Yared Love Gear Box Design

HELICAL GEAR BOX DESIGN DESIGNED BY YARED SEIFU
DESIGN OF GEAR BOX FOR

PARALLEL DRIVE
SYSTEM
A Project Submitted To
Department of Mechanical Engineering
for Accomplishment of 3rd Year Machine Design Project Course
Submitted by
YARED SEIFU
(R/944/01)
Dire Dawa Institute of Technology

Department of Mechanical Engineering
Dire Dawa (Ethiopia)
APRIL 2011
Dire dawa university
1
CHAPTER ONE
Gear design
1.1. Introduction
Gear drives consist of gears as main transmission elements mounted on shafts supported by
bearings. In open gear drives the bearings carrying shafts are supported in rigid frames while in
closed gear drives bearing are supported in the casing or body, normally made in two halves and
may be cast or welded. The casing also stores lubricant at the bottom and is designed to keep the
body cool, drain the oil for oil change, hooks for lifting and windows for observing the gears.
The design of gear drives involves:
 Design of gears for power to be transmitted and velocity ratio
 Design of shafts
 Selection of rolling contact bearings or design of sliding contact bearings
 Design of casing with all details
 Providing bearings covers and seals.
Gear drives are mainly used as reducer which may be made in single, double or triple stages.
Single, two and three stage reducer may appear with its shafts in parallel, also two stages with
power bifurcation or with coaxial input and output shafts. With axes inclined at right angles for
bevel gear or combination of bevel and spur gears. Worm and gear drive with the worm placed
horizontally below or above the worm gear or with the worm placed in vertical position.
Combinations of double worm and wheel reducer or spur gear and worm wheel drive are also
common gear drive type.
Gearboxes are used in almost every industry right from power to marine, and also include
agriculture, textile, automobiles, aerospace, shipping etc. There are different types of gearboxes
available for varying uses. These gearboxes are constructed from a variety of materials
depending on their end use and the kind of industry they are being used in. The product has
numerous industrial applications for providing high torque and smooth speed reductions. These
gearboxes are also manufactured keeping certain specifications in mind, which will also vary
depending on the application.

2
A gearbox, also known as a gear case or gear head, is a gear or a hydraulic system responsible
for transmitting mechanical power from a prime mover (an engine or electric motor) into some
form of useful output. It is referred to the metal casing in which a number of gears are sealed.
1.1.1 Advantages and Disadvantages of Gear Drives
The following are the advantages and disadvantages of the gear drive as compared to other
drives, i.e. belt, rope and chain drives:
Advantages
1. It transmits exact velocity ratio.
2. It may be used to transmit large power.
3. It may be used for small centre distances of shafts.
4. It has high efficiency.
5. It has reliable service.
6. It has compact layout.
Disadvantages
1. since the manufacture of gears require special tools and equipment, therefore it is costlier than
other drives.
1.2. Given parameters
Project-1: Design of a Gear Box
A. Specification
i. Power [kw]:- 3KW
ii. Input Speed [rpm]: 1250
iii. Total Gear Ratio:-12.5:1
iv. Arrangement :-Straight drive
v. Driving Machine: Electric Motor
vi. Driven Machine:-simple grinding machine
vii. Housing Design:- Welded sheet metal
B. Main Task of the Project

3
1. Select the best alternative for gears carrying out preliminary calculation
2. Calculate precisely the geometry of the selected alternative so that the relative slippages
at the boarder points of the length of engagement are equalized.
3. Check the strength of the pair of gears.
4. Check the strength of the shafts and key joints.
5. Select the proper type of bearings that fulfill the requirement Lh = 12000 hrs
6. Construct the gearbox in 1:1 and trace with ink. The main fitted and calculated sizes
should be given in the drawing.
7. Check critical speeds of the shafts
8. Select an appropriate lubrication
9. Prepare a design report of the gearbox containing the assumptions, considerations,
calculations and remarks concerning the project.

4
1.3.Guide lines for choice the type of gear drives

Choice is made on the basis of velocity ratio and the peripheral velocity. Velocity ratios up to 8
single stage drives are preferable though these drives may be used for velocity ratios up to 25.
Two stage drives may use for velocity ratios up to 50 from 10 beyond velocity ratio of 40 three
stage drive is preferable. Straight spur gear drives between parallel shafts can be used up to 5
m/s, for greater velocities than 5 m/s helical gears must be used. Straight spur gear drives have
the advantage of no axial loading. Straight tooth bevel gears of large size are limited to
peripheral velocity of 2 m/s, for greater velocities the spiral bevel gears are used.
In single stage gear reduction, low velocity ratios must be used for straight tooth spur gears, for
high velocity ratios helical gears are recommended. Then determine number of stages: Speed
ratio i  8 is one stage type speed reducer (straight spur gear may be used); two-stage speed
reducer have speed ratio between 8 and 40, greater than 40 three-stage type speed reducer.
For a two-stage gear reducer, the distribution of the speed ratio between the two stages is as
follows:
 Due to above standards my design of gear box is double stage gear box with
helical gear`
itotal
iinput  1,2 to1,25 itotal And ioutput 
iinput
 REFERENCE GEAR BOX DESIGN PROCEDURE (MEKELA UNIVERSITY )

1.25√ =4.5 taking =5
Ioutput = = 2.5
1.3.1. How to select type gears for gear box

At the beginning of the design, in order to select the type of gear teeth, we may use the formula
of the empirical velocity given by: v  0.114 H inputNinputNoutput .where H is power in kw
 REFERENCE GEAR BOX DESIGN PROCEDURE (MEKELA UNIVERSITY

V=0.11 √
V=5m/s

5
Then for velocities smaller than 5 m/s straight spur gears are used, for values greater than 5 m/s
helical gears must be used. In cases of speed ratio from 6 to 8 and velocity greater than 5 m/s
helical gears must be used. For my design helical gear with two stage is selected.
1.4. Gear Material
Type of the load acting on the gear drive and materials selection for the gears
Table-1 According with the load to be transmitted
Input power/output Load Materials for gears Hardness
rpm
 0,1 Light Carbon steel or Cast iron BHN  350
0,1 to 0,3 Medium Carbon or Alloy steel BHN>350
>0,3 Heavy Alloy steel BHN>350
Table-2 According to the velocity

Velocity in m/s Load Materials for gears Hardness
<2 Light Carbon steel or Cast iron BHN  350
2 to 6 Medium Carbon or Alloy steel BHN > 350
>6 Heavy Alloy steel BHN > 350
Heat Treatment steel HRC  60
Depending on the above table material for all gears can be selected
For both gear and Pinion, of first stage
 Direct Hardening Steel C45
 Tensile Strength σp= 700 N / mm2
 Hardness = 340BHN
 Bending Strength σb = = 234 N / mm2
For Gear and pinion in second stage
 Cast steel Grade 25
 Tensile strength σ = 590 N / mm2
 Hardness = 175 BHN

