EN17353458 - Gamage O.D. - Machine - Design - II - Year2019 - Submission - 26th PDF

M ACHINE D ESIGN II
G EAR B OX A SSIGNMENT
L ECTURER I N -CHARGE: D R . M ALIKA P ERERA
Submitted By:
EN 17353458 – G AMAGE O.D.

on 15 t h of September 2019
Acknowledgment
The following project the first in many of a carrier long experience as a mechanical engineer. This was
the first time that I as a mechanical undergraduate of SLIIT have been given the opportunity to one of the
simpler but important role of a design engineer in the field of mechanical engineering.
Firstly, I would like to thank Dr Malika Perera who has guided us and taught us how to perform this
function correctly. It is with your guidance that we were able to accomplish the tasks set out. Next I
would like to thank SLIIT for giving me the opportunity to gain such experience as this was the gateway
for many more different designing projects. Finally, I would like to thank all the Lectures, assistant
Lectures, seniors and my parents for overlooking and helping us with the problems that we encountered.
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ABSTRACT
This design project was carried out to attend to a requested gearbox design where the gearbox should
transmit a 2.5kW power from the source to the application with as little energy loss as practical, while
meeting the speed requirements of an input speed of 1700 rpm and output speeds of 600 rpm and 950 rpm
and 1000 rpm. The design is expected to have a life of 6 years which is based on 8 hours per day and 5
days a week. A maximum of 3% failure rate is also allowed through the life of this design.
The design requires a total of 3 shafts including the input, lay(counter) and output shaft. This report
explains the processes taken when designing this requested gearbox. Ground spur gears were chosen for
the gears. There afterwards the shaft was designed. Through a mathematical approach, the minimum
diameters of the shaft at each gear and bearing were calculated. Using these values and the dynamic
loading at each bearing and the allowable torque for each gear, the respective gears and bearings were
selected. The selected gears are 35, 42, 23, 54, 31, 46, 32, 45 respectively. Finally, calculations of ring
retainers, fits and keyways were made. Finite Element Analysis and a Thermal Analysis were done for the
gear box casing.
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Table of Contents
Acknowledgements……………………………………………………………………………………... ii
Abstract …………………………………………………………………………………….................... iii
Table of Contents……………………………………………………………………………………...... iv
List of Figures …………………………………………………………………………………….......... vi
List of Tables ……………………………………………………………………………………........... viii
Nomenclature ……………………………………………………………………………………........... x
1.0. Introduction ……………………………………………………………………………………......... 1
1.1. Background/Rationale for the Thesis ………………………………………………………. 1
1.2. Statement of the Problems …………………………………………………………………...1
1.3. Objectives of the Research…………………………………………………………………... 2
1.3.1. Overall Objectives ………………………………………………………………… 2
1.3.2. Specific Objectives ………………………………………………………………... 2
2.0. Literature Review …………………………………………………………………………………… 3
2.1. Introduction…………………………………………………………………………………. 3
2.2. Main Body …………………………………………………………………………………... 3
2.3. Executive Summary ………………………………………………………………………… 7
3.0. Methodology ……………………………………………………………………………………....... 7
3.1. Concepts ……………………………………………………………………………………. 7
4.0. Results and calculations ……………………………………………………………………………. 8
4.1. Gear selection ……………………………………………………………………………… 8
4.2. Centre distance between the input/output shafts and lay shaft ………………………………12
4.3. Calculation of the torque and speed in each gear……………………………………………. 12
4.4. Calculation of the forces in each gear………………………………………………………. 13
4.5. Calculation of the shaft length and SFD and BMD in each gear……………………………. 13
4.5.1. Input shaft…………………………………………………………………………. 14
4.5.1.1. Vertical forces acting on the input shaft………………………………….14
4.5.1.2. Horizontal forces acting on the input shaft……………………………… 15
4.5.2. Lay shaft…………………………………………………………………………… 16
4.5.2.1. Vertical forces acting on the lay shaft for speed 1………………………. 16
4.5.2.2. Horizontal forces acting on the lay shaft for speed 1……………………. 17
4.5.3. Output shaft………………………………………………………………………... 22
4.5.3.1. Vertical forces acting on the output shaft for speed 1…………………… 22
4.5.3.2. Horizontal forces acting on the output shaft for speed 1…………………23
4.6. Selection of bearing for the countershaft…………………………………………………… 28
4.6.1. Calculation of Bearings for Input Shaft…………………………………………… 28
4.6.2. Calculation of Bearings for Lay Shaft……………………………………………. 29
4.6.3. Calculation of Bearings for Output Shaft…………………………………………. 29
4.6.4. The Selected Bearings……………………………………………………………... 29
4.7. Calculation of endurance limit of the shaft…………………………………………………. 30
4.8. Calculation of Minimum Diameter of the Shafts……………………………………………. 30
4.8.1. Calculation of Minimum Diameter for Input Shaft………………………………. 31
4.8.2. Calculation of Minimum Diameter for Lay Shaft…………………………………. 31
4.8.3. Calculation of Minimum Diameter for Output Shaft……………………………… 32
4.9. Calculation of the Minimum Diameter of the Bearing in the Shafts ……………………….. 32
4.9.1. Calculation of the Minimum Diameter of the Bearing in the Input Shaft………… 32
4.9.2. Calculation of the Minimum Diameter of the Bearing in the Lay Shaft…………... 33
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4.9.3. Calculation of the Minimum Diameter of the Bearing in the Output Shaft………. 33
4.10. Connection of Gears and Bearings to Shafts………………………………………………. 33
4.10.1. Connection of gears and bearings to Input shaft………………………………… 33
4.10.2. Connection of gears and bearings to Lay shaft…………………………………... 34
4.10.3. Connection of gears and bearings to Output shaft……………………………….. 34
4.11. Selection of Retainer Rings for the shafts………………………………………………….. 34
4.12. Keyway Design……………………………………………………………………………. 35
4.15. Lubrication ………………………………………………………………………………… 36
5.0. Gearbox Case ……………………………………………………………………………………….. 37
5.1. Assembly of the Components ………………………………………………………………. 38
5.2. Oil Seals …………………………………………………………………………………….. 38
5.3. Gear Box Maintenance……………………………………………………………………… 39
5.3.1. The signs of overheating…………………………………………………………... 40
5.4. Gear shifting mechanism…………………………………………………………………….. 40
6.0. Finite Element Analysis……………………………………………………………………………... 42
7.0. Thermal Analysis of the Base at 100 ℃……………………………………………………………. 47
8.0. Production Drawings………………………………………………………………………………… 48
9.0. Exploded Views of the Assemblies…………………………………………………………………. 69
10.0 Vibration Analysis………………………………………………………………………………….. 72
10.1. Ball pass frequencies of the Bearings……………………………………………………… 79
10.2. Gear Mesh Frequency……………………………………………………………………… 79
11.0 Conclusion………………………………………………………………………………………….. 80
12.0 Reference…………………………………………………………………………………………… 81
Appendix…………………………………………………………………………………………………. A
v
List of Figures
Figure 1. Gear Layout…………………………………………………………………………………... . 8

Figure 2. Gear Dimensions. ………………………………………………………………………………11
Figure 3. Shaft Speed Layout. …………………………………………………………………………… 11
Figure 4. Vertical Forces acting on the Input Shaft……………………………………………………… 14
Figure 5. Horizontal Forces acting on the Input Shaft…………………………………………………… 15
Figure 6. Vertical Forces acting on the Lay Shaft for Speed 1…………………………………………... 16
Figure 7. Horizontal Forces acting on the Lay Shaft for Speed 1……………………………………….. 17
Figure 8. Vertical Forces acting on the Lay Shaft for Speed 2…………………………………………... 18
Figure 9. Horizontal Forces acting on the Lay Shaft for Speed 2………………………………………. 19
Figure 10. Vertical Forces acting on the Lay Shaft for Speed 3…………………………………………. 20
Figure 11. Horizontal Forces acting on the Lay Shaft for Speed 3………………………………………. 21
Figure 12. Vertical Forces acting on the Output Shaft for Speed 1……………………………………… 22
Figure 13. Horizontal Forces acting on the Output Shaft for Speed 1…………………………………. 23
Figure 15. Horizontal Forces acting on the Output Shaft for Speed 2…………………………………… 25
Figure 17. Horizontal Forces acting on the Output Shaft for Speed 3…………………………………… 27
Figure 18. Theoretical Stress Concentration factor chart. ………………………………………………. 31
Figure 19. Retainer Ring Dimensions……………………………………………………………………. 34
Figure 20. Keyway Dimensions………………………………………………………………………….. 35
Figure 21. Base Layout. …………………………………………………………………………………. 37
Figure 22. Upper Box Layout. …………………………………………………………………………... 37
Figure 23. O-Ring 17 mm. ……………..………………………………………………………………... 38
Figure 24. O-Ring 15 mm……………………………………………………………………………….. 38
Figure 25. Gasket. ………………………………………………………………….................................. 39
Figure 26. Synchromesh gear shifting mechanism. ……………………………………………………... 40
Figure 27. 1st Output speed gear layout. ………………………………………………………………... 40
Figure 28. 2nd Output speed gear layout……………………..…………………………………………... 41
Figure 29. 3rd Output speed gear layout. ……………………………………………………………....... 41
Figure 30. Cross Sectional View of Shifting Mechanism……………………………………………….. 41
Figure 31. Von-Misses Stress Analysis 1. ………………………………………………………............ 4
Figure 32. Von-Misses Stress Analysis 2……………………………………………………….............. 43
Figure 33. Von-Misses Stress Analysis 3………………………………………………………............. 44
Figure 34. Displacement Analysis for bearing capacities 1…………………………………………… 44
Figure 35. Displacement Analysis for bearing capacities 2. …………………………………………… 45
Figure 36. Displacement Analysis for bearing capacities 3. …………………………………………… 45
Figure 37. Strain Analysis for bearing capacities 1. …………………………………………………… 46
Figure 40. Von-Misses Stress Analysis for static load 1………………………………………………… 47
Figure 41. Von-Misses Stress Analysis for static load 2………………………………………………… 48
Figure 42. Displacement Analysis for static load 1……………………………………………………… 48
Figure 43. Displacement Analysis for static load 2……………………………………………………… 49
Figure 44. Strain Analysis for static load 1……………………………………………………………… 49
Figure 45. Strain Analysis for static load 2………………………………………………………………. 50
Figure 46. Thermal Analysis of the Base at 100 ℃……………………………………………………... 50
Figure 47. Drawing of Input Shaft……………………………………………………………………….. 48
Figure 48. Drawing of Output Shaft………………………………………………………………………48
Figure 49. Drawing of Lay Shaft………………………………………………………………………... 49
Figure 50. Drawing of Gear 23………………………………………………………………………….. 49
Figure 51. Drawing of Gear 45………………………………………………………………………….. 50
Figure 52. Drawing of Gear 35…………………………………………………………………………... 50
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Figure 58. Drawing of Bearing 6003LB…………………………………………………………………. 53
Figure 59. Drawing of Bearing 16004…………………………………………………………………… 54
Figure 60. Drawing of Mesh ring 3………………………………………………………………………. 54
Figure 63. Drawing of Synchroniser 1…………………………………………………………………… 56
Figure 64. Drawing of Synchroniser 2…………………………………………………………………… 56
Figure 65. Drawing of Synchroniser ring 1……………………………………………………………… 57
Figure 66. Drawing of Synchroniser ring ……………………………………………………………….. 57
Figure 67. Drawing of Keyway 8×7…………………………………………………………………….. 58
Figure 68. Drawing of Keyway 6×6…………………………………………………………………….. 58
Figure 69. Drawing of Oil Knob………………………………………………………………………… 59
Figure 70. Drawing of Drain Nut………………………………………………………………………… 59
Figure 71. Drawing of Upper Box….……………………………………………………………………. 60
Figure 72. Drawing of Base……………………………………………………………………………… 60
Figure 73. Drawing of Input Shaft Assembly……………………………………………………………. 61
Figure 74. Drawing of Output Shaft Assembly………………………………………………………….. 61
Figure 75. Drawing of Lay Shaft Assembly……………………………………………………………... 62
Figure 76. Drawing of Level Indicator……………………………………………………………………62
Figure 77. Drawing of O-ring 15 mm……………………………………………………………………. 63
Figure 78. Drawing of O-ring 17 mm……………………………………………………………………. 63
Figure 79. Drawing of Synchroniser fork 1……………………………………………………………… 64
Figure 80. Drawing of Synchroniser fork 2……………………………………………………………… 64
Figure 81. Drawing of Synchroniser rail 1………………………………………………………………. 65
Figure 82. Drawing of Synchroniser rail 2………………………………………………………………. 65
Figure 83. Drawing of Gasket……………………………………………………………………………. 66
Figure 84. Drawing of Selector Rod……………………………………………………………………... 66
Figure 85. Drawing of Synchroniser rail coupler………………………………………………………… 67
Figure 86. Drawing of M6 Bolt…………………………………………………………………………... 67
Figure 87. Drawing of M6 Nut……………………………………………………………………………68
Figure 88. Drawing of M10 Bolt…………………………………………………………………………. 68
Figure 89. Drawing of M10 Nut…………………………………………………………………………. 69
Figure 90. Exploded View of Full Assembly……………………………………………………………. 69
Figure 91. Exploded View of Base…………………………………………………………………….… 70
Figure 92. Exploded View of Input Shaft………………………………………………………………... 70
Figure 93. Exploded View of Output Shaft……………………………………………………………… 71
Figure 94. Exploded View of Lay Shaft…………………………………………………………………. 71
Figure 95. Exploded View of Shifting Mechanism……………………………………………………… 71
Figure 96. Natural Frequency of mode 1………………………………………………………………… 72
Figure 97. Natural Frequency of mode 2.………………………………………………………………... 73
Figure 98. Natural Frequency of mode 3.………………………………………………………………... 73
Figure 99. Natural Frequency of mode 4………………………………………………………………… 73
Figure 100. Natural Frequency of mode 5……………………………………………………………….. 74
Figure 105. Natural Frequency of mode 10. …………………………………………………………… 75
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viii
List of Tables
Table 1. Excel Sheet Generated for Gear teeth Calculation……………………………………………… 10

