0.8[102]1/3
 G1=3.713 3.7
 G2=Gt/G1= 10/3.7=2.7027

2.1 Selection regarding helical or spur gear

Helical gears while meshing contact begins at a point and it progressively extends over the entry
face width.

-helical gears are smooth in action and produce less noise as compared to spur gear at highest
speed

-in a 2 stage of gear box, stage number 1 is rotating at higher speed as compared to stage number
2 and helical gears produce less noise at higher speed. For stage number 1 helical gears are
selected and for stage number 2 spur gears are selected (helical gears are have some dis
advantage, otherwise they would have used in second stage also)

2.2 Determining number of teeth on gear

To have compact gears and gear box the diameter of the gear should be as small as possible
(diameter d=m2) the number of teeth should be as small as possible but if the number of teeth on
gear is < a certain limiting value of the number of teeth (to avoid interference) then there will be
problem of interference.

To avoid interference number of teeth on pinion should be greater than or equal to Zmin where
Zmin is number teeth required to avoid interference and it is given by the formula
 Zmin=2/sin2θ , θ is full depth involute system θ=200
 Zmin=2/sin220=17.097 18

For stage 1

G1=3.7
If Zp=18, then Zg=3.7*18=66.6, but Zg should be integer so Zp=18 is not possible
If Zp=19, then Zg=3.7*19=70.3, not possible
If Zp=20, then Zg=3.7*20=74, Zg is integer so possible

Zp=20 & Zg=74

G1=Np/Ng
Ng=Np/G1=1500/3.7=405

For stage 2

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G1=2.7
If Zp=18, then Zg=2.7*18=48.6, but Zg should be integer so Zp=18 is not possible
If Zp=19, then Zg=2.7*19=51.3, not possible
If Zp=20, then Zg=2.7*20=54, Zg is integer so possible

Zp=20 & Zg=54

G1=Np/Ng
Ng=Np/G1=405.4/2.7=150

-Let the input shaft is shaft 1, the intermediate shaft is shaft 2 and the output shaft is shaft 3
 N1=1500rpm
 N2=405rpm
 N3=150rpm

2.3 Design of the stages gears

The two stages are designed by separately the first stage is meshed by helical gear and the
second stage is meshed by spur gear first let us design stage 1.

For stage 2

 Np=N2=405
 Ng=N1=150
 Zp=Z3=20
 Zg=Z4=54

Torque experienced by pinion

 T=60*106F/2 Np
T=60*106*7*103/2π*405
T=165049.57 Nmm

 Pt=2T/Dp
=2T/m*Zp
=2*165049.57/m*20
=16504.957/m……………………………..(N)

 V=πDN/60*103
= π(m*20)*405/60*103
=0.424m………………………………….(m/s)

Now we have to design the Gear pale with following data

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 



Assume:-





 )



 Using approximate analysis to decide judgment value of module m

 Pinion Gear


 As ,Pinon the weaker part member and design design wil be on it

 Assume face width b=10

 Beam strength δb=mb(δY)
=m*10m*80.41
=804.13m2

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  wear strength δw=DbQk
 Dp=mZp=m*20=20m
 Q=2Zg/Zg+Zp=2*54/54+20=1.4594
 K=0.16(BHN/100)2 = 0.16(276/100)2 = 1.2188
δw=20M*10*1.4594*1.2188
δw=355.74m2

Since δw< δb design will be based on δw

 δmin=355.74m2
 δmin=Peff*fos
 δmin=((km*kaPt)/cv)*fos


= *1.5=355.74m2

m3 – 7.87m – 111.35=0
m=5.35 and it is rounded to standard module 6

Now substitute the value of m in to the formula

 = 2750.82
 V=0.424m = 0.424*6 = 2.544
 Dp=m*Zp = 6*20 =120
 Dg=m*Zg =6*54 = 324
 ep=11+0.9(m+0.25 ) = 11+0.9(6+0.25 = 18.86
 eg=11+0.9(m+0.25 ) = 11+0.9(6+0.25 = 20.45
 e=ep+eg=18.86+20.45=39.31
 C=kt*e*[ ],
Ep & Eg are 207Gp,
for 200 full depth involute profile tooth form factor kt= 0.111
C = 0.111*39.31*10-3[ ]
=451.613N/mm
 Ptmax= kakmPt = 1*1.6*2750.82=4401.312
 b=10m=10*6=60
 Pd=