Bending Strength σb = =196 N / mm2

6
The total gear ratio is=12.5 since my design of gear box is two stage gear box I must distribute
the gear ratio in to two stages.
12.5= (5*2.5)
 Output speed=1250/12.5=100rpm
 Speed in first stage=1250/5=250rpm
 Speed in second stage=250/2.5=100rpm
1.5. Power and Torque Requirements
Power transmission systems will typically be specified by a power capacity, for example,a
40-horsepower gearbox. This rating specifies the combination of torque and speed that the unit
can endure. Remember that, in the ideal case, power in equals power out, so that we can refer to
the power being the same throughout the system. In reality, there are small losses due to factors
like friction in the bearings and gears. In many transmission systems, the losses in the rolling
bearings will be negligible. Gears have a reasonably high efficiency, with about 1 to 2 percent
power loss in a pair of meshed gears.
Thus in the double reduction gearbox with two pairs of meshed gears the output power is
likely to be about 2 to 4 percent less than the input power. Since this is a small loss, it is common
to speak of simply the power of the system, rather than input power and output power.
Torque, on the other hand, is typically not constant throughout a transmission System.
Remember that power equals the product of torque and speed. Since power in Power out, we
know that for a gear train with a constant power, a gear ratio to decrease the angular velocity will
simultaneously Increase torque.
60 P'
Calculated from T  = =286Nm
2 * 3.14 Noutput
 The angular speed became,
Ѡ=
Ѡ=2*3.14*N/60
=2*3.14*100/60=
=10.5rad/sec
1.6. Gear and pinion teeth calculation
The governing equations are
Z3/Z2 = 5
7
Z5/Z4 = 2.5
Z2 + Z3 = Z4 + Z5
With three equations and four unknown numbers of teeth, only one free choice is available of the
two smaller gears, Z2 and Z4, the free choice should be used to minimize Z2 since a greater gear
ratio is to be achieved in this stage. To avoid interference assuming the minimum for Z2 is 14
Applying the governing equations yields
Z3 = 6Z2 = 6(14) = 70
Z2 + Z3 = 14 + 70= 84 = Z4 + Z5
Substituting Z5 = 2.5Z4 gives
84 = 2.5Z4 + Z4 = 3.5Z4
Z4 = 84/3.5 = 24
Z5=2.5*24=60
Then the four numbers of teeth are;
Z2=14 Z3=70
Z4=24 Z5=60
1.7. Interference
The contact of portions of tooth profiles that are not conjugate is called interference.
Consider Fig Illustrated . The initial and final points of contact are designated A and B,
respectively, and are located on the pressure line. Now notice that the points of tangency of the
pressure line with the base circles C and D are located inside of points A and B. Interference is
present.Contact begins when the tip of the driven tooth contacts the flank of the driving tooth. In
this case the flank of the driving tooth first makes contact with the driven tooth at point A, and

8
this occurs before the involutes portion of the driving tooth comes within range. In other words,
contact is occurring below the base circle of gear 2 on the non involute portion of the flank. The
actual effect is that the involute tip or face of the driven gear tends to dig out the non involute
flank of the driver. In this example the same effect occurs again as the teeth leave contact.
Contact should end at point D or before. Since it does not end until point B, the effect is for the
tip of the driving tooth to dig out, or interfere with, the flank of the driven tooth.
When gear teeth are produced by a generation process, interference is automatically eliminated
because the cutting tool removes the interfering portion of the flank. This effect is called
undercutting; if undercutting is at all pronounced, the undercut tooth is considerably weakened.
Thus the effect of eliminating interference by a generation process is merely to substitute another
problem for the original one. The smallest number of teeth on a spur pinion and gear,1 one-to-
one gear ratio, which can exist without interference is NP . This number of teeth for spur gears is
Figure-1 Interference of meshing gears

. Interference can be eliminated by using more teeth on the pinion. However, if the pinion
is to transmit a given amount of power, more teeth can be used only by increasing the pitch
diameter. Interference can also be reduced by using a larger pressure angle. This results in a
smaller base circle, so that more of the tooth profile becomes involutes. The demand for smaller
pinions with fewer teeth thus favors the use of a 20◦ pressure angle even though the frictional
forces and bearing loads are increased and the contact ratio decreased.
The interference can be checked by,
9
i=
=12.5
12.5=12.5
1.8. modules Calculation

1.8.1. Calculation of module for first stage
We know that torque transmitted by the gear,
We know that the torque transmitted by the pinion in first stage
T=
T= =23Nm
Wt= = = N
V= = = =916m mm/s
Let us take velocity factor,

Cv = =
TE= =26
Tooth form factor for the pinion for 20° stub teeth
y' =0.175-
y' =0.175 – =0.14265
We know that tangential tooth load,

WT = (σo × Cv) b.π m.y' = (σo × Cv) 3pN × π m × y' ...( b = 12.5m)
= (σo × Cv) × 12.5m × π m × y'
= (σo × Cv) 12.5 m × π m × y' .( pc = π m)
234 πm
=19663m2
19663m3 =46290+3009976m
Solving this equation by hit and trial method, we find that

10
m = 4.7 say 5 mm
1.8.2. Calculation of module for second stage
We know that the torque transmitted by the pinion in second stage
T=
T= =145Nm
Wt= = = N
V= = = =314m mm/s
Let us take velocity factor,
Cv = =
TE= =44
y' =0.175-
y' =0.175 – =0.15565
We know that tangential tooth load,

WT = (σo × Cv) b.π m.y' = (σo × Cv) 3pN × π m × y' ( b = 12.5m)
= (σo × Cv) × 12.5m × π m × y'
= (σo × Cv) 12.5 m × π m × y' .( pc = π m)
196 πm
=17964m2
17964m3 =181290+3795004m
Solving this equation by hit and trial method, we find that
m = 5.57 say 6 mm
b = 12.5 m
Pressure ngle = 20
Select Module for first stage m = 5
And for the second stage m=6
Helix angle for first stage=35