Table 2. The Speed ratios………………………………………………………………………………… 10
Table 3. The Gear tooth Numbers and Centre Distances………………………………………………… 10
Table 4. The Selected gears……………………………………………………………………………….11
Table 5. Calculation of the Torque and Speed in each gear. …………………………………………….. 12
Table 6. Calculation of the forces in each gear. …………………………………………………………. 13
Table 7. Calculation of the bearings in Input Shaft. …………………………………………………….. 28
Table 8. Calculation of the bearings in Lay Shaft………………………………………………………... 29
Table 9 Calculation of the bearings in Output Shaft……………………………………………………... 29
Table 10. The Selected Bearings. ………………………………………………………………………... 29
Table 11. Selection of Needle Bearings for the Output Shaft……………………………………………. 29
Table 12. Calculation of Minimum Diameter for Input Shaft…………………………………………… 31
Table 13. Calculation of Minimum Diameter for Lay Shaft. …………………………………………… 32
Table 14. Calculation of Minimum Diameter for Output Shaft. ………………………………………… 32
Table 15. Calculation of Minimum Diameter of bearing for Input Shaft………………………………... 32
Table 16. Calculation of Minimum Diameter of bearing for Lay Shaft…………………………………. 33
Table 17. Calculation of Minimum Diameter of bearing for Output Shaft………………………………. 33
Table 18. Connection of Gears and Bearing for Input Shaft. …………………………………………… 33
Table 19. Connection of Gears and Bearing for Lay Shaft………………………………………………. 34
Table 20. Connection of Gears and Bearing for Output Shaft…………………………………………… 34
Table 21. Retainer Ring Details………………………………………………………………………….. 35
Table 22. Keyway Design Details……………………………………………………………………….. 36
Table 23. Pitch Line Velocities…………………………………………………………………………... 36
Table 24. Lubricant Details………………………………………………………………………………. 36
Table 25. O-ring Details………………………………………………………………………………….. 38
Table 26. Natural Frequencies…………………………………………………………………………….76
Table 27. Ball pass frequencies…………………………………………………………………………... 86
Table 28. Gear Mesh Frequencies………………………………………………………………………... 86
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Nomenclature
Symbol Description
𝑉𝑖𝑛 𝐼𝑛𝑝𝑢𝑡 𝑆𝑝𝑒𝑒𝑑
𝑉𝐴 𝑆𝑝𝑒𝑒𝑑 𝑅𝑎𝑡𝑖𝑜 1
𝑉𝐵 𝑆𝑝𝑒𝑒𝑑 𝑅𝑎𝑡𝑖𝑜 2
𝑉𝐶 𝑆𝑝𝑒𝑒𝑑 𝑅𝑎𝑡𝑖𝑜 3
𝜔1 𝐴𝑛𝑔𝑢𝑙𝑎𝑟 𝑆𝑝𝑒𝑒𝑑 𝑜𝑓 𝑔𝑒𝑎𝑟 1
𝑁1 𝑁𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑇𝑒𝑒𝑡ℎ 𝑖𝑛 𝑔𝑒𝑎𝑟 1
𝐶1 𝐶𝑒𝑛𝑡𝑟𝑒 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑜𝑓 𝑔𝑒𝑎𝑟 1 𝑎𝑛𝑑 2
𝑁 𝐻𝑢𝑏 𝐷𝑖𝑎𝑚
𝐵 𝑃𝑟𝑒𝑑𝑟𝑖𝑙𝑙𝑒𝑑 𝐻𝑜𝑙𝑒
𝐷𝑘 𝑂𝑢𝑡𝑠𝑖𝑑𝑒 𝐷𝑖𝑎𝑚.
𝐷𝑜/𝐷𝑝 𝑃𝑖𝑡𝑐ℎ 𝐷𝑖𝑎𝑚
𝐹 𝐿𝑒𝑛𝑔𝑡ℎ 𝑂𝑣𝑒𝑟𝑎𝑙𝑙
𝐻 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 𝐹𝑎𝑐𝑒 𝑊𝑖𝑑𝑡ℎ 𝑎𝑛𝑑 𝑂𝑣𝑒𝑟𝑎𝑙𝑙 𝑙𝑒𝑛𝑔𝑡ℎ
𝑏 𝐹𝑎𝑐𝑒 𝑊𝑖𝑑𝑡ℎ
𝜑 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝐴𝑛𝑔𝑙𝑒
𝐹𝑟𝑎𝑑𝑖𝑎𝑙 /𝐹𝑟 𝑅𝑎𝑑𝑖𝑎𝑙 𝐹𝑜𝑟𝑐𝑒
𝐹𝑡𝑎𝑛 /𝐹𝑡 𝑇𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 𝐹𝑜𝑟𝑐𝑒
𝑅𝐵 𝑅𝑒𝑎𝑐𝑡𝑖𝑜𝑛 𝑎𝑡 𝐵
𝑅𝐴 𝑅𝑒𝑎𝑐𝑡𝑖𝑜𝑛 𝑎𝑡 𝐴
𝐹𝑒 𝐸𝑞𝑢𝑖𝑣𝑎𝑙𝑒𝑛𝑡 𝑓𝑜𝑟𝑐𝑒 𝑓𝑜𝑟 𝑅𝑎𝑑𝑖𝑎𝑙 𝑏𝑎𝑙𝑙 𝑏𝑒𝑎𝑟𝑖𝑛𝑔𝑠
𝐾𝑎 𝐴𝑝𝑝𝑙𝑖𝑐𝑎𝑡𝑖𝑜𝑛 𝑓𝑎𝑐𝑡𝑜𝑟
𝐾𝑟 𝐿𝑖𝑓𝑒 𝐴𝑑𝑗𝑢𝑠𝑡𝑚𝑒𝑛𝑡 𝐹𝑎𝑐𝑡𝑜𝑟
𝐿𝑟 𝑅𝑎𝑡𝑒𝑑 𝐿𝑖𝑓𝑒 𝑜𝑓 𝐵𝑒𝑎𝑟𝑖𝑛𝑔
𝐿 𝐿𝑖𝑓𝑒 𝑜𝑓 𝐵𝑒𝑎𝑟𝑖𝑛𝑔
x
𝐴𝐼𝑆𝐼 𝐴𝑚𝑒𝑟𝑖𝑐𝑎𝑛 𝐼𝑟𝑜𝑛 𝑎𝑛𝑑 𝑆𝑡𝑒𝑒𝑙 𝐼𝑛𝑠𝑡𝑖𝑡𝑢𝑡𝑒
𝐾𝑡 𝑆𝑡𝑟𝑒𝑠𝑠 𝑐𝑜𝑛𝑐𝑒𝑛𝑡𝑟𝑎𝑡𝑖𝑜𝑛 𝑓𝑎𝑐𝑡𝑜𝑟
𝑆𝑛 𝐸𝑛𝑑𝑢𝑟𝑎𝑛𝑐𝑒 𝑙𝑖𝑚𝑖𝑡
𝑆𝑦 𝑌𝑖𝑒𝑙𝑑 𝑠𝑡𝑟𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑀𝑎𝑡𝑒𝑟𝑖𝑎𝑙
𝐹𝑂𝑆 𝐹𝑎𝑐𝑡𝑜𝑟 𝑜𝑓 𝑠𝑎𝑓𝑒𝑡𝑦
𝑇 𝑇𝑜𝑟𝑞𝑢𝑒
𝑀 𝑀𝑜𝑚𝑒𝑛𝑡
𝑣 𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒
𝐷𝑚𝑎𝑥 𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝐻𝑜𝑙𝑒
𝐷 𝑁𝑜𝑚𝑖𝑛𝑎𝑙 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝐻𝑜𝑙𝑒
∆𝐷 𝐼𝑛𝑡𝑒𝑟𝑛𝑎𝑡𝑖𝑜𝑛𝑎𝑙 𝑡𝑜𝑙𝑒𝑟𝑎𝑛𝑐𝑒 𝑔𝑟𝑎𝑑𝑒 𝑓𝑜𝑟 ℎ𝑜𝑙𝑒𝑠
𝐶 𝑅𝑎𝑡𝑒𝑑 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 𝑜𝑓 𝐵𝑒𝑎𝑟𝑖𝑛𝑔
𝐷𝑚𝑖𝑛 𝑀𝑖𝑛𝑖𝑚𝑢𝑚 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝐻𝑜𝑙𝑒
𝛿𝑓 𝐹𝑢𝑛𝑑𝑎𝑚𝑒𝑛𝑡𝑎𝑙 𝐷𝑒𝑣𝑖𝑎𝑡𝑖𝑜𝑛
𝑑𝑚𝑎𝑥 𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑆ℎ𝑎𝑓𝑡
∆𝑑 𝐼𝑛𝑡𝑒𝑟𝑛𝑎𝑡𝑖𝑜𝑛𝑎𝑙 𝑡𝑜𝑙𝑒𝑟𝑎𝑛𝑐𝑒 𝑔𝑟𝑎𝑑𝑒 𝑓𝑜𝑟 𝑠ℎ𝑎𝑓𝑡𝑠
𝑑 𝑁𝑜𝑚𝑖𝑛𝑎𝑙 𝐷𝑖𝑎𝑚𝑡𝑒𝑟𝑒 𝑜𝑓 𝑆ℎ𝑎𝑓𝑡
𝑑𝑚𝑖𝑛 𝑀𝑖𝑛𝑖𝑚𝑢𝑚 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑆ℎ𝑎𝑓𝑡
𝐿 𝐿𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝐾𝑒𝑦
xi
1.0. INTRODUCTION
1.1. Background/Rationale for the thesis
This gearbox design was carried out to satisfy a customer requirement of uniformly loaded applications,
such as conveyors, belts, blowers, and generators. This gearbox is targeted to deliver a power of 2.5𝑘𝑊
and drop an input rotational speed of 1700 𝑟𝑝𝑚 into three output speeds of 600 𝑟𝑝𝑚,
950 𝑟𝑝𝑚 𝑎𝑛𝑑 1000 𝑟𝑝𝑚. The initial part of the design was deciding on the sizes of each gear. The
problem with gear selection is that even though they may produce proper ratios required, it may not be
cohesive with the other details and constrains. This implies that many other good gear teeth values were
acquired before this set of gear teeth values to compensate for the velocity reduction ratio, but later in the
calculations variations in ability to proceed were encountered. The gears were selected from the
catalogue TEA Transmission gear catalogue. There afterwards shaft calculations were performed with a
factor of safety of 1.5 which was then used to find the diameters of the required shafts. Overall there were
3 selected shafts for the input, output and layshaft. The lengths were assumed and later adjusted to the
required accommodations. To hold the shafts and mesh with the gear box casing, bearings were
introduced to the system. It was chosen from a catalogue NTN. Furthermore, calculations were performed
to select required ring retainers, fits and keys. Finally, the gear box case was designed along with some
side factors such as how maintenance was performed and what lubricant to use. Lastly all the components
were assembled to form the final gear box.
1.2. Statement of the Problems
The context of this project is to design an industrial uniform load synchromesh gearbox which should
provide the require power with the use 3 shafts and eight gears. This project is important as far there are
numerous improvements that can be done such as introducing thermal analysis and vibration analysis to
observe stress concentrations. The requirements are not accepted because they overlook all the
requirements and finally a similar design is produced to an existing gearbox. To improve the situation a
computer aided engineering path is chosen. Use of software like Ansys and Hyper mesh to perform the
Thermal analysis and the vibration analyses of the many limitations faced was the lack of knowledge of
soft wares to perform thermal analysis and vibration analysis. The experience was also a limiting factor
here as this was the first project conducted under design; there were moments were halfway through the
project it would have to be restarted. Another limiting factor is time, with the workload that is there in the
syllabus it is hard to find time to learn new software’s. To conclude the project there are assumption to be
made such as the loading condition is uniform and dynamic load will not apply on the gears. Materials to
be isotropic and the environmental conditions and other factors will not be affected the strength of the
gearbox.
1
1.3. Objectives of the Project
1.3.1 Overall Objectives
The specifications required for the gearbox were as follows,
• Power transmission of 2.5 kW.

