TABLE OF CONTENTS:

1. Introduction to the design

2. Design of gearbox
3. Assumptions
4. Design sheet of gears
5. Modeling of gearbox components
6. Description of other components
7. Mechanisms involved
8. Calculations
9. FE analysis on Ansys
10. Case study sample of 2nd gear
11. Results of analysis
12. Shaft stress analysis
13. Casing analysis for stresses
14. Results and conclusions
 INTRODUCTION TO THE DESIGN
• The research is based on the use of axial forces on gears to decrease the engagement time or
totally using these forces to engage automatically in a sequential transmission gearbox. The axial
forces are of the order of about ½ of the tangential forces in magnitude. The forces can be used to
engage/ disengage the gears and it is necessary to use the constant mesh sliding gear type
arrangement in the gearbox.

• The analysis is fully based on

helical profile of gears. The
stresses and forces are
calculated theoretically as well
as via Finite Element Analysis.
The various design parameters
are designed on Catia and
analyzed on Ansys. The results
are then compared for both
the cases.
 DESIGN OF GEARBOX
• The design of the gearbox is based on sequential gearbox used in racecars. The box is 5-speed reduction
gearbox designed to transmit power from a 4 H.P. gas turbine for an R.C vehicle. The gears are running at a
peak rpm of about 34500 for the fifth driven gear and peak torque of about 2.5N-m for the very first driven
gear. The whole gear box assembly is drafted on CATIA and the analysis is taken care of by ANSYS. The
main focus is on the axial forces on the helical gear pairs from the 2nd to 5th gear.
• The gears are having involute profile with 20opressure angle, whole of the design data is provided in the
sheets below. The gearbox is a constant mesh sliding gears sequential gearbox. The axial force column
shows the theoretical value of axial forces acting on a particular gear pair. As the driving shaft (e.g. shaft
connected to the engine is having gears permanently attached to the shaft, there is no relative motion
between the input shaft and the driving gears. The main attempt is to provide the dynamic analysis for the
gear pairs in motion. The tangential forces are provided instead of torque for the calculations.
• The modeling is done on Catia via parametric modeling and using the same formulas for each gear pair.
• AGMA standard equations used for drafting gears.
• The various mechanisms followed are:-
1. Rotary motion of the gear pair in motion.
2. Linear motions of the driven gears in axial directions.
3. Combined motion of the above.
 ASSUMPTIONS
• Following assumptions are used during analysis:
• The gear and shaft material has been assumed to behave as linear elastic material and homogenous
and isotropic.
• Radial forces are neglected during FE Modeling.
• For simpler analysis combine loading is only provide for the shaft analysis. While for gear analysis loads
only in one direction are provide for a single solution.
• Heat generation and thermal stresses are ignored.
• The gear are meshed under good lubrication conditions and the friction is assumed to be zero.
• The residual stresses are zero and no contact behavior is considered.
• The connection between output shaft and driven gears and that between forks and gears is frictionless.
• The material properties of various components are:-
S No. Material Min. tensile Max. bending Hardness No.
(Steel) strength(ft, N/mm2) strength(fb, N/mm2) (BHN)
safe