11
Helix ngle for se ond st ge=25

1.9. Contact Ratio calculation
The zone of action of meshing gear teeth is shown in Fig. We recall that tooth contact begins
and ends at the intersections of the two addendum circles with the pressure line. In Fig. below
initial contact occurs at a and final contact at b. Tooth profiles drawn through these points
intersect the pitch circle at A and B, respectively. As shown, the distance AP is called the arc of
approach qa , and the distance P B, the arc of recess qr . The sum of these is the arc of action qt .
Now, consider a situation in which the arc of action is exactly equal to the circular pitch, that is,
qt = p. This means that one tooth and its space will occupy the entire arc AB. In other words,
when a tooth is just beginning contact at a, the previous tooth is simultaneously ending its
contact at b. Therefore, during the tooth action from a to b, there will be exactly one pair of teeth
in contact. Next, consider a situation in which the arc of action is greater than the circular pitch,
but not very much greater, say, qt =1.2p. This means that when one pair of teeth is just entering
contact at a, another pair, already in contact, will not yet have reached b.
Figure-2. Contact Ratio between two gears
Thus, for a short period of time, there will be two teeth in contact, one in the vicinity of A and
another near B. As the meshing proceeds, the pair near B must cease contact, leaving only a
single pair of contacting teeth, until the procedure repeats itself. Because of the nature of this
tooth action, either one or two pairs of teeth in contact, it is convenient to define the term contact
ratio mc as
12
mc = pc = m) and qt =1.2p
a number that indicates the average number of pairs of teeth in contact. Note that this ratio is also
equal to the length of the path of contact divided by the base pitch. Gears should not generally be
designed having contact ratios less than about 1.2
Contact Ratio calculation for first stage
mc =
pc = m) =3.14*5 =15
qt =1.2p 1.2*15=18
mc = =1.2
Contact Ratio calculation for first stage

mc =
pc = m =3.14*6 =19
qt =1.2p= 1.2*15=23
mc = =1.22
1.10.pinion and gears parameter calculation

1.10.1. Calculation for pinion in stage one
 Number of teeth z=14
Pitch circle diameter = = zm,= =86mm
Tip circle diameter = d + 2 rn=86+2*5=96

Root circle diameter = d - 2 x 1.25 m=86-2*1.25=83.5mm
Clearance=0.25Mn=0.25*5=1.25mm
Addendum circle =module
Dedendum=1.25Mn=1.25*5=6.25mm
1.10.2. Calculation for gear in stage one
Number of teeth z=70
Pitch circle diameter = = zm= =428mm
Tip circle diameter = d + 2 rn=428+2*5=438mm

Root circle diameter = d - 2 x 1.25 m=428-2*1.25=425.5mm

13
Clearance=0.25Mn =0.25*5=1.25mm
Addendum circle =module=5
Distance and Tooth thickness on pitch are respectively
a= and Sn=
a= =257mm and
Sn=. =7.85mm
1.10.3. Design for the pinion and gear for first stage
We know that the torque transmitted by the pinion
T=
T= =23Nm
Wt= = =534N
Since both the pinion and gear are made of the same material (i.e. steel C45), therefore
the pinion is weaker. Thus the design will be based upon the pinion. We know that formative or
equivalent number of teeth, in helical gears, the contact between mating teeth is gradual, starting
at one end and moving along the teeth so that at any instant the line of contact runs diagonally
across the teeth.
Therefore in order to find the strength of helical gears, a modified Lewis equation is used. It is
given by
Where WT = Tangential tooth load,

σo = Allow ble st ti stress,
Cv = Velocity factor,
b = Face width,

14
m = Module, and
y' = Tooth form factor or Lewis factor correspond
The value of velocity factor (Cv) may be taken as follows:
Cv =6/ for peripheral velocities from 5 m / s to 10 m / s.
= for peripheral velocities from 10 m / s to 20 m / s
=0.75/ For peripheral velocities greater than 20 m / s
TE= =26
Y=0.175-
Y=0.175 – =0.14265
V= = 5.6 m/s
Cv= =0.516
Since the maximum face width (b) for helical gears may be taken as 8 m to 20 m, where m is
the module, therefore let us take
b = 8m
b=8*5=40
= 234*0.516*40*3.14*5*0.14265
=10.8KN

15
The pressure angle υn in the normal direction is different from the pressure angle υt inthe
direction of rotation, because of the angularity of the teeth. These angles are relatedby the
equation
υt= tan−1 tan υn/ osψ= tan−1( tan 20◦/cos35◦) = 24◦
A three-dimensional view of the forces acting against a helical gear tooth .The point of
application of the forces is in the pitch plane and in the center of the gear face. From the
geometry the three components of the total (normal)
tooth force W are
The pressure angle υn in the normal direction is different from the pressure angle υt inthe
direction of rotation, because of the angularity of the teeth. These angles are relatedby the
equation
Cosψ=tan υn/tan υt
υt= tan−1 t n υn/ osψ= tan−1( tan 20◦/cos 25◦) = 22◦
The transmitted load is calculated before which is found by total transmitted torque.
T=60P/2πNout
60*3000/2π*100=286
Wt=286/43=6.66Nmm=6662Nm
Wt =6662N
From above equation we find
Wr= Wt t n υt= (6662) tan24◦ = 2966N
Wa= Wt t nψ= (6662) tan 35◦ = 4665N
W =Wt/ osυn osψ=6662/cos 20◦cos 35◦ = 8654N
1.10.4.Calculation for pinion in stage two
Pitch circle diameter = = zm,= =159mm
Tip circle diameter = d + 2 rn=159+2*5 =169mm

Root circle diameter = d - 2 x 1.25 m=159-2*1.25*6=144mm
Clearance =0.25Mn =0.25*6=1.5mm
1.10.5. Calculation for gear in stage two
16

Pitch circle diameter = = zm= =398mm
Tip circle diameter = d + 2 rn=398+2*5=408mm

Root circle diameter = d - 2 x 1.25 m=398-2*1.25*6=383mm
Clearance =0.25Mn =0.25*6=1.5mm
A=
A= =278.5mm and the tooth tichnes become
Sn= = =9.4mm
1.10.6. Design for the pinion and gear for second stage
We know that the torque transmitted by the pinion
T=
T= =145KNm
Wt= = =290N
T=60P/2πNout
T=60*3000/2π*100=286
Wt=
Wt=286/79.5=3.6kN=3597N
Wt =3597N
Since both the pinion and gear are made of the same material (i.e. cast steel), therefore the
pinion is weaker. Thus the design will be based upon the pinion. We know that formative or
equivalent number of teeth, In helical gears, the contact between mating teeth is gradual, starting
at one end and moving along the teeth so that at any instant the line of contact runs diagonally
across the teeth. Therefore in order to find the strength of helical gears, a modified Lewis
equation is used. It is given by