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 =7287.77
 Peff =ka*km*Pt +Pd
=4401.312+7287.77
=11689.08
 Peff *fos=11689.08*1.5=17533.62
 δmin=355.74m2=355.74*62=12806.64
 Peff *fos > δmin so the value of module m=6 is not safe it is needed to be modified to next
standard value of m=8

Check for m=8

 = 2063.12
 V=0.424m = 0.424*8 = 3.392
 Dp=m*Zp = 8*20 =160
 Dg=m*Zg =8*54 = 432
 ep=11+0.9(m+0.25 ) = 11+0.9(8+0.25 = 21.046
 eg=11+0.9(m+0.25 ) = 11+0.9(8+0.25 = 22.87
 e=ep+eg=21.046+22.87=43.916
 C=kt*e*[ ],
Ep & Eg are 207Gp,
for 200 full depth involute profile tooth form factor kt= 0.111
C = 0.111*43.916*10-3[ ]
=504.53N/mm
 Ptmax= kakmPt = 1*1.6*2063.12=3300.992
 b=10m=10*8=80
 Pd=

=11100.44
 Peff =ka*km*Pt +Pd
=3300.992+11100.44
=14401.432
 Peff *fos=14401.432*1.5=21602.14
 δmin=355.74m2=355.74*82=22767.36
 Peff *fos > δmin so the value of module is again increased in to next module m=10

Check for m=10

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  = 1650.4957
 V=0.424m = 0.424*10 = 4.24
 Dp=m*Zp = 10*20 =200
 Dg=m*Zg =10*54 = 540
 ep=11+0.9(m+0.25 ) = 11+0.9(10+0.25 = 23.182
 eg=11+0.9(m+0.25 ) = 11+0.9(10+0.25 = 25.228
 e=ep+eg=23.182+25.228=48.41
 C=kt*e*[ ],
Ep & Eg are 207Gp,
for 200 full depth involute profile tooth form factor kt= 0.111
C = 0.111*48.41*10-3[ ]
=556.158N/mm
 Ptmax= kakmPt = 1*1.6*1650.4957=2640.79
 b=10m=10*10=100
 Pd=

=15699.4663
 Peff =ka*km*Pt +Pd
=2640.79+15699.4663
=18340.2563
 Peff *fos=18340.2563*1.5=37510.38
 δmin=355.74m2=355.74*102=35574
 Peff *fos < δmin
 Assumed value of module m=10mm is safe and acceptable

 With value of module m=10mm the design of gear pair

 Module m=10mm
 Addendum ha=10mm (1m)
 Deddendum hf=12.5mm (1.25)
 Clearance c=2.5mm (hf-ha)
 Fillet radly rf=4mm (0.4m)
 Tooth thickness t=15.708mm (1.5708m)
 PCD of pinion=200mm (20*10)
 PCD of pinion gear=540mm (54*10)
 CD=330mm

Now let calculate actual fos achived in the design

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  Peff=18340.2563
 δw=355.74m2=355.74(10)2=35574
 δb=804.13m2=804.13(10)2=80413
 fosb= δb/ Peff=80413/1840.25=43.69
 fosw= δw/ Peff=35574/1840.25=1.933
 required fos 1.933

For stage 1
 type of gear helical
 Np=1500
 Ng=405
 Zp=20
 Zg=74
 Θ=200
 Ka=1
 Km=1.6
 Fos=1.5
 e=11+0.9*θ

-Helix angle for helical gear is assumed in between the range 150-300
-let helix angle θ=15
-face width
 b=1.15πm/sinθ
 b=1.15πm/sin15
 13.95m 14m
 To decide weaker pair member

Pinion
Z=z/cos315=20/0.9=22.19
, =0.3556
δb=233.33
δby=82.97

Gear
Z=z/cos315=74/0.9=82.22
, =0.449
δb= 186.66
δby=83.81

 δby=82.97 < δby=83.81

pinion is weaker pair member and the design will be on it

 δb=mb* δby*=m*14m*83.81=1173.34
 δw=DpbQk/cos3θ

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  Dp=(m/cosθ)Zp =22.97m
 B=14m
 δw=22.97m*14m*1*1.4/cos315
 δw=499.62m2
 δw< δb wear will be criterion so design is based on δw
 δw= δmin