• Input speed of 1700 rpm.
• Three selectable output speeds, of 600 rpm, 950 rpm and 1000 rpm (+1%).
• Targeted for uniformly loaded applications.
• Expected life of 6 years, based on 8 hours per day and 5 days a week, with a maximum failure
rate of 3% allowed over the design life of the unit.
1.3.2. Specific Objectives
Some of the unique objectives that were introduced to the project,
• Finite Element Analysis for the gear box casing.
• Thermal Analysis for the Lubricant.
• Synchromesh gear shifting.
2
2.0. LITREATURE REVIEW
2.1. Introduction
Before designing the gearbox it’s better to analyse the past research papers to get a brief idea about the
design. In the literature review the designer has searched and discussed about the existing designs. Also,
the literature review has covered about the technology and techniques used in the system and how they
applied them in their designs. This section explains previous works based on the content.
2.2. Main body
Tuma [1] found solution to the gearbox noise and vibration prediction and control. The author prefers
solving the gear noise problem at the very source to introduce an enclosure to reduce radiated noise,
which seems to be easy but its effect on the sound pressure level is small. The gearbox noise problem
solution is focused on the improvement of gear design; on the verification of its effect on the radiated
noise and the determination of the gears’ contribution to the truck’s or car’s overall noise levels and on
the analytical and/or numerical computer-based tools needed to perform the signal processing and
diagnostics of geared axis systems. All the analytical methods are based on the time and frequency
domain approach. Special care is addressed to the smoothness of the drive resulting from the transmission
error variation during a mesh cycle. This paper will review the progress in technique of the gear angular
vibration analysis and its effect on gear noise due to the self-excited vibration. This paper reviews the
research work on reducing truck gearbox noise. Gear design improvement is preferred to protection
against noise by using a gearbox enclosure. This approach is more effective than the additional cover. The
measurement methods and the effect of improving the gear design focused on the problem of reducing
gear noise are described. Gearbox noise is tonal with a set of dominating frequency components. The sum
of the power contributions of the tooth meshing harmonic components results in the noise level of an
individual gear pair. Averaging the acceleration signal in the time domain, synchronized by revolutions
and tooth-pitch rotations, results in an averaged tooth mesh response serving to compare the effects of
improving gear design. Gear design and accuracy may be tested by the transmission error measurement.
The paper reviews the effect of the most efficient improvements reducing noise excited by gears, as well.
Concerning the gearbox noise problem, one can conclude that a low noise gearbox requires sufficiently
rigid housing, shafts and gears, and the HCR gears and the tooth surface modification for design load.
The positive effect of introducing the HCR gears depends on the gear quality class. Gears finished by
grinding are needed. All these improvements introduced by the TATRA company result in a decrease of
the gearbox noise, which was measured on the test stand at the distance of 1 m by 8 dB at minimum. The
TATRA truck gearboxes do not require an enclosure to fulfil the requirements given by the vehicle noise
legislation. This research was based for the vibration analysis of the gearbox.
Tiwari and Joshi [2] present a stress analysis of mating involute spur gear teeth. This paper presented
analysis of Bending stress and Contact stress of Involute spur gear teeth in meshing. The detailed gear
stressing is the key of this paper. The design of an effective and reliable gearing system is including its
ability to withstand RBS (Root Bending Stress) and SCS (Surface Contact Stress). Various research
methods such as Theoretical, Numerical and Experimental have been done throughout the years. This
research primarily prefers Theoretical and Numerical methods because Experimental testing can be
expensive. In this study they use a 3D model of gear and finite element analysis to conduct RBS and SCS
calculation for mating involute spur gears. A pair of involute spur gear without tooth modification and
transmission error is define in a CAD system (CATIA V5 and AUTODESK INVENTOR etc.) and FEA
is done by using finite element software ANSYS. Obtained FEA results is comparable with theoretical
and AGMA standard. It is found that Lewis formula and Hertz equation is used for quick stress
calculation for gear, whereas the AGMA standards and FEM is used for detailed gear stress calculation
for a pair of involute spur gear. This study is shows that Hertz theory is the basis of contact stress
calculation and Lewis formula is use for calculating bending stress in a pair of gear. Theoretically result
3
obtained by Lewis formula and Hertz equation and results found by AGMA/ANSI equations are
comparable with Finite Element Analysis of spur gear.
Golabi et al [3] present a gear train optimization based on minimum volume/weight design. In this study,
the general form of objective function and design constraints for the volume/weight of a gearbox has been
discussed. The objective function and constraints can be used for any number of stages for gearbox ratio
but in this paper one, two and three-stage gear trains have been considered and by using a Matlab
program, the volume/weight of the gearbox is minimized. Finally, by choosing different values for the
input power, gear ratio and hardness of gears the practical graphs from the results of the optimization are
presented.
Gupta et al [4] presents an exploring wire-EDM for manufacturing the high quality meso-gears.
Continuous trend of miniaturization of engineering components has emphasized on the requirement of
high quality meso-gears. The processes for manufacturing these gears need to be highly precise and
accurate. This paper reports on exploring the wire electric discharge machining (WEDM) process for
manufacturing the high quality meso-gears made of brass through preliminary experimental
investigations. The objective was to identify the feasible range of the four important WEDM parameters
(i.e. voltage pulse-on time, pulse-off time, and wire feed rate) from the entire working range available on
the WEDM machine so as to minimize were breakage frequency and surface roughness, and maximize
the machining rate. The gears manufactured within the bracketed ranges of WEDM parameters were
inspected for micro-geometry (profile and pitch) and surface integrity. Better quality and surface integrity
aspects of the WEDM gears proved the capability and superiority of WEDM for manufacturing the high
quality meso-gears. Effect of four important WEDM parameters namely voltage, pulse-on time, pulse-off
time and wire feed rate on wire breakage frequency, surface roughness and machining rate were studied
during machining of brass in order to bracket their ranges from the available ranges on the WEDM
machine for ease of manufacturing of meso-gears.
Lin et al [5] present a method and software tool for automated gearbox synthesis. A new method for
automated gearbox design, tailored for integration within an existing commercial gearbox analysis tool, is
described in this paper. The method combines a rule-based generative approach, based on a previous
parallel grammar approach for mechanical gear systems, with domain specific heuristics and stochastic
search using simulated annealing. Given design specifications that include a bounding box, the number of
required speeds and their target ratios, a range of valid gearbox configurations is generated from a
minimal initial configuration. Research in the area of design synthesis automation aims to extend
Computer-Aided (CAT) tools to include support for rapid, automatic generation of topologically different
design variants for a given problem specification.
Meysami et al [6] presents an investigation on the microstructure and mechanical properties of direct-
quenched and tempered AISI 4140 steel. Direct quenching (DQ) process is an appropriate method in
steels heat treatment field. This method enhances production rate, reduces energy consumption and
decreases environment contamination. In this study hot-rolled AISI 4140 steel billets with different
diameters and 20 m length were quenched directly in a water tank. Also, some samples with similar size
and composition were provided by conventional reheating, quenching and tempering (RQ) heat treatment
process. AISI 4140 steel is widely used as gears, bolts, couplings, spindles, tool holders, sprockets, oil
industry drill collars, tools joints, etc. Conclusions of this research are the DQ process increases the
harden-ability of steels, comparing to RQ process by applying DQ procedure steels with higher tensile
strength and yield stress can be produced, RQ steels have higher impact energy elongation and reduction
in cross-section relative to DQ process in the environment temperature, increase of thermo-mechanical
process enlarges harden-ability and strength of DQ processed rods, the hardness values and their different
of the DQ rods are higher than that of RQ ones and tempering the RQ and DQ processed samples leads to
similar hardness values. AISI 4140 was selected for the gearbox shaft.
Rosen et al [7] present a synchromesh mechanism: experience of heavy truck gearboxes. The design
characteristics of different synchronizers with comparisons of designs, performance, and dependability in
operation are discussed in this paper. The theory of operation is dealt with in detail. The influence of
experience in practice on design from the effects of clash, hard gear changing, wear, clutch and oil drag
4
are included in this paper. Suitable materials, machinery processes, and interdependence of dimensions
are described. The paper concludes with notes on practical and laboratory tests and future development.
This was based for the designing of the gearbox.
Soyama and Macodiyo [8] present a fatigue strength improvement of gears using cavitation shot less
peening. Peening, using cavitation impacts induced by bubble collapse, represents a novel surface
enhancement technique for machine parts without involving conventional shot peening blasting. This is
known as cavitation shot less peening, CSP. The improvement in the fatigue strength of a spur gear after
CSP has been demonstrated. The fatigue strength of a gear treated with CSP was improved by about 60%,
compared with that of a non-peened gear. Cavitation normally causes severe erosion in hydraulic
machinery such as pumps, valves and ship propellers due to the impacts produced on the collapse of
cavitation bubbles. However, the cavitation impacts can be utilized for surface enhancement in a similar
manner to convectional shot peening. Peening using cavitation impacts does not require shots as in shot
peening. In order to evaluate the improvement of the fatigue strength of a spur gear after CSP, rotating
bending fatigue test of round bar was carried out on carburized chrome- molybdenum alloy steel (JIS
SCM420), which is a representative material for gears. The bending fatigue testing of gear teeth was
investigated. It was established that fatigue strength of gear specimen treated by CSP improved by about
60% relative to that of no peened gear. Similar improvement was obtained by gear specimen treated by
shot peening. The residual stress and the arc height are measures of peening intensity. The actual fatigue
test on gears was carried out to compare the fatigue strengths obtained with different peening methods.
Soyama and sekine et al [9] presents a sustainable surface modification using cavitation impact for
enhancing fatigue strength demonstrated by a power circulating-type gear tester. In this study, a shot-free
surface modification method was proposed for the improvement of fatigue strength in metallic materials
to enable lightweight transport equipment to be developed in a more sustainable way. Although shot
peening is an effective way of improving the fatigue strength of metallic machine components,
unfortunately, shot produces industrial waste and the danger of dust explosion. A peening method without
shot using the cavitation impact induced by a cavitation bubble collapsing is called ‘cavitation peening’.
Prayoonrat and Walton [10] present a practical approach to optimum gear train design. An algorithm is
presented to design and optimize multi-spindle gear trains, of the non-speed-change type. The designer
may choose to optimize gear trains based on minimum overall centre distance, minimum overall size,
minimum gear volume or other desirable criteria, such as maximum contact or overlap ratios. The method
is based on a two-stage optimization procedure. A direct search method is used to remove unacceptable
solutions and to locate quickly the region where the optimum design lies. This is followed by a heuristic
method that iterates locally to give the best and most practical solution from the preliminary sets. The
method is advantageous because the results are practical, and no further analysis of the gears is required.
All the gear dimensions needed for manufacture are determined. This was based for the designing of the
gearbox.
Paffoni et al [11] investigated the mixed phase of gearbox synchromesh operation. This investigation
allows the determination of the initial values necessary for the study of the second stage presented here.
The second stage occurs in the presence of a variable friction coefficient for which a model is proposed.
The influence of the variable friction coefficient on the velocity and duration of synchronization is
presented. This study shows that good knowledge of the friction coefficient as a function of the velocity,
pressure and viscosity is necessary for the study of the synchromesh and the interpretation of the
experimental results. On the other hand, the experimental conditions such as the velocity of approach of
the ring, the shift effort, the torque and the velocity must be known precisely. The presented results might
contribute to better understanding of the functioning of all those mechanisms that occur in a transitional
friction regime. This was based for the designing of the gearbox.
Zhirafar et al [12] present an effect of cryogenic treatment on the mechanical properties of 4340 steel.
This experimental study investigated the effects of cryogenic treatment on the mechanical properties and
5
microstructures of AISI 4340 steel. Mechanical tests, including rotating fatigue, impact and hardness
were carried out, after various heat-treating conditions and the results were compared. Fracture features of
specimens were also compared. It was shown that in general, hardness and fatigue strength of the
cryogenically treated specimens were a little higher whereas the toughness of the cryogenically treated
specimens was lower when compared to that of the conventionally treated steel. Neutron diffraction
showed that the transformation of retained austenite to marten site occurred which, along with possible
carbide formation during tempering, is a key factor in improving hardness and fatigue resistance of the
cryogenically treated specimens. The purpose of this work was proper engineering evaluation of the effect
of cryogenic treatment on some properties of a high-demand alloy, AISI 4340. The neutron diffraction
technique showed that the main microstructural effect of the cryogenic treatment was a small reduction in
the quantity of “retained austenite”, which was transformed to marten site by applying the cryogenic
treatment. This led to an increase in hardness due to the higher amount of marten site. This effect
remained even after tempering. Employing the cryogenic treatment showed slightly detrimental effects
(14.3% decrease) on the impact energy toughness prior to tempering. The fracture features of steel
subjected to the cryogenic treatment showed less shear lips compared to the conventionally treated ones,
indicating less energy absorption. The fatigue limit of the steel was improved after cryogenic treatment
and tempering. This was attributed to the higher hardness and strength of the material due to this
treatment. The results of this work indicate that in 4340 steel components subjected to fatigue loading
situations there is some beneficial effect of deep cryogenic treatment. AISI 4340 was selected as the
material for the manufacturing of the Gear Box Casing.
6
2.3 Executive summary
In this project a three-speed synchromesh gearbox was designed according to a specified set of
specifications. In-depth analyses were carried out on critical components of the gearbox, such as the lay
shaft, bearings and keyways. This ensured that the final product was not over or under designed and
ensured reliability of components. The Specifications are as follows,
Power = 2.5 KW
Input Speed = 1700 rpm
Lay shaft Speed = 1416.7 rpm
Output Speed 1 = 603.4 rpm
Number of teeth in gear 1 = 35
3. METHODOLOGY
3.1 Concepts
The initial data given were the speed of input, the speed of output and the power required for
transmission. The gear box was asked to be designed with this information provided along with some
constraints. The following data was first used to identify the gear size and teeth number which was the
most important variable to be decided in the experiment. Next the required gears were selected from the
TEA transmission gear catalogue. Then the shaft layout and the gear configuration were determined.
Afterwards a series of calculations to determine the forces and moments excreted on points of the shaft
was determined and accordingly the bearings were selected. Then the Bearings were selected from the
NTN bearing catalogue. Next the keys, fits and endurance of each gear and shaft was calculated. There
afterwards individual components were designed along with the casing and assembled to form the final
product.
7
4.0. RESULTS AND CALCULATIONS
4.1. Gear Selection
The first specification required is to decide the size of the gears and for this project an excel code was
programmed by me to perform an iteration analysis to obtain best values with the least error. Since the
gears are among the most important parts of the gearbox, they should be designed to last the entire design
life of the unit. Another important consideration is the availability of stock gears. Production costs can be
reduced by using stock gears wherever possible. In addition, the input shaft and the output shaft were
positioned inline in order to prevent twisting of the gearbox housing. In order to achieve this condition,
the centre distances between each gear must be equal, this was considered when building the excel code.
For the following project ground spur gears were selected.
N6
N4
N8
N1
N7
N2 N5
N3
Figure 1. Gear Layout.
First the Required speed ratios were calculated,