17
Where WT = Tangential tooth load,

σo = Allow ble st ti stress,
Cv = Velocity factor,
b = Face width,
m = Module, and
y' = Tooth form factor or Lewis factor correspond
The value of velocity factor (Cv) may be taken as follows :
Cv = for peripheral velocities from 5 m / s to 10 m / s.
Cv= For peripheral velocities from 10 m / s to 20 m / s.
Cv= For peripheral velocities greater than 20 m / s.
TE= =35
Y=0.175-
Y=0.175 – =0.151
V= = 6m/s
Cv= =0.516
Since the maximum face width (b) for helical gears may be taken as 8 m to 20 m, where m
is
Module therefore let us takes
b = 8m
b=8*6=48
= 196*0.516*48*3.14*6*0.151

18
=2.5KN
A three dimensional view of the forces acting against a helical gear tooth. The point of
application of the forces is in the pitch plane and in the center of the gear face. From the
geometry the three components of the total (normal)
Tooth force W is
Wr= W sin υn
Wa= Wttanυn
Where W = total force
Wr= radial component
Wt = tangential component, also called transmitted load
Wa= axial component, also called thrust load
The pressure angle υn in the normal direction is different from the pressure angle υt in
The direction of rotation, because of the angularity of the teeth. These angles are related by the
equation
Cosψ=tan υn/tan υt
Φt= tan−1 t n υn/ osψ= tan−1( tan 20◦/cos 35◦) = 24◦
The transmitted load is calculated before
Wt =3597N
From above equation we find
Wr= Wt t n υt= (3597) tan24◦ = 1602N
Wa= Wt t nψ= (3597) tan 25◦ = 2518.64N
W= =3597/cos 20◦cos25◦ =4673
Table.3. Summary table about gears

Name Pinion -1 Gear -2 Pinion -1 Gear -2
1 Number of teeth 14 60 24 70
2 Direction right left right left

19
3 Helix angle 35 35 25 25
4 Module 5 5 6 6
5 Pitch circle diameter 86 428 159 398
6 Root circle diameter 83.5 425.5 144 383
7 Tip circle diameter 96 438 169 408
8 Clearance 1.25 1.25 1.5 1.5
9 Tooth thickness 7.85 7.85 9.4 9.4

20
1.11. Fandamental Stress Equations

Two fundamental stress equations are used in the AGMA methodology, one for bending stress
and another for pitting resistance (contact stress). In AGMA terminology, these are called stress
numbers, as contrasted with actual applied stresses.
σ=Wt KoKvKs ( )( )
Where for U.S. customary units (SI units),the name of each symbols are given in
table-3 These items include issues such as
• Transmitted load magnitude
• Overlo d
• Dyn mi ugmentation of transmitted load
• Size
• Geometry: pit h nd f e width
• Distribution of lo d ross the teeth
• Rim support of the tooth
• Lewis form f tor nd root fillet stress on entr tion
The fundamental equation for pitting resistance (contact stress) is
σ =ZE√
Where Wt, Ko, Kv, Ks, Km, F, and b are the same terms as defined (SI units), the
additional terms are
(ZE)is an elastic coefficient√ )
(ZR) is the surface condition factor
(dw1) is the pitch diameter of the pinion, in (mm)
I (ZI)is the geometry factor for pitting resistance
The equation for the allowable bending stress is

21
σall =
Where for U.S. customary units (SI units),

St is the allowable bending stress, (N/mm2)
YN is the stress cycle factor for bending stress
(Yθ) is the temperature factors
(YZ)is the reliability factors
SF is the AGMA factor of safety, a stress ratio
The equation for the allowable contact stress σc,all is
σ all =
Where;Sc is the allowable contact stress N/mm2

ZN is the stress cycle life factor
ZWis the hardness ratio factors for pitting resistance
Yθare the temperature factors
YZis the reliability factors
SH is the AGMA factor of safety, a stress ratio
Allowable stress numbers (strengths) for bending and contact stress are for
• Unidirectional loading
•10 million stress cycles
• 99 per ent reliabil
1.12. Contact stress analysis in helical gear and factors
Continue the design by specifying appropriate gears, including pitch diameter, diametric
pitch, face width, and material. Achieve safety factors of at least 1.2 for wear and bending.
1.12.1. Bending-Strength Geometry Factor J
The load-sharing ratio Mn is equal to the face width divided by the minimum total length of the
lines of contact. This factor depends on the transverse contact ratio mp, the face-contact ratio mF
, the effects of any profile modifications, and the tooth deflection. For spur gears, MN= 1.0. For
helical gears having a face contact ratio mF >2
a conservative approximation is given by the equation
mN=

22
where pN is the normal base pitch and Z is the length of the line of action in the transverse Use
standard graph to obtain the geometry factor J for helical gears having a 20◦normal pressure
angle and face-contact ratios of mF = 2 or greater for my design I take J=2
1.12.2.Dynamic Factor Kv
As noted earlier, dynamic factors are used to account for inaccuracies in the manufacture and
meshing of gear teeth in action. Transmission error is defined as the departure from uniform
angular velocity of the gear pair. Some of the effects that produce transmission are:
• In ur ies produ ed in the gener tion of the tooth profile; these in lude errors in
tooth spacing, profile lead, and run out
• Vibr tion of the tooth during meshing due to the tooth stiffness
• M gnitude of the pit h-line velocity
• Dyn mi unb l n e of the rot ting members
• We r nd perm nent deform tion of ont ting portions of the teeth
• Ge r sh ft mis lignment nd the line r nd ngul r defle tion of the sh ft
• Tooth fri tion
Kv=
A = 50 + 56(1 −B)
B = 0.25(12 −Qv) 2/3
Transmission accuracy level number Qv could be taken as the same as the quality number.
The following equations for the dynamic factor are based on these Qv numbers: These numbers
define the tolerances for gears of various sizes manufactured to a specified accuracy.
Quality numbers 3 to 7 will include most commercial-quality gears. Quality numbers 8 to 12

are of precision quality. For my design Qv =4 taken from table in shigly text book
V=
B = 0.25(12 −Qv) =0.25(12-4) 1

A = 50 + 56(1 −B)=50+56(1-1) =50
V=

23
V= =13m/s
Kv= * +B
Kv= * +1 = 1.25
1.12.3 Size Factor Ks

The size factor reflects non uniformity of material properties due to size. It depends upon
• Tooth size
• Di meter of p rt
• R tio of tooth size to di meter of p rt
• F e width
• Are of stress pattern
• R tio of se depth to tooth size
• H rden bility nd he t tre tment
Standard size factors for gear teeth have not yet been established for cases where there is a
detrimental size effect. In such cases AGMA recommends a size factor greater than unity. If
there is no detrimental size effect, use unity. AGMA has identified and provided a symbol for
size factor. Also, AGMA suggests Ks = 1,
1.12.4. Load-Distribution Factor Km
The load-distribution factor modified the stress equations to reflect nonuniform distribution of
lo d ross the line of ont t. The ide l is to lo te the ge r “midsp n” between two bearings at
the zero slope place when the load is applied. However, this is not always Possible The
following procedure is applicable to
• Net f e width to pinion pit h di meter r tio F/d ≤2
• Ge r elements mounted between the be rings
• F e widths up to 60mm
• Cont t, when lo ded, ross the full width of the n rrowest member.