 V=πDNp/60*103
= π(m*20)*1500/60*103
=1.57m………………………………….(m/s)

 T=60*106*P/2 Np
=60*106*7*103/2π*1500
=44563.384Nmm

 Pt=2T/Dp
=2T/m*Zp
=2*44563.384/m*20
=4456.3384/m……………………………..(N)

 C=5.6/(5.6+ )
C=5.6/(5.6+ )

 δmin=499.62m2
 δmin=Peff*fos
 δmin=((km*kaPt)/cv)*fos


= *1.5=499.62m2

m3 – 4.79m – 21.4=0
m=3.35 and it is rounded to standard module 4

Now substitute the value of m in to the formula

 = 1114.08
 V=1.57*m = 1.57*4= 6.28
 Dp=m*Zp/cosθ = 4*20/cos15 =82.822
 Dg=m*Zg/cosθ =4*54/cos15 =223.62
 ep=11+0.9(m+0.25 ) = 11+0.9(4+0.25 82.822 = 22.79
 eg=11+0.9(m+0.25 ) = 11+0.9(4+0.25 = 17.96
 e=ep+eg=22.79+17.96=40.75
 C=kt*e*[ ]

16
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 Ep & Eg are 207Gp,
for 200 full depth involute profile tooth form factor kt= 0.111
 C = 0.111*40.75*10-3[ ]
= 468.156N/mm

 b =14m=14*4= 56
 Ptmax= kakmPt = 1*1.6*1114.08=1782.528
 Pd =

=12340.98

 Peff =ka*km*Pt +Pd

=1782.528+12340.98
=14123.508

 Peff *fos=14123.508*1.5=21185.262
 δmin=499.62*m2=499.62*42=7993.92
 Peff *fos <δmin so the design is safe
 K=2.38
0.16(BHN/100)2=2.38
BHN=385

2.4 heat treatment

For both stages we have the following data

 For stage 1 Required BHN=385

 For stage 2 required BHN=425

For the gear one should select a heat treatment process such that through the surface of gear
tooth is head at the core the gear should be tough enough to sustain shock load. The heat
treatment producing had surface while maintaining tough shock resistance care is called case-
hardening process. Such as Carburising, Nimdin, carbo nimding, Flame-hardening, Induction
hardening. Based on convenience let us select flame –hardening as the method of heat-treatment
the information extracted using the table

Table 1 hardness and quenching property of material

Malt Hardening temp(ºC) Quenching medium Tempering

Temp(ºC)
(Pinion) C45 830-860 water or oil 530-670
C35mn (gear) 840-880 water or oil 530-670

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 Table 2 Rockwell hardness of different type of materials

Malt Rockwell hardness( RC) Rockwell hardness (BHN)

(Pinion) C45 55-61 544
(Gear) C35 51-57 504

Referring required BHN for stage 1 and stage 2 gears. We can say that required hardness is
achieved by flame-hardening. The flame-hardening is suitable heat treatment process for both
stages of gear pairs.

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CHAPTER 3

DESIGN OF SHAFTS
Referring the table specifying typical uses of generally used steel grades. We Identify C40 as the
grade of steel most suitable for shaft.

 For C40:- δut=640N/

δut=380N/

 By ASME code

 Hence:-

 For shorter shafts with limited number of steps Forging is the best suitable manufacturing
process. In forging grain line are aligned properly with result in increase of strength also
in forging there is no very less wastage of malt etc are advantage of forging.
Manufacturing process selected for shaft is forging.