1700 1700 1700
𝑉1= = 2.83 𝑉2= = 1.79 𝑉3= 1000 = 1.7
600 950
Then the speed ratios were taken with number of teeth,
𝜔1 𝑁2 𝜔3 𝑁4 𝜔5 𝑁6 𝜔7 𝑁8
𝑉𝑖𝑛 = = 𝑉𝐴 = = 𝑉𝐵 = = 𝑉𝐶 = =
𝜔2 𝑁1 𝜔4 𝑁3 𝜔6 𝑁5 𝜔8 𝑁7
𝑁2 = 𝑁1 × 𝑉𝑖𝑛 𝑁4 = 𝑁3 × 𝑉𝐴 𝑁6 = 𝑁5 × 𝑉𝐵 𝑁8 = 𝑁7 × 𝑉𝐶
It can be taken as,
𝑉1 = 𝑉𝑖𝑛 × 𝑉𝐴 𝑉2 = 𝑉𝑖𝑛 × 𝑉 𝐵 𝑉3 = 𝑉𝑖𝑛 × 𝑉𝐶
The centre distances must be equal for reverted gearbox,
𝐶1 = 𝐶2 = 𝐶3 = 𝐶4
𝑁1 + 𝑁2 = 𝑁4 + 𝑁3 = 𝑁5 + 𝑁6 = 𝑁8 + 𝑁7
Substituting for 𝑁2 , 𝑁4 , 𝑁6 , 𝑁8 ,
𝑁1 (1 + 𝑉𝑖𝑛 ) = 𝑁3 (1 + 𝑉𝐴 ) = 𝑁5 (1 + 𝑉𝐵 ) = 𝑁7 (1 + 𝑉𝐶 )
8
In order to make all equation with having one variable, Speed ratios were substituted,
𝑉1 𝑉2 𝑉3
𝑁1 (1 + 𝑉𝑖𝑛 ) = 𝑁3 (1 + ) = 𝑁5 (1 + ) = 𝑁7 (1 + )
𝑉𝑖𝑛 𝑉𝑖𝑛 𝑉𝑖𝑛
By applying values for 𝑉𝑖𝑛 , the best combination was found from the excel sheet which has the lowest
error and gears which are available in KHK and TEA gear Catalogues. The Values needed to be iterated
for 𝑉𝑖𝑛 are in between 1 and 1.7 because as the speed is reduce the two speed ratios must be greater than 1
and the input speed ratio must be less than the lowest speed ratio out of the 3 speeds. Assuming the
pressure angle as 20 degrees the minimum value of 18 were substituted for 𝑁3 . By considering all these
the excel code was generated as follows,
Error Error Error

N1 N2 N3 N4 N5 N6 N7 N8 of of of
𝑉𝐴 % 𝑉𝐵 % 𝑉𝐶 %
27.48 32.973 18 42.45 24.261 36.189 25.0138 35.436 0.64935 2.3923 0.6494
29 34.805 19 44.808 25.609 38.2 26.4034 37.405 0.87831 -1.448 1.0193
30.53 36.636 20 47.167 26.957 40.21 27.7931 39.374 -1.0159 -1.202 -2.259
32.06 38.468 21 49.525 28.304 42.221 29.1828 41.342 -0.2105 -0.462 -1.258
33.58 40.3 22 51.883 29.652 44.231 30.5724 43.311 -1.891 -3.708 -4.174
35.11 42.132 23 54.242 31 46.242 31.9621 45.28 -0.5658 -0.496 -0.740
36.64 43.964 24 56.6 32.348 48.252 33.3517 47.248 -0.319 -0.319 -0.372
38.16 45.795 25 58.958 33.696 50.263 34.7414 49.217 0.82289 -0.522 -0.310
39.69 47.627 26 61.317 35.043 52.273 36.131 51.186 -0.6375 -0.371 0
41.22 49.459 27 63.675 36.391 54.284 37.5207 53.154 -0.0159 0.179 -1.986
42.74 51.291 28 66.033 37.739 56.294 38.9103 55.123 -1.3468 -2.381 -1.636
44.27 53.123 29 68.392 39.087 58.305 40.3 57.092 -0.3145 0.1062 0.9599
45.8 54.955 30 70.75 40.435 60.315 41.6897 59.06 -0.128 0.2233 -1.214
47.32 56.786 31 73.108 41.783 62.326 43.0793 61.029 0.78907 0.0447 1.1878
48.85 58.618 32 75.467 43.13 64.336 44.469 62.998 -0.3992 0.1477 1.3936
50.38 60.45 33 77.825 44.478 66.347 45.8586 64.966 0.10684 0.5848 -0.256
51.9 62.282 34 80.183 45.826 68.357 47.2483 66.935 -0.9946 -1.528 -0.019
53.43 64.114 35 82.542 47.174 70.368 48.6379 68.904 1.05735 0.5005 0.0249
54.95 65.945 36 84.9 48.522 72.378 50.0276 70.872 0 -1.486 0.2347
56.48 67.777 37 87.258 49.87 74.389 51.4172 72.841 0.76628 0.4267 2.1918
58.01 69.609 38 89.617 51.217 76.399 52.8069 74.81 0.87831 0.5026 0.461
59.53 71.441 39 91.975 52.565 78.41 54.1966 76.778 -1.5003 -2.754 -0.75
61.06 73.273 40 94.333 53.913 80.42 55.5862 78.747 -0.7481 -0.934 -0.697
62.59 75.105 41 96.692 55.261 82.431 56.9759 80.716 -0.006 -0.008 -0.004
61.54 76.313 42 95.855 56.416 81.439 58.1429 79.712 -0.0112 -0.009 -0.005
63.01 78.129 43 98.137 57.759 83.378 59.5272 81.61 -0.0041 -0.01 -0.004
64.47 79.946 44 100.42 59.102 85.317 60.9116 83.508 0.00267 0.0063 0.0124
65.94 81.763 45 102.7 60.446 87.256 62.2959 85.406 0.00367 0.0067 0.002
67.4 83.58 46 104.98 61.789 89.195 63.6803 87.304 0.00994 0.0057 0.002
68.87 85.397 47 107.27 63.132 91.134 65.0646 89.202 -0.0103 -0.006 -0.007
9
70.33 87.214 48 109.55 64.475 93.073 66.449 91.099 0.00522 0.0092 0.008
71.8 89.031 49 111.83 65.818 95.012 67.8333 92.997 -0.0028 -0.006 -0.005
73.26 90.848 50 114.11 67.162 96.951 69.2177 94.895 0.00312 0.0085 0.0095
Table 1. Excel Sheet Generated for Gear teeth Calculation.
The Speed ratios are as follows,
𝑉1 𝑉2 𝑉3 𝑉𝑖𝑛
2.83 1.79 1.7 1.2
Table 2. The Speed ratios.
The Gear tooth Numbers and Centre Distances,
N1 N2 N3 N4 N5 N6 N7 N8 C1 C2 C3 C4
27 33 18 42 24 36 25 35 60 60 60 60
29 35 19 45 26 38 26 37 64 64 64 63
31 37 20 47 27 40 28 39 68 67 67 67
32 38 21 50 28 42 29 41 70 71 70 70
34 40 22 52 30 44 31 43 74 74 74 74
35 42 23 54 31 46 32 45 77 77 77 77
37 44 24 57 32 48 33 47 81 81 80 80
38 46 25 59 34 50 35 49 84 84 84 84
40 48 26 61 35 52 36 51 88 87 87 87
41 49 27 64 36 54 38 53 90 91 90 91
43 51 28 66 38 56 39 55 94 94 94 94
44 53 29 68 39 58 40 57 97 97 97 97
46 55 30 71 40 60 42 59 101 101 100 101
47 57 31 73 42 62 43 61 104 104 104 104
49 59 32 75 43 64 44 63 108 107 107 107
50 60 33 78 44 66 46 65 110 111 110 111
52 62 34 80 46 68 47 67 114 114 114 114
53 64 35 83 47 70 49 69 117 118 117 118
55 66 36 85 49 72 50 71 121 121 121 121
56 68 37 87 50 74 51 73 124 124 124 124
58 70 38 90 51 76 53 75 128 128 127 128
60 71 39 92 53 78 54 77 131 131 131 131
61 73 40 94 54 80 56 79 134 134 134 135
63 75 41 97 55 82 57 81 138 138 137 138
62 76 42 96 56 81 58 80 138 138 137 138
63 78 43 98 58 83 60 82 141 141 141 142
64 80 44 100 59 85 61 84 144 144 144 145
66 82 45 103 60 87 62 85 148 148 147 147
67 84 46 105 62 89 64 87 151 151 151 151
69 85 47 107 63 91 65 89 154 154 154 154
70 87 48 110 64 93 66 91 157 158 157 157
72 89 49 112 66 95 68 93 161 161 161 161
73 91 50 114 67 97 69 95 164 164 164 164
Table 3. The Gear tooth Numbers and Centre Distances.
10
The gears were selected from the TEA Transmission gear catalogue with the module 2 Spur gears and
the Details of the Gears are listed below,
Figure 2. Gear Dimensions.
Predrilled Hub Outside Pitch Length Face

Gear No. of
Part No. Hole Diam. Diam. Diam. Overall H Width
No. Teeth
B N Dk Do F b
N1 35 SNB2035 15 50 74 70 35 15 20
N2 42 SNB2042 20 65 88 84 35 15 20
N3 23 SNB2023 20 35 46 46 35 15 20
N4 54 SNB2054 20 80 112 108 35 15 20
N5 31 SNB2031 20 50 66 62 35 15 20
N6 46 SNB2046 20 70 96 92 35 15 20
N7 32 SNB2032 20 50 68 64 35 15 20
N8 45 SNB2045 20 70 94 90 35 15 20
Table 4. The Selected gears.
Shaft Speeds
1800
1700
1600
1400 1416.67
1200
Speed (rpm)
1007.4
1000
954.7
800
600 603.4
400
200
0
0 0.5 1 1.5 2 2.5 3 3.5
Speed 1 Speed 2 Speed 3
Figure 3. Shaft Speed Layout.

11
Shaft 1 = Input Shaft Shaft 2 = Lay Shaft Shaft 3 = Output Shaft
4.2. Centre Distance between the input/output shafts and lay shaft
m(N1 + N2 )
Center Distance =
2
2(35 + 42)
Center Distance =
2
Center Distance = 𝟕𝟕 𝐦𝐦
4.3. Calculation of the Torque and Speed in each gear.

𝐺𝑒𝑎𝑟 1 = 1700 𝑟𝑝𝑚
35
𝐺𝑒𝑎𝑟 2,3,5,8 = 1700 × = 1416.67 𝑟𝑝𝑚
42
35 23
𝐺𝑒𝑎𝑟 4 = 1700 × × = 603.4 𝑟𝑝𝑚
42 54
35 31
𝐺𝑒𝑎𝑟 6 = 1700 × × = 954.7 𝑟𝑝𝑚
42 46
35 32
𝐺𝑒𝑎𝑟 8 = 1700 × × = 1007.4 𝑟𝑝𝑚
42 45
Torque of Gear 1,
𝑃𝑜𝑤𝑒𝑟 = 𝑇𝑜𝑟𝑞𝑢𝑒 × 𝑆𝑝𝑒𝑒𝑑
𝑇𝑜𝑟𝑞𝑢𝑒 = 𝑃𝑜𝑤𝑒𝑟⁄𝑆𝑝𝑒𝑒𝑑
2500 𝑊 × 60
𝑇𝑜𝑟𝑞𝑢𝑒 =
1700 × 2𝜋 𝑟𝑎𝑑𝑠 −1
𝑇𝑜𝑟𝑞𝑢𝑒 = 𝟏𝟒. 𝟎𝟒 𝑵𝒎
Gear Number 𝑆𝑝𝑒𝑒𝑑 (𝑟𝑝𝑚) 𝑇𝑜𝑟𝑞𝑢𝑒 (𝑁𝑚)
1 1700 14.04308
2,3,5,7 1416.67 16.85166
4 603.4 39.56454
6 954.7 25.00601
8 1007.4 23.69788
Table 5. Calculation of the Torque and Speed in each gear.
12
4.4. Calculation of the Forces in each gear.
Tangential and Radial Forces were calculated by using above torque values,
𝑇 2𝑇
𝐹𝑡𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 = =
𝑚𝑁 𝐷𝑝 𝐹𝑟𝑎𝑑𝑖𝑎𝑙 = 𝐹𝑡𝑎𝑛 × tan (𝜑)
2
Pressure angle (𝜑) = 20 °
Tangential
Radial Force
Pitch Diameter Force
Gear 1 𝜑 (𝑑𝑒𝑔𝑟𝑒𝑒𝑠) Torque (Nm) (𝐹𝑟𝑎𝑑𝑖𝑎𝑙 )
(mm) (𝐹𝑡𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 )
(N)
(N)
1 20 70 14.04308 400 145.5881
2 20 84 16.85166 402.381 146.4547
3 20 46 16.85166 734.7826 267.439
4 20 108 39.56454 761.5385 277.1773
5 20 62 16.85166 545.1613 198.4225
6 20 92 25.00601 543.4783 197.8099
7 20 64 16.85166 528.125 192.2218
8 20 90 23.69788 526.6667 191.691
Table 6. Calculation of the forces in each gear.
4.5. Calculation of the Shaft Length and SFD and BMD in each gear.
Since there is no proper way of obtaining a correct value for the total length of shafts it must be assumed
and it is shown below. The lengths were selected as to reduce bending moment as much as possible and
the space in between gears were selected arbitrary allowing space for mesh rings and synchronizer. In
order to hold the shafts 2 bearings were included in each shaft at the ends. Shear force Diagram and
Bending Moment Diagrams are constructed using online portal Beam Guru. The bearings act as roller
supports but with the limitation of the software one end must be taken as a pin support, but in the
calculation the horizontal reaction from the pin support is made zero. In these diagrams 𝑄𝑥 is referred to
the Shear Force Diagram and 𝑀𝑥 referred to the Bending Moment Diagram.
Input Shaft Length = 90 𝑚𝑚

Lay Shaft Length = 330 𝑚𝑚
Output Shaft Length = 240 𝑚𝑚
13
4.5.1. Input Shaft
4.5.1.1. Vertical Forces acting on the Input Shaft.
Figure 4. Vertical Forces acting on the Input Shaft
Calculate the reactions at the supports of a beam.