24
The load-distribution factor under these conditions is currently given by the face load
distribution factor, Cmf, where
Km = Cmf= 1 + Cmc(Cp f Cpm+ CmaCe)
Cmc= 1 for uncrowned teeth
0.8 for crowned teeth
Cp f= F/10d −0.025 F ≤1mm
Cp f= 1 for straddle-mounted pinion with S1/S <0.175
1.1 for straddle-mounted pinion with S1/S ≥0.175
Cma= A + BF + CF2
Ce= 0.8 for gearing adjusted at assembly, or compatibility 686is improved by lapping, or both
1 for all other conditions
From graph the value of Km =1.3 may be taken
1.12.5. Overload Factor Ko
The overload factor Ko is intended to make allowance for all externally applied loads in excess
of the nominal tangential load Wt in a particular application Examples include variations in
torque from the mean value due to firing of cylinders in an internal combustion engine or
reaction to torque variations in a piston pump drive. There are other similar factors such as
application factor or service factor. These factors are established after considerable field
experience in a particular application most of the time Ko=1
1.12.6. Reliability Factor
The reliability factor accounts for the effect of the statistical distributions of materialfatigue
failures. Load variation is not addressed here. The gear strengths St and Scarebased on a
reliability of 99 percent. The functional relationship between KR and reliability is highly

25
nonlinear. Wheninterpolation is required, linear interpolation is too crude. A log transformation

to eachquantity produces a linear string. A least-squares regression fit is
KR = 0.658 −0.0759 ln(1 −R) 0.5 <R <0.99
=0.50 −0.109 ln(1 −R) 0.99 ≤R ≤0.99999
R Table-4 Reliability Factors
Reliability (YZ)
0.9999 1.50
0.999 1.25
0.99 1.00
0.09 0.85
0.50 0.70
1.12.7. Surface Condition Factor (ZR)

The surface condition factor ZR is used only in the pitting resistance equation, It depends on
• Surf e finish s ffe ted by, but not limited to, utting, sh ving, l pping, grinding.
• Residu l stress
• Pl sti effe ts (work h rdening)
Standard surface conditions for gear teeth have not yet been established. When a detrimental
surface finish effect is known to exist, AGMA specifies a value of ZR greater than unity.
1.12.8. Hardness-Ratio Factor CH
The pinion generally has a smaller number of teeth than the gear and consequently is subjected to
more cycles of contact stress. If both the pinion and the gear are through-hardened, then a
uniform surface strength can be obtained by making the pinion harder than the gear. A similar
effect can be obtained when a surface-hardened pinion is mated with a through hardened gear.
The hardness-ratio factor CH is used only for the gear. Its purpose is to adjust the surface
strengths for this effect. The values of CH are obtained from the equation
CH = 1.0 + A′ (mG−1.0)
A′ = 8.98(10−3) HBP/HBG−8.29(10-3)1.2 ≤HBP/HBG ≤1.7

26
The terms HBP and HBG are the Brinell hardness (10-mm ball at 3000-kg load) of the pinion
and gear, respectively. The term mG is the speed ratio and is given by
HBP/HBG<1.2, A′ = 0
HBP/HBG>1.7, A′ = 0.006 98
Since both pinion and gear are made up of the same material HBP/HBG=1 SO Hardness-A′=0
then hardness-Ratio Factor CH
CH = 1.0 + A′ (mG−1.0)
CH =1
1.12.9. Temperature Factor KT (Yθ)
For oil or gear-blank temperatures up to (120°C), use KT = Yθ= 1.0. For higher temperatures,
the factor should be greater than unity. Heat exchangers may be used to ensure that operating
temperatures are considerably below this value, as is desirable for the lubricant.
1.12.10 Rim-Thickness Factor KB
When the rim thickness is not sufficient to provide full support for the tooth root, the location of
bending fatigue failure may be through the gear rim rather than at the tooth fillet. In such cases,
the use of a stress-modifying factor KB or (tR) is recommended. This factor, the rim-thickness
factor KB, adjusts the estimated bending stress for the thin-rimmed gear. It is a function of the
backup ratio mB then from table KB=1.3
1.12.11.Stress Cycle Factors YN and ZN

The purpose of the load cycle factors YN and ZNis to modify the gear strength for lives
other than 107 cycles. Values for these factorsare given YN = ZN = 4 on eachgraph. Note also
that the equations for YN and ZN change on either side of 107 cycles.For life goals slightly
higher than 107 cycles, the mating gear may be experiencingfewer than 107 cycles and the
equations for (YN )Pand (YN )G can be different. Thesame comment applies to (ZN )Pand (ZN
)G.
Safety Factors SF and SH

27
The safety factor SF guarding against bending fatigue failure and safety factor SH guarding
against pitting failure.
The definition of SF ,
SF =
The definition of SH from
SH =
1.13.Fatigue strength check in each pinion andgears

1.13.1 Pinion tooth bending and wear
Substituting the appropriate terms into ;
σ=Wt KoKvKs ( )( )
Wt is the tangential transmitted load, (N) = 6662N

KO is the overload factor =1
Kv is the dynamic factor =1.25
Ks is the size factor =1
Pd is the transverse diameter pitch=86
F (b) is the face width of the narrower member, in (mm) = 40
Km (KH) is the load-distribution factor=1.3
KB is the rim-thickness factor =1.2
J (YJ) =2
ZR is the surface condition factor =2
( Mt) is the transverse metric module =5
σ=Wt KoKvKs ( )( )
σ=6662 ( )( )
σ =32.5KN
(SF)P = ( P whereSf=bending factor of safety
SF) P= ( =2
The surface endurance strength of cast steel can be estimated fromAllowable bending stress
numbers for nit riding steel gears St. The SI equationsare
St = 0.594HB + 87.76MPa
28
St= 0.59 N/mm2