 Actual ASME Code for designing shaft diameter d is

Where:- shock and Fatigue factor for torsion

shock and Fatigue factor for bending

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  In absence of axial load on shaft

 Selecting value of For Revdving shaft and Gradual Loading as

 review of shaft and gear arrangement

Fig 2. location of shaft

 Now distance x = between the gear and nearby shaft

But

 CD =


Note: - Distance between gear and shaft is , as x , Current arrangement is

permissible

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 21
+
Decision Regarding span of different shafts

Fig 3. Arrangement of shaft

 B1 =face width of stage one = 80

 B2 =face width of stage two = 60
 δ = stress between rotating part and inner wall of housing or case = 15mm
 ^ = the distance between bearing and inner wall of housing = 10mm
 C = the distance between adjacent rotating part or gear = 15mm

3.2 shafts

Fig 4. Shaft two

 W = distance between opposite wall of the housing

 W = δ1 + b1 + C + b2 + δ2
= 15+80+15+60+15
=185
 CTC = center to center distance of bearing

22
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 = *B + ^ + W + ^ + *B

=W + 2^ + B

B is axial width of bereaving let = 30mm CTC = 175+2*10+30=225

23
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3.3 Shaft one

Fig 5. Shaft one

 δ + (b1)/2 = 15+ 35 = 50
 b/2 + ^ =15+10 = 25

3.4 Force analysis for stage 1 and 2

 For stage 2

24
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 , but and =20

 For stage 1

, but Pt=1114.08 and =20, θ=15

 Let us assume anticlockwise rotation of pinion looking from right & left hand helix on
pinion. (Right hand helix on gear) Hence applying left hand thumb rule axial force
component for pinion is toward left

Shaft 1

Fig 6. Stage one

 D1 = 74mm
 Pt = 1114.08
 Pa = 514.90N
 Vb = 640.54N
 Hb = 122.91N
 Ha = 601.18N
 Va =1281.09N

25
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  Resultant reaction at A Ra =

=1415.13N

 Resultant reaction at B Rb =

=652.22N

 Maximum resultant bending moment at G =

=106135.07Nmm

d = 22.36mm 25mm

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 SHAFT 2

Fig 7. Stage two

 D2 = 372.69mm
 D3 = 126mm
 Pt2 = N
 Pt3 = N
 Pa2 = N

 Vb = 3980.381N Hb = 994.89N
 Va = 3626.018N Ha = 694.61

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 Resultant reaction at A Ra =

=4721.56N

 Resultant reaction at B Rb =

=2242.72N

 Maximum resultant bending moment at G =

=5227.133Nmm

 Torque for shaft 2 Mt = = 44563.384

d = 24.74mm 25mm

SHAFT 3
Pt = 9678.332N

Pr = 4114.71N

 Vb = 3916.381N Hb = 1425.89N
 Va = 1768.018N Ha = 644.61
 Resultant reaction at A Ra =
=4296.96N

 Resultant reaction at B Rb =

28
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 =1564.82N

 Maximum resultant bending moment at G =

=4573.024Nmm

 Torque for shaft 2 Mt = = 1203.113

d = 39.74mm 40mm

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CHAPTER 4

SELECTION OF BEARING
Bearing for shaft 1 & shaft 2 are subjected to radial force as well as axial force (due to Helical
gear of stage 1) Whenever Bering have to sustain both radial an axial load taper roller bearing,
angular contact bearing or combination of deep groove ball bearings & angular contact bearing is
used but the above mentioned arrangement are costlier as compared to simple deep groove ball
bearing. Deep groove ball bearing is employed to sustain higher radial load but at the same time
they are capable of sustaining small amount of axial load also).

In our case the axial force component Pa is very small & by judgement at this stage of deign it
appears that a suitable deep groove ball bearing may bear the axial load within its capacity. As
deep groove ball bearing is cheaper as compared to Taper roller bearing, at this stage of design
let us choose deep groove ball bearing for shaft 1and shaft 2 during designing if it is proved that
the capacity of deep groove ball bearing. For bearing of shaft 3, there is no axial load so directly
we choose deep groove ball bearing for shaft 3. Recommended life for which is used for 8
hrs/day such as an electric motor or a gear box is 12000 to 20000hrs

Let us assume life for bearing as 20000hr

Table 4.1 arrangement of shaft

Shaft 1 Shaft 2 Shaft 3

N=1500rpm N=405rpm N=150rpm
L= millionrev
d=25mm d=35mm d=40mm

For application free from impact (like agitator) service factor s=1.2 to 1.4let us assume
maximum s=1.4