A beam is in equilibrium when it is stationary relative to an inertial reference frame. The following
conditions are satisfied when a beam, acted upon by a system of forces and moments, is in equilibrium.
∑𝐹𝑥 = 0 𝐻𝐵 = 0
The sum of the moments about the roller support at the point A
𝑃1 × 62.5 + 𝑅𝐵 × 90 = ∑𝑀𝐴 = 0
The sum of the moments about the pin support at the point B:
−𝑃1 × 27.5 − 𝑅𝐴 × 90 = ∑𝑀𝐵 = 0

Calculate reaction of pin support at the point B:
𝑃1 × 62.5 145.6 × 62.5
𝑅𝐵 = − =− = −𝟏𝟎𝟏. 𝟏𝟏 𝑵
90 90
Calculate reaction of roller support at the point A:
𝑃1 × 27.5 145.6 × 27.5
𝑅𝐴 = − =− = −𝟒𝟒. 𝟒𝟗 𝑵
90 90
14
4.5.1.2. Horizontal Forces acting on the Input Shaft.
Figure 5. Horizontal Forces acting on the Input Shaft.

∑𝐹𝑥 = 0 𝐻𝐵 = 0
𝑃1 × 62.5 + 𝑅𝐵 × 90 = ∑𝑀𝐴 = 0
−𝑃1 × 27.5 − 𝑅𝐴 × 90 = ∑𝑀𝐵 = 0

𝑃1 × 62.5 400 × 62.5
𝑅𝐵 = − =− = −𝟐𝟕𝟕. 𝟕𝟖 𝑵
90 90
𝑃1 × 27.5 400 × 27.5
𝑅𝐴 = − =− = −𝟏𝟐𝟐. 𝟐𝟐 𝑵
90 90
15
4.5.2. Lay Shaft
4.5.2.1. Vertical Forces acting on the Lay Shaft for Speed 1.
Figure 6. Vertical Forces acting on the Lay Shaft for Speed 1.

∑𝐹𝑥 = 0 𝐻𝐵 = 0
−𝑃2 × 47.5 + 𝑃1 × 142.5 + 𝑅𝐵 × 330 = ∑𝑀𝐴 = 0
𝑃2 × 282.5 + 𝑃1 × 187.5 − 𝑅𝐴 × 330 = ∑𝑀𝐵 = 0

𝑃2 × 47.5 + 𝑃1 × 142.5 146.5 × 47.5 + 267.439 × 142.5
𝑅𝐵 = = = −𝟏𝟑𝟔. 𝟓𝟕 𝑵
330 330
𝑃2 × 282.5 + 𝑃1 × 187.5 146.5 × 282.5 + 267.439 × 187.5
𝑅𝐴 = = = −𝟐𝟕𝟕. 𝟑𝟕 𝑵
330 330
16
4.5.2.2. Horizontal Forces acting on the Lay Shaft for Speed 1.
Figure 7. Horizontal Forces acting on the Lay Shaft for Speed 1.

∑𝐹𝑥 = 0 𝐻𝐵 = 0
−𝑃2 × 47.5 + 𝑃1 × 142.5 + 𝑅𝐵 × 330 = ∑𝑀𝐴 = 0
𝑃2 × 282.5 − 𝑃1 × 187.5 − 𝑅𝐴 × 330 = ∑𝑀𝐵 = 0

𝑃2 × 47.5 − 𝑃1 × 142.5 402.4 × 47.5 − 734.8 × 142.5
𝑅𝐵 = = = −𝟐𝟓𝟗. 𝟑𝟖 𝑵
330 330
𝑃2 × 282.5 − 𝑃1 × 187.5 402.4 × 282.5 − 734.8 × 187.5
𝑅𝐴 = = = −𝟕𝟑. 𝟎𝟐 𝑵
330 330
17

∑𝐹𝑥 = 0 𝐻𝐵 = 0
−𝑃2 × 47.5 − 𝑃1 × 212.5 + 𝑅𝐵 × 330 = ∑𝑀𝐴 = 0

𝑃1 × 282.5 + 𝑃2 × 117.5 − 𝑅𝐴 × 330 = ∑𝑀𝐵 = 0

𝑃1 × 47.5 − 𝑃2 × 212.5 146.5 × 47.5 − 198.4 × 212.5
𝑅𝐵 = = = 𝟏𝟒𝟖. 𝟖𝟒 𝑵
330 330
𝑃1 × 282.5 − 𝑃2 × 117.5 146.5 × 282.5 − 198.4 × 117.5
𝑅𝐴 = = = 𝟏𝟗𝟔. 𝟎𝟔 𝑵
330 330
18

∑𝐹𝑥 = 0 𝐻𝐵 = 0
−𝑃2 × 47.5 + 𝑃1 × 212.5 + 𝑅𝐵 × 330 = ∑𝑀𝐴 = 0
𝑃1 × 282.5 − 𝑃2 × 117.5 − 𝑅𝐴 × 330 = ∑𝑀𝐵 = 0

𝑃1 × 47.5 − 𝑃2 × 212.5 402.4 × 47.5 − 545.2 × 212.5
𝑅𝐵 = = = −𝟐𝟗𝟑. 𝟏𝟓 𝑵
330 330
𝑃1 × 282.5 − 𝑃2 × 117.5 402.4 × 282.5 − 545.2 × 117.5
𝑅𝐴 = = = 𝟏𝟗𝟔. 𝟎𝟔 𝑵
330 330
19

∑𝐹𝑥 = 0 𝐻𝐵 = 0
−𝑃1 × 47.5 − 𝑃2 × 285.5 + 𝑅𝐵 × 330 = ∑𝑀𝐴 = 0

𝑃1 × 285.5 + 𝑃2 × 44.5 − 𝑅𝐴 × 330 = ∑𝑀𝐵 = 0

𝑃1 × 47.5 + 𝑃2 × 285.5 146.5 × 47.5 + 191.7 × 285.5
𝑅𝐵 = = = 𝟏𝟖𝟔. 𝟗𝟒 𝑵
330 330
𝑃2 × 44.5 + 𝑃1 × 285.5 146.5 × 285.5 + 191.7 × 44.5
𝑅𝐴 = = = 𝟏𝟓𝟏. 𝟐𝟔 𝑵
330 330
20

∑𝐹𝑥 = 0 𝐻𝐵 = 0
−𝑃1 × 47.5 + 𝑃2 × 285.5 + 𝑅𝐵 × 330 = ∑𝑀𝐴 = 0

𝑃1 × 285.5 − 𝑃2 × 44.5 − 𝑅𝐴 × 330 = ∑𝑀𝐵 = 0

𝑃1 × 47.5 − 𝑃2 × 285.5 402.4 × 47.5 − 526.7 × 285.5
𝑅𝐵 = = = −𝟑𝟗𝟐. 𝟗𝟕 𝑵
330 330
𝑃1 × 282.5 − 𝑃2 × 47.5 402.4 × 282.5 − 526.7 × 47.5
𝑅𝐴 = = = 𝟐𝟔𝟖. 𝟔𝟕 𝑵
330 330
21
4.5.3. Output Shaft.
4.5.3.1. Vertical Forces acting on the Output Shaft for Speed 1.
Figure 12. Vertical Forces acting on the Output Shaft for Speed 1.

∑𝐹𝑥 = 0 𝐻𝐵 = 0
𝑃1 × 47.5 + 𝑅𝐵 × 240 = ∑𝑀𝐴 = 0
−𝑃1 × 192.5 − 𝑅𝐴 × 240 = ∑𝑀𝐵 = 0

𝑃1 × 47.5 277.2 × 47.5
𝑅𝐵 = − =− = −𝟓𝟒. 𝟖𝟔 𝑵
240 240
𝑃1 × 192.5 277.2 × 192.5
𝑅𝐴 = − =− = −𝟐𝟐𝟐. 𝟑𝟒 𝑵
330 330
22
4.5.3.2. Horizontal Forces acting on the Output Shaft for Speed 1.
Figure 13. Horizontal Forces acting on the Output Shaft for Speed 1.

∑𝐹𝑥 = 0 𝐻𝐵 = 0
−𝑃1 × 47.5 + 𝑅𝐵 × 240 = ∑𝑀𝐴 = 0

−𝑃1 × 192.5 + 𝑅𝐴 × 240 = ∑𝑀𝐵 = 0

𝑃1 × 47.5 761.5 × 47.5
𝑅𝐵 = = = 𝟏𝟓𝟎. 𝟕𝟏 𝑵
240 240
𝑃1 × 192.5 761.5 × 192.5
𝑅𝐴 = = = 𝟔𝟏𝟎. 𝟕𝟗 𝑵
240 240
23
Figure 14. Vertical Forces acting on the Output Shaft for Speed 2.

∑𝐹𝑥 = 0 𝐻𝐵 = 0
𝑃1 × 117.5 + 𝑅𝐵 × 240 = ∑𝑀𝐴 = 0
−𝑃1 × 122.5 − 𝑅𝐴 × 240 = ∑𝑀𝐵 = 0

𝑃1 × 117.5 198.5 × 117.5
𝑅𝐵 = − =− = −𝟗𝟔. 𝟖𝟒 𝑵
240 240
𝑃1 × 122.5 198.5 × 122.5
𝑅𝐴 = − =− = −𝟏𝟎𝟎. 𝟗𝟔 𝑵
240 240
24

∑𝐹𝑥 = 0 𝐻𝐵 = 0
−𝑃1 × 117.5 + 𝑅𝐵 × 240 = ∑𝑀𝐴 = 0
−𝑃1 × 122.5 + 𝑅𝐴 × 240 = ∑𝑀𝐵 = 0

𝑃1 × 117.5 543.5 × 117.5
𝑅𝐵 = = = 𝟐𝟔𝟔. 𝟎𝟗 𝑵
240 240
𝑃1 × 122.5 543.5 × 122.5
𝑅𝐴 = = = 𝟐𝟕𝟕. 𝟒𝟏 𝑵
240 240
25
Figure 16. Vertical Forces acting on the Output Shaft for Speed 3..

∑𝐹𝑥 = 0 𝐻𝐵 = 0
𝑃1 × 187.5 + 𝑅𝐵 × 240 = ∑𝑀𝐴 = 0

−𝑃1 × 52.5 − 𝑅𝐴 × 240 = ∑𝑀𝐵 = 0

𝑃1 × 187.5 191.7 × 187.5
𝑅𝐵 = − =− = −𝟏𝟒𝟗. 𝟕𝟕 𝑵
240 240
𝑃1 × 52.5 191.7 × 52.5
𝑅𝐴 = − =− = −𝟒𝟏. 𝟗𝟑 𝑵
240 240
26

∑𝐹𝑥 = 0 𝐻𝐵 = 0
−𝑃1 × 187.5 + 𝑅𝐵 × 240 = ∑𝑀𝐴 = 0

−𝑃1 × 52.5 + 𝑅𝐴 × 240 = ∑𝑀𝐵 = 0

𝑃1 × 187.5 526.7 × 187.5
𝑅𝐵 = = = 𝟒𝟏𝟏. 𝟒𝟖 𝑵
240 240
𝑃1 × 52.5 526.7 × 52.5
𝑅𝐴 = = = 𝟏𝟏𝟓. 𝟐𝟐 𝑵
240 240
27
4.6. Selection of Bearing for the shafts.
When selecting a bearing, the minimum rated capacity must be checked, and a suitable bearing must be
selected from the listed bearings present in the catalogue. These bearings will fit the wall of the case.
All Bearings selected were single row radial ball bearings from NTN bearing catalogue. Bearings for
Input, Output and Layshaft are founded below,
The governing equation to calculate the minimum rated capacity:
0.3
𝐿
Minimum rated capacity = C = 𝐹𝑒 × 𝐾𝑎 ( )
𝐿𝑟 × 𝐾𝑟
Where,
𝐹𝑒 = Equivalent force for Radial ball bearings
𝐾𝑎 = Application factor for gearing, 𝐾𝑎 = 1.3
𝐾𝑟 = Life Adjustment Factor from table for reliability of 97%, 𝐾𝑟 = 0.45
𝐿𝑟 = 9 × 107
𝐿 = 𝜔 × 60 × lifespan × weeks per year × hours per day × days per week
For Radial Ball Bearing,
0<
𝐹𝑡⁄ < 0.35 𝐹𝑒 = 𝐹𝑟
𝐹𝑟
𝐹
0.35 < 𝑡⁄𝐹 < 10
𝐹
𝐹𝑒 = 𝐹𝑟 [1 + 1.115 ( 𝑡⁄𝐹 − 0.35)]
𝑟 𝑟
𝐹𝑡⁄ > 10 𝐹𝑒 = 1.176𝐹𝑡