Contact-fatigue strength Sc at 107 cycles and 0.99 reliability for through hardened steel gears.
The SI equations are
Sc= 2.22HB + 200 MPa,
Sc= 2.22 340 + 200 MPa, =954.8N/mm²
σC= -Cp* ( )+
Note, that the denominator of the second group of terms contains four elastic constants, two for
the pinion and two for the gear. As a simple means of combining and tabulating the results for
the same combinations of pinion and gear materials,
AGMA defines an elastic coefficient Cp by the equation
Cp=[ ] where vp and vg are Poisson’s r tio

( )
Are elastic modulas

From table vp=0.3 and vg=0.2
Sin e both ge r nd pinion re m de of the s me m teri l they h ve the s me modules’ of
elasticity =207GB
Cp=[ ] =110 Mpa

( )
r1 =dPsin υ/2=86 /2=14.7

r2 =dGsin υ/2 =428 /2 =73.2
σC= -187710* ( )+
=2300Mpa
(σc)P =Cp( )
(σc)P =Cp( ) =2300Mpa
The definition of SH from
SH =

29
SH = =2.5
The equation for the allowable contact stress σc,

σ =
σ = =955
σ= Wt Kv
6662
290942N/mm²
σ ll= StYN =299.6kN/mm
The factor of safety for bending of pinion one is
n =σall /σ =299600/290942 =1.03
Pinion tooth wear
σ =ZE√
ZE =4( ) =4(π/8)=1.6
σ =1.6√
4014 N/mm²
Sc=SHσc/ZN =4014 /0.85 =11806N/mm²
σc.all= ScZN /SH = 11806 /2.5 =4723N/mm
 The factor of safety for wear of pinion one became

nc=σc,all/σc =4723/4014 =1.6
1.13.2.Gear one Bending and Wear calculation
Gear tooth wear
T=60P/2πNout
T=60*3000/2π*100=286

30
Wt=
Wt=286/214=1.34kN=1336.45N
Wt =1336.45N
σ =ZE√
ZE =4( ) =4(π/8)=1.6
σ =1.6√ 1140N/m²
Sc=SHσc/ZN =1140 /0.85 =1609N/m²

σc.all= ScZN /SH = 1609 2.5/0.85 =4732N/m
nc=σc,all/σc =4732/1140 =4
Gear one tooth bending.

σ= Wt Kv
= 145234N/mm²
σ ll= StYN =288 1=288000N/mm
n =σall /σ =288000/145234 =1.98
1.13.3.Pinion two Bending and Wear calculation
Pinion two tooth wear
T=60P/2πNout
T=60*3000/2π*100=286
Wt=

31
Wt=286/79.5=3.6kN=3600N
Wt =3600N
σ =ZE√
ZE =4( ) =4(π/8) =1.6
σ =1.6√
1737N/mm²
Sc=SHσc/ZN =1737 /0.85 =2453N/m²
σc.all= ScZN /SH = 2453 2.5/0.85 =7214N/m
nc=σc,all/σc =7214/2453=2.9
Pinion two tooth bending.
σ = Wt Kv
=545336N/mm²
σ ll= StYN =288 1=288000N/mm
n =σall /σ =288000/245336 =1.2
1.13.4. Gear two Bending and Wear calculation

Gear tooth wear
T=60P/2πNout
T=60*3000/2π*100=286
Wt=

32
Wt=286/199=1.44kN=1440N
Wt =1440N
σ =ZE√
ZE =4( ) =4(π/16)=0.79
σ =0.79√
=386N/mm²
Sc=SHσc/ZN =386 /0.85 =545N/mm²
σc.all= ScZN /SH = 545 2.5/0.85 =1600N/m
nc=σc,all/σc =1600/545 =2.9
Gear two tooth bending.
σ = Wt Kv
= =232830N/mm²
σ ll= StYN =288 1=288000N/mm

n =σall /σ =288000/232830 =1.2

33
Chapter two
SHAFT DESIGN
2.1 general layout of shaft
The general layout of the shafts, including axial location of gears and bearings, must
now be specified in order to perform a free-body force analysis and to obtain shear force and

34
bending moment diagrams. If there is no existing design to use as a starter, then the
determination of the shaft layout may have many solutions.
A free-body force analysis can be performed without knowing shaft diameters, but can not be
performed without knowing axial distances between gears and bearings. It is extremely
important to keep axial distances small.
The gears and bearings are positioned against shoulders, with retaining rings to hold them in
position. While itis desirable to place gears near the bearings, a little extra space is provided
between them to accommodate any housing that extends behind the bearing, and to allow for a
bearing puller to have space to access the back of the bearing. The extra change in diameter
between the bearings and the gears allows the shoulder height for the bearing and the bore size
for the gear to be different.
Figure-3 shaft layout
D1 D2 D3 D4
D2

35
A B C D E F G H I
From the above Fig shows the rough sketch It includes all three shafts, with consideration
of how the bearings are to mount in the case. The gear widths are known at this point. Bearing
widths are guessed, allowing a little more space for larger bearings on the intermediate shaft
where bending moments will be greater. Small`` changes in bearing widths will have minimal
effect on the force analysis, since the location of the ground reaction force will change very little.
Before deciding the overall dimensions of the casing it is necessary determined its inside
dimensions as follows: dimensions of gears (pitch diameters and face width) calculated from
strength considerations. Distances of two gears in the same shaft is kept as 10 to 15 mm, inner
periphery boundary of the reducer is drawn at 10 to 15 mm away from the edge of pinion - gear
pair and for the ends of pinion of the first stage and gear of the last stage. Small allotments are
given for the retaining rings, and for space behind the bearings.
Adding it all up gives the intermediate shaft length as 193mm .this means;
Assume bearing thickness (H=B) =30mm
D =40mm which is face width of gears in first stage
F =48mm which is face width of gears in second stage
C=E =G=15mm which is the space between two gears in intermediate shaft gears ,which is
standard in gear box design its value is between (10mm to 15mm) for my design this value
15mm
The total length of shafts became;
L =30+30+15+15+15+40+48 =193mm