1 C-30 500 225 300

2 30Ni4Cr1 1500 455 475

 DESIGN SHEET OF GEARS
GEAR NO. GEAR 1st GEAR 2nd GEAR 3rd GEAR 4th GEAR 5th
GEAR TYPE SPUR HELICAL HELICAL HELICAL HELICAL
RATIO 5.000:1 3.230:1 1.774:1 1.000:1 0.870:1
RADIUS(in mm) PINION MAX. 4 5.667 8.65 12 12.8
GEAR MAX. 20 18.33 15.347 12 11.126
MODULE (in mm) mn (normal module) 0.8 0.6 0.5 0.5 0.5
m (module) 0.8 0.667 0.5581 0.5581 0.5581
TEETH Zp 10 17 31 43 46
Zg 50 55 55 43 40
N(MAX,INPUT) (R.P.M) 30000 30000 30000 30000 30000
N(MAX,OUTPUT) (R.P.M) 6000 9288 16909.03 30000 34482.76
PERIPHERAL VELOCITY(V) (in m/sec) 12.566 17.812 26.703 37.699 40.212
PRESSURE ANGLE (Φ) (in degrees) 20 20 20 20 20
HELIX ANGLE (Ψ) (in degrees) 0 25.842 26.376 26.376 26.376
FORMATION ANGLE θ(IN DEGREES) PINION 0 -67.576368 23.14798 -13.05127 11.52916
GEAR 0 19.79579 -12.9862746 13.05127 -13.265788
Cv 0.6124 0.5702 0.518 0.477 0.4696
HUB DIMENSIONS(in mm) LENGTH PINION 12.56 13.02 7.5 5.5 5.2
GEAR 10 9 6.8 5.4 7.5
RIM THICKNESS(mm) PINION """ """ 1.25 2 2
WEB THICKNESS(mm) MAX(INNER) PINION """ """ """ 3 3
GEAR 5.4 4.8 2.6 2.3 2.2
SHAFT DIAMETER(in mm) PINION 4 4 4 4 4
SHAFT MATERIAL 30Ni4Cr1 STEEL """ """ """ """
 MODELING OF GEARBOX COMPONENTS
• The below modeling is done for all the gears in pairs with input as the no. of teeth, module, normal module,
pressure angle, helix angle etc. The gears are modeled via parametric modeling in CATIA, with the
following parameters:-
Parameters description
Parameter Description Formula

N No. of teeth
Mn Normal module
M Module
Rp Pitch circle radius M*N/2
Ra Addendum circle radius Rp+Mn
Rd Deddendum radius Rp-1.25*Mn
Rb Base circle radius 0.94*Rp
Ψ Helix angle
Φ Pressure angle
An Design angle 90/N*1 deg
F Face width
Rf Fillet radius at Add. circle 0.4*Mn
Rft Fillet radius at base circle 0.1*Mn
Rweb Web radius Rp-5.25*Mn
Dhub Hub diameter
 DESCRIPTION OF OTHER COMPONENTS:
1. Shifting cylinder:-
The cylinder is having a max diameter of 10 mm .The
grooves as shown on the periphery of the cylinder are drawn
through surface modeling in CATIA. The grooves have their shifting
sides as shown and are consecutively placed at defined lengths and
angle. There is a relative sliding motion between the forks and
cylinder.

2. Shifting forks:-
The forks are shown and used initially for the
shifting purpose but the main shifting is done with the help of
electromagnetic actuators in the future. For now, only the theoretical
analysis is done. The fork pin slides in the path of the grooves on shifting
cylinder. Pin is attached to the fork in a hole at the periphery of the
fork cylinder. The hole is shown at the bottom of the inner cylinder.

3. Differential assembly:-
The differential assembly is shown in the figure
as the middle differential transmitting power to both the axles.
Normally used to transfer power for different traction
conditions. The main gear get its power from the transmission
output gear (differential input gear).
 DESCRIPTION OF OTHER COMPONENTS( cont.….)
5. Clutch
The clutch shown in the design is an
electromagnetic clutch, the specifications will be completely
defined in the future work. It is basically a multiplate clutch
using electrical power to engage or disengage the
transmission input shaft.

6. Casing /Cover
The casing is moulded as the outer structural frame for
the entire transmission parts. The material used is aluminium. The
casing supports the shafts via journal bearings.