𝐹𝑟
For Needle Bearings,

19.1 × 106 × 𝑃𝑜𝑤𝑒𝑟 𝐾𝑟𝑎𝑑𝑖𝑎𝑙 = 𝐾𝑡𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 × tan (𝜑)
𝐾𝑇𝑎𝑛𝑔𝑒𝑛𝑡𝑖𝑎𝑙 =
𝑃𝑖𝑡𝑐ℎ 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 × 𝑆𝑝𝑒𝑒𝑑
Pressure angle (𝜑) = 20 °
4.6.1. Calculation of Bearings for Input Shaft.
Radial
Bearing Tangential 𝐹𝑡
Force ⁄𝐹 𝐹𝑒 (𝑁) 𝐾𝑎 𝐾𝑟 𝐿 (𝑟𝑒𝑣𝑠) 𝐶 (𝑁)
Position Force (N) 𝑟
(N)
A 44.49 122.22 2.75 371.4 1.3 0.45 1272960000 1358.206228
B 101.11 277.78 2.75 1020.2 1.3 0.45 1272960000 3731.213259
Table 7. Calculation of the bearings in Input Shaft.
28
4.6.2. Calculation of Bearings for Lay Shaft.
Radial 𝜔
Bearing Tangential 𝐹𝑡 (𝑟𝑝𝑚)
(N)
277.37 73.02 0.26 250.5437 1.5 0.45 1416.67 1060802496 867.5222

C
196.06 150.35 0.77 287.1878 1.5 0.45 1416.67 1060802496 994.4049
151.26 268.67 1.78 391.7978 1.5 0.45 1416.67 1060802496 1356.623
136.57 259.38 1.9 372.4823 1.5 0.45 1416.67 1060802496 1289.742

D 148.84 293.15 1.97 417.6174 1.5 0.45 1416.67 1060802496 1446.025
186.94 392.97 2.1 552.1482 1.5 0.45 1416.67 1060802496 1911.846

Table 8. Calculation of the bearings in Lay Shaft.
4.6.3. Calculation of Bearings for Output Shaft.
Radial 𝜔
Bearing Tangential 𝐹𝑡 (𝑟𝑝𝑚)
(N)
222.34 610.79 2.75 816.6027 1.5 0.45 603.4 451825920 2188.815
E 100.96 277.41 2.75 370.8725 1.5 0.45 954.7 714879360 1140.778
41.93 115.32 2.75 154.1486 1.5 0.45 1007.4 754341120 481.8555
54.86 150.71 2.75 201.4925 1.5 0.45 603.4 451825920 540.0788
F 96.84 266.09 2.75 355.7385 1.5 0.45 954.7 714879360 1094.227
149.77 411.48 2.75 550.1225 1.5 0.45 1007.4 754341120 1719.636
Table 9. Calculation of the bearings in Output Shaft.
4.6.4. The Selected Bearings

Shaft Maximum Force at Bearing (N) Selected Bearing
Input Shaft 4305.246068 16004
Counter Shaft 2408.377 6003LB
Output Shaft 2525.555 6003LB
Table 10. The Selected Bearings.
4.6.5. Selection of Needle Bearings for the Output Shaft.
Needle Bearing were selected from the NTN Bearing Catalogue for the output shaft.
Pitch Radial Tangential Resultant Gear Equivalent

Power Speed Bearing
Gear Diameter Force Force Force Fact Force
(KW) (rpm) Number
(mm) (N) (N) (N) or (N)
𝐾24 × 28
N4 108 2.5 650 680.19 1521.716 1666.82 1.2 2000.184
× 10𝑆
𝐾22 × 26
N6 92 2.5 950 546.33 1222.248 1338.796 1.2 1606.555
× 10𝑆
𝐾20 × 24
N8 90 2.5 1000 530.55 1186.938 1300.12 1.2 1560.144
× 10𝑆
Table 11. Selection of Needle Bearings for the Output Shaft.
29
4.7. Calculation of endurance limit of the shaft.
Even though there were a variety of material to choose from the shaft material selected was AISI 4140
Specialty Steel which has an ultimate tensile strength of 𝟏𝟕𝟐𝟒 𝑴𝒑𝒂 and yield strength of 𝟏𝟓𝟏𝟕 𝑴𝒑𝒂.
Even though it is relatively cheap, has great endurance the main reason to select this material was because
it has a very high 𝑆𝑢 and 𝑆𝑦 value. By having high 𝑆𝑢 and 𝑆𝑦 value the diameter of the shaft can be kept
to a minimum.
𝑆𝑛 = 𝑆𝑛′(𝐶𝐿 )(𝐶𝑆 )(𝐶𝐷 )
Where,
𝑆𝑢 = 𝑈𝑙𝑡𝑖𝑚𝑎𝑡𝑒 𝑡𝑒𝑛𝑠𝑖𝑙𝑒 𝑠𝑡𝑟𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑚𝑎𝑡𝑒𝑟𝑖𝑎𝑙
= 1724𝑀𝑝𝑎
𝑆𝑛′ = 𝑆𝑡𝑎𝑛𝑑𝑎𝑟𝑑 𝑓𝑎𝑡𝑖𝑔𝑢𝑒 𝑠𝑡𝑟𝑒𝑛𝑔𝑡ℎ 𝑓𝑜𝑟 𝑟𝑜𝑡𝑎𝑡𝑖𝑛𝑔 𝑏𝑒𝑛𝑑𝑖𝑛𝑔
= 0.5 × 1724
= 862𝑀𝑃𝑎
𝐶𝐿 = 𝐿𝑜𝑎𝑑 𝑓𝑎𝑐𝑡𝑜𝑟
= 1
𝐶𝐷 = 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑓𝑎𝑐𝑡𝑜𝑟
= 0.9
𝐶𝑆 = 𝑆𝑢𝑟𝑓𝑎𝑐𝑒 𝑓𝑎𝑐𝑡𝑜𝑟
= 0.68 (𝑀𝑎𝑐ℎ𝑖𝑛𝑒𝑑 𝑠ℎ𝑎𝑓𝑡)
𝑆𝑛 = 862 × 0.9 × 1 × 1
= 775.8𝑀𝑃𝑎
4.8. Calculation of Minimum Diameter of the Shafts.

The required minimum diameter of the shaft under bending & steady torsion,
1⁄
32(𝐹𝑂𝑆) √ 𝐾𝑡𝑀 2 4 𝑇 2 3
𝐷=( ) [( ) + ( ) ]
𝜋 𝑆𝑛 3 𝑆𝑦
Where,
𝐾𝑡 = 𝑆𝑡𝑟𝑒𝑠𝑠 𝑐𝑜𝑛𝑐𝑒𝑛𝑡𝑟𝑎𝑡𝑖𝑜𝑛 𝑓𝑎𝑐𝑡𝑜𝑟
= 3 (𝑠𝑖𝑛𝑐𝑒 𝑟𝑒𝑡𝑎𝑖𝑛𝑖𝑛𝑔 𝑟𝑖𝑛𝑔 𝑎𝑟𝑒 𝑢𝑠𝑒𝑑)
30
𝑆𝑛 = 𝐸𝑛𝑑𝑢𝑟𝑎𝑛𝑐𝑒 𝑙𝑖𝑚𝑖𝑡
= 775.8𝑀𝑃𝑎
𝑆𝑦 = 𝑌𝑖𝑒𝑙𝑑 𝑠𝑡𝑟𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑀𝑎𝑡𝑒𝑟𝑖𝑎𝑙
= 1517𝑀𝑃𝑎
𝐹𝑂𝑆 = 𝐹𝑎𝑐𝑡𝑜𝑟 𝑜𝑓 𝑠𝑎𝑓𝑒𝑡𝑦
= 1.5
𝑇 = 𝑇𝑜𝑟𝑞𝑢𝑒
𝑀 = 𝑀𝑜𝑚𝑒𝑛𝑡
𝐾𝑡 value is obtained from the chart of shaft having groove. This groove is due to the retainer ring, where
the diameter is smallest because it is the most vulnerable point in the shaft. The 𝐾𝑡 value obtained for
layshaft and output shaft is 3 and for the input shaft 2.75. The 𝐾𝑡 value obtained for layshaft in between
gear 2 and 3 is 2.2.
Figure 18. Theoretical Stress Concentration factor chart.
4.8.1. Calculation of Minimum Diameter for Input Shaft.
Vertical Horizontal Resultant

Minimum
Bending Bending Bending 𝑆𝑛 𝑆𝑦
Gear 𝑇 (Nm) 𝐹𝑂𝑆 𝐾𝑡 Diameter
Moment Moment Moment (𝑀𝑃𝑎) (𝑀𝑃𝑎) (mm)
(Nmm) (Nmm) (Nm)
1 2780.56 7638.89 8.129216 532.44 14.04 1517 1.5 2.75 8.715293
Table 11. Calculation of Minimum Diameter for Input Shaft.

31
4.8.2. Calculation of Minimum Diameter for Lay Shaft.

Minimum
Bending Bending Bending 𝑆𝑛 𝑇 𝑆𝑦
Gear 𝐹𝑂𝑆 𝐾𝑡 Diameter
Moment Moment Moment (𝑀𝑃𝑎) (Nm) (𝑀𝑃𝑎)
(mm)
(Nmm) (Nmm) (Nm)
2 13174.93 12761.63 18.34225 532.44 16.85 1517 1.5 3 11.6746
3 25607.28 48633.52 54.96319 532.44 16.85 1517 1.5 3 16.79318
5 17489.25 34445.66 38.6313 532.44 16.85 1517 1.5 3 14.93536
7 8318.68 18665.88 20.43564 532.44 16.85 1517 1.5 3 12.09689
In
Between
25607.28 48633.52 54.96319 532.44 16.85 1517 1.5 2.2 15.14746
Gear 2
and 3
Table 13. Calculation of Minimum Diameter for Lay Shaft.
4.8.3. Calculation of Minimum Diameter for Output Shaft.

Minimum
Bending Bending Bending 𝑆𝑛 𝑇 𝑆𝑦
Gear 𝐹𝑂𝑆 𝐾𝑡 Diameter
Moment Moment Moment (𝑀𝑃𝑎) (Nm) (𝑀𝑃𝑎)
(mm)
(Nmm) (Nmm) (Nm)
4 10561.03 29012.36 30.87479 532.44 39.56 1517 1.5 3 13.92055
6 11862.85 32595.85 34.68741 532.44 25.01 1517 1.5 3 14.42311
8 7862.7 21602.93 22.98932 532.44 23.7 1517 1.5 3 12.59556
Table 14. Calculation of Minimum Diameter for Output Shaft.
4.9. Calculation of the Minimum Diameter of the Bearing in the Shafts

Under the influence of pure vertical shearing the minimum diameter required,
𝐹𝑂𝑆
𝐷 = √2.94 × 𝐾𝑡 × 𝑣 ×
𝑆𝑛
4.9.1. Calculation of the Minimum Diameter of the Bearing in the Input Shaft.
Vertical Horizontal Resultant Minimum

Bearing 𝑆𝑛
Shear Shear Force Shear 𝐾𝑡 𝐹𝑂𝑆 Diameter
Position (𝑀𝑃𝑎)
Force (N) (N) Force (N) (mm)
A 122.22 44.48 130.0623 532.44 2.75 1.5 1.721179
B 277.78 101.11 295.6095 532.44 2.75 1.5 2.594833
Table 15. Calculation of Minimum Diameter of bearing for Input Shaft.
32
4.9.2. Calculation of the Minimum Diameter of the Bearing in the Lay Shaft.

Bearing 𝑆𝑛
C 268.67 277.37 386.1576 532.44 3 1.5 3.097611
D 392.97 186.94 435.1689 532.44 3 1.5 3.288316
Table 16. Calculation of Minimum Diameter of bearing for Lay Shaft.
4.9.3. Calculation of the Minimum Diameter of the Bearing in the Output Shaft.

Bearing 𝑆𝑛
E 610.79 222.34 649.9996 532.44 3 1.5 4.018844
F 411.48 149.77 437.8891 532.44 3 1.5 3.158147
Table 17. Calculation of Minimum Diameter of bearing for Output Shaft.
4.10. Connection of Gears and Bearings to Shafts.

There are three types of fits that can be selected varying from clearance, transition or interference fit. A
rigid connection of gears and bearings to shaft is required for the proper functioning of the gearbox.
Therefore, the gears will be keyed to the shafts and press fitted with a transition fit. ISO standard fit is
used here. According to the ISO standard fit, a locational transition fit is used to fit the gear to shaft
which is denoted by the symbol 𝐻7/𝑛6. 𝐻7 represents the tolerance for the hole and 𝑛6 represents the
tolerance for the shaft. The bearings will be press fitted to the shaft with a locational interference fit which
is denoted by 𝐻7/𝑝6. 𝐻7 represents the tolerance for the hole and 𝑝6 represents the tolerance for the shaft.
Governing Equations,
For Holes,
𝐷𝑚𝑎𝑥 = 𝐷 + ∆𝐷
𝐷𝑚𝑖𝑛 = 𝐷
For Shafts with letters n, p,
𝑑𝑚𝑎𝑥 = 𝑑 + ∆𝑑 + 𝛿𝑓
𝑑𝑚𝑖𝑛 = 𝑑 + ∆𝑑
4.10.1. Connection of gears and bearings to Input shaft.
Position 𝐷 ∆𝐷 𝑑 ∆𝑑 𝛿𝐹 𝐷𝑚𝑎𝑥 𝐷𝑚𝑖𝑛 𝑑𝑚𝑎𝑥 𝑑𝑚𝑖𝑛

Gear 1 20 0.021 20 0.013 0.015 20.021 20 20.028 20.015
Bearing A 15 0.018 15 0.011 0.018 15.018 15 15.029 15.018
Bearing B 15 0.018 15 0.011 0.018 15.018 15 15.029 15.018
Table 18. Connection of Gears and Bearing for Input Shaft.
33
4.10.2. Connection of gears and bearings to Lay shaft.