4.1 Selection of bearing for shaft 1

 D=25mm
 L=1728 million rev
 Fr 1415.13N
 Fa=514.90N
 Selecting lightest steel bearing & checking its suitability Bearing selected 6005
 Dynamic load catlyig capa C=11200N
 Static load catalysing capa Ca=5600N

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  From the table by interpolation

 For = 0.2846

As

 Value of radial factor x=0.56

 Value of thrust factor will be calculated by interpolation

For =0.0919

Y=1.6- = 1.537

 Equivalent Dynamic load P=(xFt +YFa)s

P =(056*1415.13+1.527*514.9)*1.4=2210.21N

 Expected dynamic load capa

=5

 As The selecting bearing 6005 is not suitable

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4.2 Selection of bearing for shaft 3
 D = 40mm
 L= 180 million rev
 Fr= 4167.444N
 Fa = null

If there is no axial load of Fa =0. Then X= 1 & Y = 1. IN such cases value of expected C is
calculated first & based on value of except a switch bearing having a value of C > Cexpt is
directly selected from the catalogue

 P = (Xfe + Yfa)S

= (1* 4167 + 1*0)1.4

= 5834.416

 Cexpt = 5834.416(180)1/3

= 32942.37 N

 Referring manufactures catalogue. Bearing 6308 is having value of C as 41000N i.e >
Cexpt. 6308 is suitable & sage & recommended at shaft. Thus

Table 4.2 bearing selection

Shaft 1 Shaft 2 Shaft 3

Bearing Selected 6405 6407 6308
Outer dia of 80 100 90mm
Bearing(D)
Axial width of 21 25 23mm
Bearing (B)

4.3 Design of Gear ban

Table 4.3 Selection of gear
Gear 1 Gear 2 Gear 3 Gear 4
Module PCD 103.52 372.69 126 336

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  If PCD < 250 Gear are made up of solid cylindrical disc (i.e solid gear) without web
 If 250 < PCD < 500 Gear are made up of forged steel banks with web
 Thus gear 1 & Gear 3 would be made solid where as to design bank of gear 2 & gear 4
the following proportion will be referred.

Fig 8. Side view of gear mesh

Table 4.4 data for gears

For Gear 2 For Gear 4

D = 35 mm D = 40mm
dh 70 80
D1 334.69 283.2
m Mn = 5mm M = 7mm
t 12.5 say 13mm 17.5 say 18mm
b 70mm 60mm
tw 21mm 18mm
1.5d 51.5mm 60mm
dw 56mm 48mm
D1 202.34 say 202 mm 181.6 say 182

 dr = 2d
 Tt = 2.5m
 tw =0.3b
 lh = 1.5d
 dw = 0.8b
 d1 = PCD of gear – 2*dedendum – tt
 PCD of weight reduction hole =(d1+d2)/2

33
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 Table 4.5 portion diameters for gears

For Gear 2 For Gear 4

Diameter 35 40
Dh 70 80
D1 334.69 283.2
M 5mm 7
Tr 13 18
B 70 60
Tw 21 18
1.5d 51.5 60
Dw 56 48
Dt 202 182

Checking safety of outer diameter of gear hub dr = 80mm. considering gear hub & as hollow
shaft subjected to torsion let w calculate torsional shear shell induced in it.

 Ʈind = MR/J
M = torque to which gear 4 is subjected = 954929.65Nmm
R = outer radius of hollow shaft = Dh/2 = 80 / 2 = 40 mm
J = polar moment of inertia = (D4 – d4) = (80-40) = 3769911.184
Substitute in to the equation Ʈind = (954929.65*40)/3769911.184 =10.13
 Assume δyt= 400N/mm2, fos = 4
Ʈperm= δyt/4 = 0.5*δyt/4 = (0.5*400)/4 =50N/mm2
As Ʈind < Ʈperm design of hub is safe
 Checking safety of web in direct shear
Shear force = torque/radius of junction = m/r
= 954929.65/40 = 23873N
Shear area = πdt = π*80*20 = 5026.54
Shear stress = shear force / shear area = 23873/5026.54= 4.75
 As As Ʈind < Ʈperm design of hub(thickness) is safe