36
Also the height of my gear box is known which is equal to =816mm

2.2 Force Analysis
Once the gear diameters are known, and the axial locations of the components are set, the free-
body diagrams and shear force and bending moment diagrams for the shafts can be produced.
With the known transmitted loads, determine the radial and axial loads transmitted through the
gears. From summation of forces and moments on each shaft, ground reaction forces at
thebearings can be determined. For shafts with gears and the forces and moments will usually
have components in two planes along the shaft. For rotating shafts, usually only the resultant
magnitude is needed, so force components at bearings are summed as vectors. Shear force and
bending moment diagrams are usually obtained in two planes, and then summed as vectors at any
point of interest. A torque diagram should also be generated to clearly visualize the transfer of
torque from an input component, through the shaft, and to an output component
2.3 Shaft Materials
The material used for shafts should have the following properties :
1. It should have high strength.
2. It should have good mach inability.
3. It should have low notch sensitivity factor.
4. It should have good heat treatment properties.
5. It should have high wear resistant properties.
The material used for ordiary shafts is carbon steel of grades 40 C 8, 45 C 8, 50 C 4 and 50
C 12.
The mechanical properties of these grades of carbon steel are given in the following table.
Table-5 Mechanical properties of steels used for shafts.
Standard designation Ultimate tensile strength, MPa Yield strength, MPa

40 C 8 560 – 670 320

37
45 C 8 610 - 700 360

50 C 4 640 – 760 370
50 C12 700 390
When a shaft of high strength is required, then an alloy steel such as nickel, nickel-chromium
or Chrome vanadium steel is us .For my design C-45 with Yield strength 360 MPa and
Ultimate tensile strength 660Mpa selected
2.4 Manufacturing method of Shafts
Shafts are generally manufactured by hot rolling and finished to size by cold drawing or
turning and grinding. The cold rolled shafts are stronger than hot rolled shafts but with higher
residual stresses. The residual stresses may cause distortion of the shaft when it is machined,
especially when slots or keyways are cut. Shafts of larger diameter are usually forged and turned
to size in a lathe
2.5 Stresses in Shafts
The following stresses are induced in the shafts:
1. Shear stresses due to the transmission of torque (i.e. due to torsional load).
2. Bending stresses (tensile or compressive) due to the forces acting upon machine
elementsLikegears as well as due to the weight of the shaft itself.
3. Stresses due to combined torsion and bending loads.
Most shafts serve to transmit torque from an input gear or pulley, through the shaft, toan
output gear or pulley. Of course, the shaft itself must be sized to support the torsion stress and
torsion deflection. It is also necessary to provide a means of transmitting the torque between the
shaft and the gears. Common torque-transfer elements are:
• Keys
• Spines
• Sets rews
• Pins
• Press or shrink fits
• T pered fits
2.6 Endurance Limit Modifying Factors on Shaft

38
Bending, torsion, and axial stresses may be present in both midrange and alternating
components. For analysis, it is simple enough to combine the different types of stresses into
alternating and midrange von Mises stress It is sometimes convenient to customize the equations
specifically for shaft . Axial loads are usually comparatively very small at critical locations
where bending and torsion dominate, so they will be left out of the following equations.
The fluctuating stresses due to bending and torsion are given by;
WhereMm and Ma are the midrange and alternating bending moments, Tm and Ta are the
midrange and alternating torques, and Kf andKf s are the fatigue stress concentration factors for
bending and torsion, respectively. Assuming a solid shaft with round cross section, appropriate
geometry terms can be introduced for c, I, and J resulting in
Combining these stresses in accordance with the distortion energy failure theory,the von
Mises stresses for rotating round, solid shafts, neglecting axial loads, are givenby equation
below; the stress concentration factors are sometimes considered optional for the midrange
components with ductile materials, because of the capacity of the ductile material to yield locally
at the discontinuity
When endurance tests of parts are not available, estimations are made by applying Marin factors
to the endurance limit.
Se = kakbkckdkekfS′e

39
Where ka= surface condition modification factor

Kb = size modification factor
kc= load modification factor
kd= temperature modification factor
ke= reliability factor
kf= miscellaneous-effects modification factor
S′e= rotary-beam test specimen endurance limit
Se = endurance limit at the critical location of a machine part in the geometry and
condition of use When endurance tests of parts are not available, estimations are made by
applying Marin factors to the endurance limit.
2.6.1. Surface Factor ka

The surface of a rotating-beam specimen is highly polished, with a final polishing in theaxial
direction to smooth out any circumferential scratches. The surface modification factor depends
on the quality of the finish of the actual part surface and on the tensile strength of the part
material. To find quantitative expressions for common finishes of
machine parts (ground, machined, or cold-drawn, hot-rolled, and as-forged), the coordinates of
data points were recaptured from a plot of endurance limit versus ultimate tensile strength of data
gathered by Lipson and Noll and reproduced by Horger. The data can be represented by
ka=asbut
Where Sutis the minimum tensile strength and a and b are to be found in Table
From Table a = 4.51 and b =−0.265. Then
ka=ka= 4.51(320)−0.265
ka=0.98
2.6.2. Size Factor kb
The size factor has been evaluated using;
Kb=1.51d−0.157

40
(d/7.62)−0.107= 1.24d−0.107 2.79 ≤d ≤51 mm

1.51d−0.157 51 <d ≤254 mm
For axial loading there is no size effect, so kb= 1
2.6.3 Loading Factor kc
When fatigue tests are carried out with rotating bending, axial (push-pull), and torsional loading,
the endurance limits differ with Sut. Here, we will specify average values of the load factor as
kc=[ ]
2.6.4. Temperature Factor kd

When operating temperatures are below room temperature, brittle fracture is a strong possibility
and should be investigated first. When the operating temperatures are higher than room
temperature, yielding should be investigated first because the yield strength drops off so rapidly
with temperature; any stress will induce creep in a material operating at high temperatures; so
this factor must be considered and taken 1.01 assuming operating temperature 50
Table-6 Temperature Factor
Temperature St
20 1.000
50 1.010
100 1.020
150 1.025
200 1.020
250 1.000
300 0.975
2.6.5. Reliability Factor ke

Where the mean endurance limit is shown to be S′e/Sut=0.5. Most endurance
strength data are reported as mean values. Data presented by Haugen and Wirching show

41
standard deviations of endurance strengths of less than 8 percent. Thus the reliability
modification factor to account for this can be written as
ke= 1 −0.08 za
where za is defined by and values for any desired reliability can be determined from Table
gives reliability factors for some standard specified reliabilities.
TABLE -7.Reliability Factor
Reliability transformation variatezareliability factor
50 0 1.0 00
90 1.288 0.897
95 1.645 0.868
9 9 2.326 0.814
99 .9 3.091 0.753
99.999 4.265 0.659
99.9999 4.753 0.620
Taking ke value 0.897