Gear 2 20 0.021 20 0.013 0.015 20.021 20 20.028 20.015
Gear 3 24 0.021 24 0.013 0.015 24.021 24 24.028 24.015
Gear 5 22 0.021 22 0.013 0.015 22.021 22 22.028 22.015
Gear 7 20 0.021 20 0.013 0.015 20.021 20 20.028 20.015
Bearing A 15 0.018 15 0.011 0.018 15.018 15 15.029 15.018
Bearing B 15 0.018 15 0.011 0.018 15.018 15 15.029 15.018
Table 19. Connection of Gears and Bearing for Lay Shaft.
4.10.3. Connection of gears and bearings to Output shaft.

Gear 4 24 0.021 24 0.013 0.015 24.021 24 24.028 24.015
Gear 6 22 0.021 22 0.013 0.015 22.021 22 22.028 22.015
Gear 8 20 0.021 20 0.013 0.015 20.021 20 20.028 20.015
Bearing A 15 0.018 15 0.011 0.018 15.018 15 15.029 15.018
Bearing B 15 0.018 15 0.011 0.018 15.018 15 15.029 15.018
Table 20. Connection of Gears and Bearing for Output Shaft.
4.11. Selection of Retainer Rings for the shafts.

The purpose of a ring retainer is to make sure that the gears do not freely move/ slide along the shaft. But
including the retainer ring increases the 𝐾𝑡 value to 2.75 in layshaft and output shaft. Since this is a
stepped shaft ring retainer on either side is not necessary. There are 2 ring retainers to hold the bearing. 8
to hold the gears wheels. The rings were selected from DSH catalogue where it provides rings for shafts
with diameters of whole numbers whereas catalogues like DMR provide rings for English units
Figure 19. Retainer Ring Dimensions.
34
The selection of the rings from the DSH catalogue were as follows:
Groove Size
Ring No Shaft Diameter Diameter Width Depth Thickness
𝐷𝑔/(𝑚𝑚) 𝑊 𝑚𝑖𝑛/(𝑚𝑚) 𝑑(𝑚𝑚) 𝑇/𝑚𝑚
DSH-0.15 15 14.3 1.1 0.35 1

DSH-0.17 17 16.2 1.1 0.4 1
DSH-0.20 20 19 1.3 0.5 1.2
DSH-0.22 22 21 1.3 0.5 1.2
DSH-0.24 24 22.9 1.3 0.55 1.2
Table 21. Retainer Ring Details.
.
4.12. Keyway Design

The simplest and most effective key to be used is the square key. The keys are placed in between the gear
and the shaft preventing the relative motion between the shaft and gear. As TEA transmission gear
catalogue did not provide necessary standard key dimensions and specifications were followed to design
the keys. The charts useful are attached in the appendix.
To calculate the minimum length required to avoid shear stress is calculated using the formulae
4𝑇 × 𝐹𝑂𝑆
𝐿 =
𝑆𝑦 × 𝐷 × 𝑊
To calculate the minimum length to avoid compression failure is calculated using the formulae
4𝑇 × 𝐹𝑂𝑆
𝐿 =
𝑆𝑦 × 𝐷 × 𝐻
Figure 20. Keyway Dimensions.
35
Details of the keyway specifications are as follows,
Minimum Minimum
length to length to
avoid avoid failure
Gear Keyway 𝑇 (𝑁𝑚) 𝐷 (𝑚𝑚) 𝑊 (𝑚𝑚) 𝐻 (𝑚𝑚) 𝑆𝑦 𝐹𝑂𝑆 failure by by
shear compression
stress /𝑚𝑚 /𝑚𝑚
1 6 × 2.8 14.04 20 6 2.8 1517 2 0.617007 1.322158
2 6 × 2.8 16.85 20 6 2.8 1517 2 0.740497 1.586778
3 8 × 3.3 16.85 24 8 3.3 1517 2 0.46281 1.121965
4 8 × 3.3 39.56 24 8 3.3 1517 2 1.086574 2.63412
5 6 × 2.8 16.85 22 6 2.8 1517 2 0.673179 1.442526
6 6 × 2.8 25 22 6 2.8 1517 2 0.998781 2.140246
7 6 × 2.8 16.85 20 6 2.8 1517 2 0.740497 1.586778
8 6 × 2.8 23.7 20 6 2.8 1517 2 1.041529 2.231849
Table 22. Keyway Design Details.
4.15. Lubrication
The lubricant was selected according to the pitch line velocity of the gears, it can be calculated by the
following equation,
𝑉 = 𝑃𝑖𝑡𝑐ℎ 𝑅𝑎𝑑𝑖𝑢𝑠 × 𝜔
Gear Rpm 𝑇𝑜𝑟𝑞𝑢𝑒 (𝑁𝑚) 𝑃𝑖𝑡𝑐ℎ 𝑅𝑎𝑑𝑖𝑢𝑠 (𝑚𝑚) 𝑃𝑖𝑡𝑐ℎ 𝐿𝑖𝑛𝑒 𝑉𝑒𝑙𝑜𝑐𝑖𝑡𝑦 (𝑚𝑠 −1 )
N1 1700 14.04308 35 6.230642
N2 1416.67 16.85166 42 6.230656
N3 1416.67 16.85166 23 3.412026
N4 603.4 39.56454 54 3.412046
N5 1416.67 16.85166 41 6.082307
N6 954.7 25.00601 46 4.598758
N7 1416.67 16.85166 32 4.747167
N8 1007.4 23.69788 45 4.747121
Table 23. Pitch Line Velocities.
According to the maximum Pitch Line Velocity the Viscosity index is around 100. Gear oil selection
charts are attached in the appendix. Therefore, the lubricant selected is produced by Caltex Meropa
Extreme Pressure Industrial Gear Oil. Information about the selected gear oil given below,
David FZG Viscosity

ISO Product AGMA Pour Viscosity
Brown Pass
Grade Code No. Point Index
Grade Stage 𝑚𝑚2⁄ @ 40℃ 𝑚𝑚2⁄ @ 100℃
𝑠 𝑠
68 530400 2EP 2E 12 -15 68 8.8 101

Table 24. Retainer Ring Details.
36
5.0. Gearbox Case
The case of the gearbox is a very significant part of the gearbox. The first and most essential use is to
provide a stand for holding the input, output, and counter shaft in position to move in any undesirable
direction. It is also liable to avoid affecting the gearwheels by external forces. The gearbox case here is
split from the centre into 2 parts so that assembly is easier. There are two holding arms to lift the upper
box. The case comprises of 2 parts in this case the gear case was to be connected (either sides) with the
use of 8 M6 bolts. There are 2 entry provided on either side of the case to hold the shafts. The next major
function of the case is to provide lubrication to the gears and the bearings. The design is like wet sump
gearbox where gear oil is placed bottom. There is a hole to insert oil on the upper box. It is closed with a
Threaded bolt. A similar hole is there to remove oil on the base and it is closed with a drain nut. Oil level
indicator is on the base left-hand side. The gear selector rod is placed on the upper box and the speed is
marked.
Figure 21. Base Layout.
Figure 22. Upper Box Layout

37
5.1. Assembly of the Components
Assembly of the gear can be done by placing the keys on the shafts and then the gears through the keys
and after that the retainer rings are placed preventing the movements of the gears. After all the gears are
placed in a shaft tightly and the bearings are fitted to the shafts. Then the retainer rings are place at both
side of the bearing. Then for input and output shaft O-rings are placed on the shaft and the shaft assembly
is lowered on to the base with proper alignment. After all the shafts are placed the gaskets are placed on
the base. Then upper box is fitted to the base by using 8 𝑀6 × 1 bolts. Disassembly can be done by
following the reverse process of assembly. The nut and bolt used to connect the base to the holder is fitted
with hex screw 𝑀10 × 1.5 × 10.
5.2. Oil Seals
There must be a sealing system which should prevent oil from leaking. To achieve this 2 O-rings are used
seal the input and output shaft preventing oil leakage through the shaft. The O-rings are chosen from
ERIKS catalogue and the details are shown below,
O-ring Cross Section Gland Depth Groove Width

Groove
Diameter Tolerance Tolerance Liquids Radius
Vacuum/gases
mm mm mm Tol.
2 0.08 1.51 0.04 2.9 2.4 0.2

Table 25. O-ring Details.
For the sealing between the base and the upper box silicone or non-asbestos gaskets can be used.
Silicone is one of the most common types of rubber, and as such, there are many oil resistant gaskets that
are made from it
Figure 23. O-Ring 17 mm Figure 24. O-Ring 15 mm
38
Figure 25. Silicon Rubber Gasket.
5.3. Gear Box Maintenance
✓ It is advisable to have a Walkaround Visual Inspection on the gear box at week and thorough
inspection at every 6 months.
✓ Lubricants are needed to change at every 6 months to prevent the rubber sealing components
getting eroded
✓ Perform daily lubricant level checks to see if proper levels are maintained.
✓ Vibration signature must be done in every month.
✓ Good Housekeeping is Essential
✓ You should perform a thorough external examination before the gearbox upper box is opened.
✓ Before cleaning the exterior of the gear housing, inspect it for signs of overheating, corrosion,
contamination, oil leaks and damage.
✓ Look for evidence of movement including cracked paint or fretting corrosion at structural
interfaces. Note the condition of the fasteners and inspect load-bearing surfaces of components for
fretting corrosion or other evidence of movement.
5.3.1. The signs of overheating
✓ Smoke from shafts, seals or breathers

✓ Discoloured or burnt paint on housings
✓ Water sprayed on the housing or shafts evaporates quickly, boils or crackles
✓ Temper colours on unpainted surfaces
✓ Melted plastic components such as shipping plugs
39
✓ Low oil level in sight glass or on dipstick
✓ Dark oil in sight glass or on dipstick
✓ Foam in sight glass
✓ Water in sight glass or sludge on filter element (may indicate oil cooler failure)
5.4. GEAR SHIFTING MECHANISM

Since there are 3 output speeds then to vary from gear to gear a gear shifting mechanism must be defined.
In this process a two synchroniser are used to shift between the gear 4, gear 6 and gear 8 to obtain
required speeds. A selector rod is also fixed onto the synchroniser to manually change from gear to gear.
Mesh rings will help the synchroniser to shift the gears.
Figure 26. Synchromesh gear shifting mechanism without synchroniser rails.
Figure 27. 1st Output speed gear layout.
40
Figure 28. 2nd Output speed gear layout.
Figure 29. 3rd Output speed gear layout.
Figure 30. Cross Sectional View of shifting mechanism.

41
6.0. Finite Element Analysis
A Finite Element Analysis was conducted for the Gear Box casing to see the performance of the gear box
to withstand the maximum bearing capacities and to withstand a static force of 150 N. Von-mises stress
analysis, Displacement analysis and Strain analysis were performed. The FEA was conducted in
Solidworks 2017. The obtained results are shown below,
Figure 31. Von-Misses Stress Analysis 1.
42
Figure 34. Displacement Analysis for bearing capacities 1.
43
Figure 37. Strain Analysis for bearing capacities 1.
44
Figure 40. Von-Misses Stress Analysis for static load 1.
Figure 41. Von-Misses Stress Analysis for static load 2.
45
Figure 42. Displacement Analysis for static load 1.
Figure 43. Displacement Analysis for static load 2.
Figure 44. Strain Analysis for static load 1.

46
Figure 45. Strain Analysis for static load 2.
7.0. Thermal Analysis of the Base at 𝟏𝟎𝟎 ℃

Thermal analysis of the base was done when the base is at operating temperature of 100 ℃. Analysis was
done in Solidworks and shown below,
Figure 46. Thermal Analysis of the Base at 100 ℃
47
8.0. Production Drawings
Figure 47. Drawing of Input Shaft.
Figure 48. Drawing of Output Shaft.
48
Figure 49. Drawing of Lay Shaft
Figure 50. Drawing of Gear 23.
49
50
51

52
Figure 58. Drawing of Bearing 6003LB.
53
Figure 59. Drawing of Bearing 16004.
Figure 60. Drawing of Mesh ring 3.
54
55
Figure 63. Drawing of Synchroniser 1.
Figure 64. Drawing of Synchroniser 2.
56
Figure 65. Drawing of Synchroniser ring 1.
Figure 66. Drawing of Synchroniser ring 2
57
Figure 67. Drawing of Keyway 8×7.
Figure 68. Drawing of Keyway 6×6

58
Figure 69. Drawing of Oil Knob.
Figure 70. Drawing of Drain Nut.

59
Figure 71. Drawing of Upper Box.
Figure 72. Drawing of Base.
60
Figure 73. Drawing of Input Shaft Assembly.
Figure 74. Drawing of Output Shaft Assembly.
61
.
Figure 75. Drawing of Lay Shaft Assembly.
Figure 76. Drawing of Level Indicator.
62
Figure 77. Drawing of O-ring 15 mm.
Figure 78. Drawing of O-ring 17 mm.
63
Figure 79. Drawing of Synchroniser fork 1.
Figure 80. Drawing of Synchroniser fork 2

64
Figure 81. Drawing of Synchroniser rail 1.
Figure 82. Drawing of Synchroniser rail 2.

.
65
Figure 83. Drawing of Gasket.
Figure 84. Drawing of Selector Rod.
66
Figure 85. Drawing of Synchroniser rail coupler.
Figure 86. Drawing of M6 Bolt.
67
Figure 87. Drawing of M6 Nut.
Figure 88. Drawing of M10 Bolt.
68
Figure 89. Drawing of M10 Nut.
9.0. Exploded Views of the Assemblies.
Figure 90. Exploded View of Full Assembly.