34
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CHAPTER 5

DESIGN OF KEY AND CASE

 For keys material recommended: 45C8
 For 45C8 δyt =380N/mm2, fos = 2
Ʈperm= δyt/4 = 0.5*δyt/4 = (0.5*380)/2 = 95N/mm2
Ʈind= δyt/4 = *δyt/2 = (380)/2 = 190N/mm2

Shaft dia Width Height length

22-30 8 7 40
30-38 10 8 40
38-44 12 8 63

For shaft 1 D=25 Key selected - 8*7*40

For shaft 2 D=35 Key selected - 10*8*40
For shaft 3 D=40 Key selected - 12*8*40

5.1 Gear box enclosure design

 Thickness of enclosure, body and cover δ (0.03A +s) mm
In our case for stage 2 dp = 126 and dg = 336
A=CD=(dp+dg)/2=231mm
δ = 0.03*231+5 = 11.93 12

5.2design of bolt
 Total load = 300*9.81= 2940N
 load on each bolt =2940/16=83.75N
 assuming pre load on each bolt as = 400N
 load on each bolt p = 400+183.75=583.750N
 δ=205.8N/mm2
 fos for bolt, fos=6
 δt= δyt/fos=34.3N/mm2
 induced stress in bolt =load/area = = =34.3
 d=dc/0.8=5.81mm

 width of flange = 4 to 5 times db

35
+
5.3 design of flanges
 thickness of flange =1db
 db = 6mm
 width of flange = 30mm
 thickness flange 6mm
Table 5.1 diameters of shaft

Shaft 1 Shaft 2 Shaft 3

Outer diameter of 80 100 90
bearing (D)
Inner diameter of 80 100 90
ball (D)
Outer diameter of 112 132 122
ball =D+32
Axial width of 21 25 23
bearing (B)
Length of ball 41 45 43

5.4 Foundation of bolt

 Width of foundation of bolt flange
= 4*12
= 4 to 5db
= 48 50mm
 Thickness of foundation of flange = 12mm
= 1*db
=1*12
=12mm

5.5 Some important points on bearing

1. To clamp bearing cap with bearing housing of ball we are using 4 number of bolts size of
this bolts will be axial load experienced by shafts.as axial load of component BA is too
small if we calculated actual size of bolt it will be less than 1mm.by general consideration
by judgment will be assuming size of the bolt as m4.
2. Mounting of bearing
Field float arrangment is adopted to facilitate any length change of the shaft due to
temperature rise inside the box.
3. For gear box up to 30mm, fillet radius should be=30mm to avoid sharp corners.
Fillets are provided of size 10mm.

36
+
 4. For the parts like bearing cap space gaskets oil poling plug oil drain plug oil level
indicater glass window,etc.this parts are selected from size available based on judgment
and for the parts like bearing caps the different dimension decided.
5. Wherever necessary steps size 5mm is provided on shafts.
6. Taper is provided on floor of gear box lower have to facilitate cause and complete
draining of lubricating oil.

Table 5.2 Manufacturing tolerance, surface finish and geometric tolerance for shaft one
Range Tolerance
Hub bore H6 18-30mm +0.013
0.000
Shaft K5 18-30mm +0.011
0.002
For shaft 2 d=35mm
For Shaft 3 d=40mm
Range Tolerance
Hub bore H6 30-50mm +0.016
+0.000
Shaft K5 30-50mm 0.013
0.002

5.6 Bearing inner face and shaft

For a normal load without excessive shock and inner race rotating for shaft diameter
range 18-100mm tolerance recommended is K5 being std and directly pounched part we
need not concern about tolerance on inner and outer race of bearing.
For shaft one d=25mm

Table 5.3 range and tolerance of shaft

Range Tolerance
Shaft K5 18-30mm +0.011
+0.002
For a shaft 2 d=35mm
For Shaft 3 d=40mm
Range tolerance
Shaft K5 30-50mm +0.013
+0.002

37
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CHAPTER 6

MTERIAL SELECTION
A range of gearboxes are constructed from a variety of materials depending on the industry or
the product in which they are being used for. Finest quality materials are used to manufacture
gearboxes for ensuring reliability, ease of maintenance and long life. The specialty gearboxes
materials undergo vibration and endurance test to ensure that the end product is of premium
quality. The factors which should be considered while selecting the material for a machine
component are as follows:

I. Availability,
II. Cost,
III. Mechanical properties and
IV. Manufacturing

Depending up on above criteria cast iron used for Gear and Steel for pinion.
Cast iron:
 Available in large quantities,
 The tool used for casting is simple & inexpensive,
 Has higher compressive strength,
 Has an excellent ability to damp vibrations,
 Has more resistance to wear even under the conditions of boundary lubrication,
 Parts have low notch sensitivity.1
 Its components can be given any complex shape without involving costly machining
operations,

Steel:-

 Have higher strength, hardness and toughness,

 High values of hardness and strength can be achieved for components with large section
thickness,
 Possess higher harden ability ,
 Retain their strength and hardness at elevated temperature &
 Have higher resistance to corrosion and oxidation

A good combination is often steel pinion mated against cast iron gear. Steel finds many
applications since it combines both high strength & low cost. This is because it has a very low
cost, is easily cast in large quantities, and is easy to machine.

38
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The pinion material is made from C45 steel with hardness 380 Bhn and tensile strength ςut=1240
MPa. The gear is made from ductile iron grade 120/90/02 of hardness 331 Bhn and tensile
strength ςut= 974 MPa. Both gears are hobbed, HT and OQ&T and ground.

Here a table is provided which enlist recommend combination of material for pinion and gear.
After number of experiment and years of experience it was noted that if some malts are used in
paves for pinion and gear then they result in best operation, so always it is better to use these
combination for the part of pinion and gear

In the table three rows of gear material parts are provided

If gear ratio G<8 then the first row should be referred

If gear ratio G<4 then the second row should be referred and

If gear ratio G>4 then the third row should be referred

In our case as G=3.16 i.e G<8 & also G<4

Therefore either of the first or second rows should be referred

In the second row it is special that BHN>350, but if actual BHN for the materials specified in the
second row are identified then they will be <350

This means that if the materials are heat treated condition (with BHN>350) then one has to refer
the second row. At this stages of design we have decided to use the malt without heat treatment
therefore obviously BHN of material specified in the row will be <350 therefore we have to refer
row number 1 for selecting part of malt

In the row the part of malt are specified with sequence of increasing cast & strength

Therefore at this stages of design we shall selected least costly first part of malt(during the
designing if it is observed by first part is not enough then at that stage of design we shall shift to
second part of malt but at this stage let us select the very first part with least cost)

Therefore we select Malt

For pinion C 45

For gear C 35 Mn 75

39
+
Referring page 2.4 in HMT DDB

Malt δut(N/mm^2) BHN δyt (N/mm^2)

C 45 700 311 380
C 35 Mn75 560 276 400

6.1Service factor ka
Service factor is also referred as factor overload factor, application factor, etc

Selection service factor is based on input & output device in our case

Input device (prime mover) is: - Electric motor

Output device (driven machinery) is: An agitator

Ref table 1.10 in RBP, agitator falls under the category of uniform load let us assume the gear
box is working, for 12 hours a day

Therefore prime mover: electric motor

Driven machinery (uniform load) agitator

Duration of service: -12hr/day

Ref table 1.9 in RBP we select factor Ka=1.00

6.2 load distribution factor km

Assuming Face width of gear up to 50mm &

Characteristics of support: - less rigid mounting with less accurate gears

:. Ref table 1.11 in RBP we select load distribution factor Km=1.6

6.3 Accuracy of gears & manufacturing process of gears

Ref table 5.14.4 in HaT

For the application like agitator which is mainly used in chemical industries medium quality
medium speed gears are specified

Grade range for gear used in chemical industry is grade 6 to 9

Let us choose grade 7 for our application

Grade 7 gears are medium accuracy gears and refer table 1.12 in RBP

Manu process for medium accuracy gears is hobbling refer table 1.13 in RBN

40
+
Velocity factor for gears manufactured b hobbling Cv=6/6+v refer table 1.14 in RBP

For grade 7, formula for pitch error ℮=11+0.9ф,where ф=m+0.25

Ref page 1.59 in RBP recommended factor of safety for gear is between 1.5 to 2 as the
application is not much critical therefore let us select Fos=1.5

6.4 Oil seals and gasket

Gasket and packing are static seal whereas oil seals are dynamic. Refer 611 & 613 from VBB
(W) & 666 & 667 in VBB. Seal selected commercial oil sealunit. It consists on elastomer
(reinforced rubbet) & Gatted spring (for applying radial load on elastomer). Gasket
selected rubbed gasket.