4. Dog clutches:-
Dog clutches are used for an indirect connection between the driven gears and the output shaft. Thee are designed for
two consecutive gears in the transmission. The 2nd and 3rd gears are linked with the 2nd dog clutch and 4th and 5th gears
with the 3rd dog clutches. The 1st gear has a separate dog clutch for the high torque transmission capacity. Further it is
shown that the differential input gear on the transmission output shaft is not bonded, but is linked with the 1st dog clutch.
Thus in the 1st gear the motion is transferred from 1st driven gear to the differential input via 1st dog clutch. This relieves the
risk of shaft failure in 1st gear.
 MECHANISMS INVOLVED
1. Up shifting:-
Assuming the transmission to be in idle state and there is no engagement of any of the driven gears on the output
shaft with their corresponding dog clutch. The power is supplied to the input shaft and the gear pair in constant mesh begins to
rotate. Considering the helical gear pairs from 2nd to 5th gear, by retarding the driven gears via a braking mechanism the driven
gears begin to move axially depending upon the direction of the helix, thus incorporate engagement with the dog clutch
without the use of a shifting fork. One major thing to note is that the speed of engagement is proportional to the extent of
braking applied e.g. more is the retarding force less is the engagement time. As the power is continuously flowing, the driven
gear manages to be engaged with the clutch.
If somehow the power flows in the reverse direction (from wheels to the transmission) thereby moving the
gear away from the clutch and completely disengages it. The drive came to the initial idle stage with no engagement of any
of the gears. To again engage the gear the braking force is reapplied to the driven gear only (if required) as the motion of the
vehicle is not transferred to the driven gear due to frictionless contact between the output shaft and the driven gear. There is
however a beneficial side of this story that if in a lower gear the engine reaches its peak power or rpm, one needs to decrease
the operating speed for safe engagement. Thus if the clutch is not disengaged during the shifting, the power flows in the
negative direction (even if the clutch disengages the driven gear finds some resistance to drive the transmission input shaft due
to inertia of other gears) and the driven gear is now driving the pinion gear thus the driven gear is shifted away from the clutch
and disengages. Now to shift from 2nd to 3rd gear the same braking mechanism is to be applied to the later driven gear.
2. Downshifting:-
For downshifting the acceleration of the vehicle must be stopped, this needs to decrease the engine rpm by
depressing the accelerator paddle thus transmitting power in reverse direction towards the engine. The driven gear is now
driving the ‘driving’ gear and thus the gear disengages if the clutch is not disengaged (because of resistance to the motion)
and thus allows the axial movement. The gear pair that needs to be engaged is followed by the similar shifting mechanism. The
above mechanism is well suited for sequential mechanisms because during up shifting the best acceleration is obtained if the
gears are engaged sequentially. It is described in the calculations.
 CALCULATIONS
For the 2nd gear pair, assuming 55% of the peak power
and the torque 50% of the rated torque at full power.

Ft = Fn * cos(øn)*(cos Ψ),

Fa = Fn * cos (øn)*(sin Ψ)
Combining both we get
Fa = Ft (tan Ψ)

The above equation is used to calculate the axial

force, given the values of tangential force or the torque.
The values are calculated and are shown in Table 1 as
AXIAL FORCE. Considering the reactions of these forces
from the gears and the clutches and calculating the
value of normal and shear stresses from FEA software &
checking them for the safe stresses.
 FE ANALYSIS ON ANSYS
• The bending strength of the beams or tooth is compared with the von-mises stress, because of the highest stress
concentration at the bottom of the flanks. Considering the yield strength for the comparison and assuming
ultimate strength (fut) of about 1100 N/mm2.
fb=(fut /3)
fb = 1100/3 N/mm2=367 N/mm2
Assuming F.O.S =3
fb (safe) = 367/3 = 122.23 N/mm2
From Table for C-30 steel the fb (max) = 225 N/mm2
Thus for ideal case F.O.S. = 225/122.23 = 2.
• The equivalent stressed portion in the diagrams shown highlights the major stressed portions in the pair
considered and it’s clear that the gear tooth are comparatively much more stressed than the remaining
portion. The Von- Mises equivalent stresses are based on the measurement of stresses via distortion energy
theory. This theory proposes that the total strain energy can be separated into two components: the volumetric
(hydrostatic) strain energy and the shape (distortion or shear) strain energy and yield occurs when the distortion
Component exceeds that at the yield point for a simple tensile tests.
• The stress analysis figure shown for 2nd gear the maximum von-mises stresses are below the safe stresses as
tabulated later. For 1st gear the components are only in radial and tangential direction because there is no
helical profile for the tooth. Thus z component is zero. The units taken is in MPa (Mega pascal) or N/mm2. All
dimensions are in mm (millimeters). Forces shown are indicative of the assumption of proper meshing for gear
and pinion for each gear pair
• The case study for 2nd gear is provided in the next section.
 CASE STUDY SAMPLE OF 2ND GEAR
• The tabular figure shown represents the boundary conditions applied
on 2nd gear.
• The connection between gear and shaft is “No-separation” and same
is there between gear and dog clutch connection.