69
Figure 91. Exploded View of Base.
Figure 92. Exploded View of Input Shaft.
70
Figure 93. Exploded View of Output Shaft.
Figure 94. Exploded View of Lay Shaft.
Figure 95. Exploded View of Shifting Mechanism.

71
10.0. Vibration Analysis
A modal vibration analysis was conducted in Ansys. The resonance conditions were analysed according
to the first 20 natural frequencies of the system. It is better to use vibration isolator mounts for the base
with a damping ratio of 0.07 (Butyl Rubber). The obtained results are shown below,
Mode Natural Frequency (Hz)

1 516.39
2 580.63
3 654.4
4 688.7
5 808.41
6 885.56
7 945.01
8 1002.2
9 1114.7
10 1158.7
11 1364.2
12 1529.2
13 1669.2
14 1788.9
15 1871.5
16 1944.1
17 2006.4
18 2244.5
19. 2252.4
20. 2344
Table 26. Natural Frequency.
Figure 96. Natural Frequency of mode 1.
72
73
74
75
Figure 106. Natural Frequency of mode 11

76

77

78
10.1. Ball pass frequencies of the Bearings

Ball pass frequencies were calculated from the following equations for the given data by the manufacturer
𝑁𝑏 × 𝑆 𝐵𝑑 𝑁𝑏 × 𝑆 𝐵𝑑
𝐵𝑃𝐹𝐼 = × (1 + cos ∅) 𝐵𝑃𝐹𝑂 = × (1 − cos ∅)
2 𝑃𝑑 2 𝑃𝑑
𝐵𝑃𝐹𝑂 = 𝐵𝑎𝑙𝑙 𝑃𝑎𝑠𝑠 𝐹𝑟𝑒𝑞𝑢𝑒𝑛𝑐𝑦 𝑜𝑓 𝑜𝑢𝑡𝑒𝑟 𝑟𝑖𝑛𝑔 𝐵𝑑 = 𝐵𝑎𝑙𝑙 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟
𝐵𝑃𝐹𝐼 = 𝐵𝑎𝑙𝑙 𝑃𝑎𝑠𝑠 𝐹𝑟𝑒𝑞𝑢𝑒𝑛𝑐𝑦 𝑜𝑓 𝑖𝑛𝑛𝑒𝑟 𝑟𝑖𝑛𝑔 𝑃𝑑 = 𝑃𝑖𝑡𝑐ℎ 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟
𝑁𝑏 = 𝑁𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑏𝑎𝑙𝑙𝑠 ∅ = 𝐶𝑜𝑛𝑡𝑎𝑐𝑡 𝑎𝑛𝑔𝑙𝑒

𝐵𝑒𝑎𝑟𝑖𝑛𝑔 𝑁𝑏 𝐵𝑑 𝑃𝑑 𝑆𝑝𝑒𝑒𝑑 (𝑟𝑎𝑑𝑠 −1 ) ∅ 𝐵𝑃𝐹𝐼 (𝐻𝑧) 𝐵𝑃𝐹𝑂 (𝐻𝑧)
6003 8 0.218 1.023 148.3 0 719.6102 466.7898
6003 8 0.218 1.023 63.2 0 306.6714 198.9286
6003 8 0.218 1.023 100 0 485.2395 314.7605
6003 8 0.218 1.023 105.5 0 511.9277 332.0723
16004 10 0.218 1.244 178 0 1045.965 734.0354
Table 27. Ball pass frequencies.
10.2. Gear Mesh Frequency

𝐺𝑒𝑎𝑟 𝑀𝑒𝑠ℎ 𝐹𝑟𝑒𝑞𝑢𝑒𝑛𝑐𝑦 = 𝑆𝑝𝑒𝑒𝑑 × 𝑁𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑡𝑒𝑒𝑡ℎ
Gear Number of Teeth Speed (rpm) Frequency (Hz)

1 35 1700 6227.667
2 42 1416.7 6227.813
3 23 1416.7 3410.469
4 54 600 3391.2
5 31 1416.7 4596.719
6 46 950 4573.933
7 32 1416.7 4745.001
8 45 1000 4710
Table 28. Gear Mesh Frequencies.
79
11.0. Conclusion
This project has taught a lot about the field of designing. The experience is not like any other because we
have now lastly been willing to apply for the first time after studying a bunch of easy concepts for the
previous 3 years, so it has shown how to apply all the teaching undertaken in the previous years. This
project also taught how to calculate gear sizes, select shaft lengths and diameters, find ring retainers, what
details are needed when selecting bearings, what catalogues to refer to when selecting bearings and, most
importantly, how to assemble all components and to do a Finite Element Analysis.
This project was also an eye-opener at the same time. It showed that there is much more to learn and it
also taught what to do to separate one from being a designer to an engineering designer; the little things
they do like to optimize reading and always question every step of the design process. There are some
features / tools to learn soon as this project highlighted its importance such as vibrational analysis and
other heat analysis to assist in system testing.
There can be some deviations from the expected results as most of the time calculations were done based
on the assumptions and iterations. These errors can be minimised by conducting various computer aided
engineering (CAE) analysis. There are several errors with this gearbox’s are, Even though this gearbox
was a synchromesh gearbox, there is no proper synchronisers because the selected gears were hub gears
and the operation of the gears are done with any bearing between the gears and the shafts (Needle
Bearing).Even with the errors like these the project was concluded successfully.
To conclude, this was an amazing experience to say the least it gave an insight to designing, it gave an
insight to one of the vastest fields in mechanical engineering and it is an experience that will be the
beginning of a lifetime of designing as students of mechanical engineering.
80
12.0. References
1. Tuma, J. (2009). Gearbox Noise and Vibration Prediction and Control. The International Journal
of Acoustics and Vibration, 14(2).
2. Tiwari, S. and Joshi, U. (2012). Stress Analysis of Mating Involute Spur Gear Teeth. International
Journal of Engineering Research & Technology (IJERT), 1(9).
3. Golabi, S., Fesharaki, J. and Yazdipoor, M. (2014). Gear train optimization based on minimum
volume/weight design. Mechanism and Machine Theory, 73, pp.197-217.
4. Gupta, K., Chaube, S. and Jain, N. (2014). Exploring Wire-EDM for Manufacturing the High
Quality Meso-gears. Procedia Materials Science, 5, pp.1755-1760.
5. Lin, Y., Shea, K., Johnson, A., Coultate, J. and Pears, J. (2009). A METHOD AND SOFTWARE
TOOL FOR AUTOMATED GEARBOX SYNTHESIS. Proceedings of the ASME 2009
International Design Engineering Technical Conferences & Computers and Information in
Engineering Conference.
6. Meysami, A., Ghasemzadeh, R., Seyedein, S. and Aboutalebi, M. (2010). An investigation on the
microstructure and mechanical properties of direct-quenched and tempered AISI 4140 steel.
Materials & Design, 31(3), pp.1570-1575.
7. Rosen, I., Kruk, S., Eker, P. and Mellgren, H. (1969). Paper 26. Synchromesh Mechanisms:
Experience of Heavy Truck Gearboxes. Proceedings of the Institution of Mechanical Engineers,
Conference Proceedings, 184(9), pp.438-476.
8. Soyama, H. and Macodiyo, D. (2005). Fatigue strength improvement of gears using cavitation
shotless peening. Tribology Letters, 18(2), pp.181-184.
9. Soyama, H. and Sekine, Y. (2010). Sustainable surface modification using cavitation impact for
enhancing fatigue strength demonstrated by a power circulating-type gear tester. International
Journal of Sustainable Engineering, 3(1), pp.25-32.
10. Prayoonrat, S. and Walton, D. (1988). Practical approach to optimum gear train design. Computer-
Aided Design, 20(2), pp.83-92.
11. Paffoni, B., Progri, R. and Gras, R. (2000). The mixed phase of gearbox synchromesh operation.
Proceedings of the Institution of Mechanical Engineers, Part J: Journal of Engineering Tribology,
214(2), pp.157-165.
12. Zhirafar, S., Rezaeian, A. and Pugh, M. (2007). Effect of cryogenic treatment on the mechanical
properties of 4340 steel. Journal of Materials Processing Technology, 186(1-3), pp.298-303.
81
Appendix
International Tolerance Grades and Limits
A
A
A
Keyway and Kay Size Dimensions
A
Gear Oil Selection Charts
A
Application Factors of Bearings
Reliability Graph
A
Needle Bearing Selection Charts.

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M ACHINE D ESIGN II

EN 17353458 – G AMAGE O.D.

Figure 1. Gear Layout…………………………………………………………………………………... . 8

Table 1. Excel Sheet Generated for Gear teeth Calculation……………………………………………… 10

1.1. Background/Rationale for the thesis

1.2. Statement of the Problems

The specifications required for the gearbox were as follows,

• Power transmission of 2.5 kW.

1.3.2. Specific Objectives

Some of the unique objectives that were introduced to the project,

• Finite Element Analysis for the gear box casing.

• Thermal Analysis for the Lubricant.

• Synchromesh gear shifting.

2.2. Main body

4.1. Gear Selection

First the Required speed ratios were calculated,

Then the speed ratios were taken with number of teeth,

It can be taken as,

𝑉1 = 𝑉𝑖𝑛 × 𝑉𝐴 𝑉2 = 𝑉𝑖𝑛 × 𝑉 𝐵 𝑉3 = 𝑉𝑖𝑛 × 𝑉𝐶

The centre distances must be equal for reverted gearbox,

Error Error Error

The Speed ratios are as follows,

The Gear tooth Numbers and Centre Distances,

Figure 2. Gear Dimensions.

Predrilled Hub Outside Pitch Length Face

Speed 1 Speed 2 Speed 3

Figure 3. Shaft Speed Layout.

4.3. Calculation of the Torque and Speed in each gear.

𝑃𝑜𝑤𝑒𝑟 = 𝑇𝑜𝑟𝑞𝑢𝑒 × 𝑆𝑝𝑒𝑒𝑑

Gear Number 𝑆𝑝𝑒𝑒𝑑 (𝑟𝑝𝑚) 𝑇𝑜𝑟𝑞𝑢𝑒 (𝑁𝑚)

Pressure angle (𝜑) = 20 °

Input Shaft Length = 90 𝑚𝑚

4.5.1.1. Vertical Forces acting on the Input Shaft.

Figure 4. Vertical Forces acting on the Input Shaft

Calculate the reactions at the supports of a beam.

−𝑃1 × 27.5 − 𝑅𝐴 × 90 = ∑𝑀𝐵 = 0

Figure 5. Horizontal Forces acting on the Input Shaft.

Calculate the reactions at the supports of a beam.

−𝑃1 × 27.5 − 𝑅𝐴 × 90 = ∑𝑀𝐵 = 0

Figure 6. Vertical Forces acting on the Lay Shaft for Speed 1.

Calculate the reactions at the supports of a beam.

−𝑃2 × 47.5 + 𝑃1 × 142.5 + 𝑅𝐵 × 330 = ∑𝑀𝐴 = 0

𝑃2 × 282.5 + 𝑃1 × 187.5 − 𝑅𝐴 × 330 = ∑𝑀𝐵 = 0

Figure 7. Horizontal Forces acting on the Lay Shaft for Speed 1.

Calculate the reactions at the supports of a beam.

−𝑃2 × 47.5 + 𝑃1 × 142.5 + 𝑅𝐵 × 330 = ∑𝑀𝐴 = 0

𝑃2 × 282.5 − 𝑃1 × 187.5 − 𝑅𝐴 × 330 = ∑𝑀𝐵 = 0

Figure 8. Vertical Forces acting on the Lay Shaft for Speed 2.

Calculate the reactions at the supports of a beam.

−𝑃2 × 47.5 − 𝑃1 × 212.5 + 𝑅𝐵 × 330 = ∑𝑀𝐴 = 0

𝑃1 × 282.5 + 𝑃2 × 117.5 − 𝑅𝐴 × 330 = ∑𝑀𝐵 = 0

Figure 9. Horizontal Forces acting on the Lay Shaft for Speed 2.

Calculate the reactions at the supports of a beam.

−𝑃2 × 47.5 + 𝑃1 × 212.5 + 𝑅𝐵 × 330 = ∑𝑀𝐴 = 0

𝑃1 × 282.5 − 𝑃2 × 117.5 − 𝑅𝐴 × 330 = ∑𝑀𝐵 = 0

Calculate the reactions at the supports of a beam.

−𝑃1 × 47.5 − 𝑃2 × 285.5 + 𝑅𝐵 × 330 = ∑𝑀𝐴 = 0

𝑃1 × 285.5 + 𝑃2 × 44.5 − 𝑅𝐴 × 330 = ∑𝑀𝐵 = 0

Calculate the reactions at the supports of a beam.

−𝑃1 × 47.5 + 𝑃2 × 285.5 + 𝑅𝐵 × 330 = ∑𝑀𝐴 = 0

𝑃1 × 285.5 − 𝑃2 × 44.5 − 𝑅𝐴 × 330 = ∑𝑀𝐵 = 0

Calculate the reactions at the supports of a beam.

𝑃1 × 47.5 + 𝑅𝐵 × 240 = ∑𝑀𝐴 = 0