As operating temp is much below 70 & operating environment is free from allkalies. Ref page
124 in “process equipment design” by M.V jashi & V.V mahayan. Gasket can have thickness in
between 0.5 to 3mm & width should be >6mm. Therefore suitable gasket is cut from 2mm thick
rubber sheet & used maintenance of gear box.

During normal period of operation gear drive unit should be given daily continue inspection
consisting of visual inspection & observation for oil leaks unusual noires. if oil leakage corrected
& the oil level checked. if an unusual nova detected the unit should be shut down. until the cause
of nova has been determined corrected. Check oil level at least one a week, the operating temp
of gear drive unit is the temp of the oil inside the case. Under normal conditions the maximum
operating temp should not exceed 95 otherwise above this temp the oil starts losing its
properties mainly viscosity.

If it becomes necessary to shut down the unit for period longest than 1 week, the unit should be
run at least two minutes each week while it is idle this short operating will keep the gears
bearing coated with oil & will prevent from rusting due to condensation of moisture resulting
from temperature changes. Whenever aggressive wear is detected oil should be drained and fresh
oil is filled in. Bearing caps should be checked time to time to avoid misalignment after every 3
month disassembly is done, keys are checked and if any deformation is noticed they are replaced
Bearing some assembly are checked I.e inner race, outer race ball and cages. Their consteransity
is also checked.

41
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CHAPTER 7

RECOMMENDATION

We recommended that when designed the double helical gearbox first, to know the design of
gear is depending up on beam strength, pitting and scuffing (high speed gears) and tooth bending
stress. Also material Selection depending up on availability, cost and weight, factor of safety on
bending and on surface fatigue stress, design of shaft, and selection of bearing, gear housing and
some parts of mechanical design should have to be considered. During the analysis of this
system, one of the most important things that were considered was the reliability. Under the
assumption that the design of our reduction gear system was critical and needed to be as safe as
possible, very high reliabilities were chosen. This, along with the high safety factors make our
design a very safe one, ready for high tech or space applications if the power produced and the
velocity ratios match the requirements.

42
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 CONCLUSION

From the many type of gearbox we design the double helical gearbox that used in Turbine drive.
It power transmutability is high. High pitch line velocities can be attained. Design of gear is
based on beam strength, pitting and scuffing (high speed gear) considerations. The critical
features involved in the design of the gear reduction system have been determined through the
use of statics, strength, and fatigue analyses. The calculation of the safety factor under various
conditions and loadings has made it clear that the system will not fail. The gears have very large
safety factors under bending, which indicates that our selection of materials is extremely safe and
conservative. For wear, the safety factor was smaller, on the average safety factor range,
indicating that our selection is good. The bearings were carefully decided upon to be very safe as
well, and to withstand the loads to which the system is subjected. The shaft is made of a very
strong material that can withstand a lot of fatigue and stress. The determination of our safety
factor under fatigue proves that the shaft will not fail and our selection is good. For static and
tensile loading, our shaft is very strong, and the safety factors were big, meaning that our
selection is safe and conservative.

43
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 44
+
Reference
1. VBB: V>B bhandari, design of machine elements, tata Mc Grow-hill publishing compay
ltd,New delhi,20
2. RBP: R.p patil, machine design, technical prakashan,pune,2002\
3. HAI: fargadale halderi, machine design vol.3,Niral prakshan,pune,2002
4. MUB: mubeen, machine design, khanna publisher,delhi,2001
5. VBB (while):V.B bhandal,introduction to machine design, tata M.C. graw-hill publishing
company ltd,new delhi,2001
6. DDB: faculty of mechanical engineering, pgs. college of technology colmbatore-
641004,design data, DPV printers, colmbatore 1995
7. CMTI: Machine tool design hand book central machine tool institute, Bangalore
Published by tata Mc graw hill publishing company ltd, New delhi-2004

45
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Appendix

46
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