• The plane containing the driver and driven shaft is z-x plane and the axial
loading takes place along z-axis. The parameters like geometry selection
are indicative of the faces in contact and the force acting on the faces under consideration. The coordinates shown is
for the face on which the force is acting as the resultant of forces in radial, axial and tangential direction. Thus the forces in
component form is shown for all the gear pairs during analysis. The axial forces are included in the analysis for all except the
1st gear. The shaft acts as fixed support. The dog clutch is having a “bonded” connection with the shaft.
 RESULTS OF GEAR ANALYSIS
S No. Equivalent (von-mises) stress Theoretical stress in bending Beam strength

(in N/mm2) ( in N/mm2)= (In N)

Gear 1st 40.469 122.23 1800

Gear 2nd 27.726 122.23 1296.8
Gear 3rd 28.136 122.23 824.2
Gear 4th 30.148 122.23 587.74
Gear 5th 20.763 122.23 547
Mid-differential 41.197 122.23 1555

1. The bodies under the dynamic analysis are output shaft, driven gear, and the corresponding dog clutch, for a simpler
yet effective analysis.

2. The forces are provided in the y-axis along the face as shown, such that the force exerts the moment as well as forces in
other perpendicular direction for each gear in table 1.well as forces in other perpendicular direction for each gear in
table 1.

3. The boundary conditions are provided as stated earlier.

4. The above shown values are indicative of the von-mises stresses and the theory is based on strain-energy theory which
gives a direct magnitude result based on the 3 principal stresses
 SHAFT STRESS ANALYSIS
• The shaft is stressed under continuous bending, torsion, and shear stress. The
combined stresses are calculated for 2nd gear as this one has a maximum
combined stress and because of greater deformation due to the large distance
from the differential input gear. The forces in combined form results in stresses as
shown.

• The boundary condition is that, the 1st dog clutch (to the left) is a fixed support
and is bonded to the shaft. The moment of 1543 N-mm is applied to 3rd dog
clutch, given that it is also bonded to the same shaft. The above shown values are
the solutions of von-mises stress equations in FEA, as clearly shown the peak values
of stresses are 305.12 N/mm2, as compared to allowable stresses of about 550
N/mm2 for 30Ni4Cr1 Steel. Thus there is no need to calculate the stresses
theoretically. The weight of the gears is neglected in analysis.
 CASING ANALYSIS FOR STRESSES
• The boundary condition for the casing is that the
fixed supports are the planes on the outside of the
casing parallel to x-y plane. The casing and its cover
are assumed bonded and thus includes bolt-
pretension. The connection between shafts and
various bearings is considered frictionless. All the
parts under analysis are considered deformable. The
maximum force radially for the first gear is:-
Fr = Ft * tan (ø)
{ {Ft = 120 N, ø= 20o})
Fr = 120 * tan (20o) = 43.6764 N
• But from analysis, the stresses generated for
combined loading in 1st gear are significantly greater
than that for 2nd gear. Thus the analysis of forces for
1st gear on casing is provided. The casing material is
assumed cast steel with properties similar to that of
structural steel. The stresses for both cases are
provided with the boundary condition table only for
1st gear.
 RESULTS AND CONCLUSIONS
• The pure axial load condition is taken considering the full resolution of tangential force to the radial and
axial and tangential forces.
• The results shows that for a part resolution of the tangential component of force, the maximum
equivalent stress is smaller than the peak value when only the tangential force is applied with no
resolution of it into the corresponding axial directions. However even if the assumptions of isolated
forces are not true, the von-mises equivalent stress gives the resultant of all the principal stresses.
• The loading is isolated in only on direction, represents the gears in motion only.
• The pure axial loads are having their stresses under safe theoretical value. Thus the gears are safe for
pure axial.
• The Beam strength of gears is sufficiently higher than the pure tangential loads applied to them. Thus the
gears are safe for pure tangential loads.
• Neglecting the radial forces the gears are safe under both the axial and tangential loading.
• From the shaft stress analysis the maximum stresses under combined axial bending, and torsion are
under the safe value.
• The casing analysis is provided showing the results for 1st gear for maximum internal stress. The condition
of max force is applied. Thus the results shows that max stress is acting on the shaft and bearings, which
is under safe values