2.6.6. Stress Concentration and Notch Sensitivity
The existence of irregularities or discontinuities, such as holes, grooves, or notches, in a part
increases the theoretical stresses significantly in the immediate vicinity of the discontinuity.
Equation defined a stressconcentration factor Kt(or Kts), which is used with the nominal stress
to obtain the resulting stress due to the irregularity or defect. It turns out that some materials are
not fully sensitive to the presence of notches and hence, for these, a reduced value of Ktcan be
used. For these materials, the maximum stress is, in fact,
σmax= Kfσ0 or τmax= Kf sτ0
Where Kfis a reduced value of Ktand σ0 is the nominal stress. The factor Kfis commonly called
a fatigue stress-concentration factor, and hence the subscript f. So it isconvenient to think of Kfas
a stress-concentration factor reduced from Ktbecause of lessened sensitivity to notches.
Notch sensitivity q is defined by the equation

42
qIs usually between zero and unity. Equation above shows that if q = 0, then Kf= 1, and the
material has no sensitivity to notches at all. On the other hand, if q = 1, then Kf= Kt and the
material has full notch sensitivity. In analysis or design work, find Kt first, from the geometry of
the part. Then specify the material, find q, and solve for Kf from the equation
Kf= 1 + q(Kt− 1)
Kf s = 1 + qshear (Kts− 1) ; for steel materials kt=1.65
Kt=1.6
Kf= 1 + 0.85(1.6 − 1) =1.51
The value of all factors of endurance limit is as follow.

Ka =0.98 Kb =1 Kc =1 for bending
Kc =0.59 for tortional Kc =0.85 for axial load Kd =1
Ke =0.897 Kf =1.51 Kt =1.6
2.7. The endurance limit
2.7.1. The endurance limit for bending
S′e= 0.5SU =
Se =0.98 701Mpa
2.7.2. The endurance limit for torsional
Se =0.98 =414 Mpa
2.7.3. The endurance limit for axial load

Se =0.98 =596 Mpa
Gears have been specified as shown, allowing the tangential, axial and radial forces transmitted
through the gears to the shaft to be determined as follows.
Wt23 =6662N Wa23 =4665N
Wr23 =2966N W23 =3597N
Wt45 =3597N Wa45 =2519N
Wr45 =1602N W45 =4673N

43
Where the superscripts t and r represent tangential and radial directions, respectively;
and, the subscripts 23 and 54 represent the forces exerted by gears 2 and 5 on gears 3 and 4,
respectively. Proceed with the next phase of the design, in which a suitable material is selected,
and appropriate diameters for each section of the shaft are estimated, based on providing
sufficient fatigue and static stress capacity for infinite life of the shaft, with minimum safety
factors of 1.5.
2.8. DESIGN OF INPUT SHAFT
InputShaft design is based on the ASME equation:
T=
T= =23Nm
Tangential load on the shaft

wt= = =534N =0.533KN
wr =Wt tan Ø = 0.374kN

WR = (Wt2 + Wr2)0.5
= (0.5332+ 0.3742)0.5=0.652kN =652N
Bending moment
M = WRL /4 =652x0.193/4=32 Nm
2.8.1. Shaft Loading for minimum diameter calculation

By ASME code equation for shaft design we have
d3 = √
Table-8 Combined shock and fatigue

factors for ASME code shaft design
equation

44
k = 0.2 i.e, 20% reduction in strength due to keyway is assumed. From Table above, for rotating
shaft with minor shock loads, Kb = 1.5 and Kt = 1.0.
T king C45 steel for the sh ft, σyp = 360 MP
yp = σyp /2 = 360/2 = 180 MP nd t king f tor of s fety of 2 [τ] = yp /2 = 180/2 =90 MPa
d3= √
d3 = √
d =30mm
Taking d=35mm for better design
Check for deflection at the pinion centre.

δ=
δ= =0.0118
Sin e δ < 0.01m = 0.01x5 = 0.05 mm, the design is OK.

Check for slope at the bearing at two end points
= =0.0000062rad
α< 0.0008 r d. Hen e the design is OK.

Check for the pinion size.
The minimum pitch diameter of the pinion should be
d1 ≥ 2 x bore + 0.25 m
Where d is the bore diameter and m is the module expressed in mm.
D1 ≥ 2bore +0.1m= 2x35 + 0.25x5 = 70.25 mm
Since d1 = 86 mm > D1. The design is satisfactory.
Gear shaft diameter = d (i)1/3= 35 (5)1/3= 60 mm.

45
Gear shaft diameter of 60 mm is taken.

The hub diameter: dH= 1.8 x 60 = 108 mm, is taken.
Hub length is taken as L =1.25d =1.25 x60 =75 mm
2.8.2. S.F.D, TD AND B.M.D FOR INPUT SHAF

2.8.2.1.FOR RESULTANT LOADS
Figure-4 shaft reaction force
652N
RB
50mm 113mm RA
F =0
RA+RB =652N_____________1
ƐMa =0
163RB - 652
RB =32600/163 =200N
RA =652 -200 =452N
The normal load acting on the tooth of gear one
Wn =Wt/cos20 =533/cos20 =567N
The normal load acts at 20° to the vertical .Resolving the normal load vertically and horizontally,
we get
Vertical component of Wt i.e. the vertical load acting on the shaft
WV = WN cos 20° =567COS20 =533N
And horizontal component of WC i.e. the horizontal load acting on the shaft at
WH = Wn sin 20° =567sin20 =194N
Interv l 0→50

46
∑
x V=452
∑
Mx =452x
At x=50mm ---Mx =452
Interval 50→163
652
x
452 V
Vx =452 -652 =-200

Mx =452 -652(x-45)
At x =163mm----Mx =452 -625(163-50) =0
2.8.2.2.FOR VERTICAL LOADS
533N
50mm 113mm
RA RB

47
F =0
RA+RB =533N_____________1
ƐMa =0
163RB - 533
RB =26650/163 =164N
RA =533 -164 =369N
Wn =Wt/cos20 =533/cos20 =567N
we get
WV = WN cos 20° =567COS20 =533N
Interval 0→50
∑
x V=369
∑
Mx =369x
At x =50----Mx=369 =18450Nmm
Interval 0→163
533
x
369 V
Vx =369 -533 =-164

Mx =369 -533(163-x)
At x =163----Mx=-110(0) =0Nmm

48
2.8.2.3.FOR HORIZONTAL LOADS

194N
50mm 113mm
RA RB
F =0
RA+RB =194N_____________1
ƐMa =0
163RB - 194
RB =9700/163 =60N
RA =194 -60 =134N
Wn =Wt/cos20 =533/cos20 =567N
And horizontal component of Wni.e. The horizontal load acting on the shaft at meshing point.
WH = Wn sin 20° =567sin20 =194N
Interv l 0→50
∑
X Vx=134N
∑
134 Vx Mx =134x
At x =50----Mx=134 =67000Nmm
Interv l 50→113
194

49
x
134 V
Vx =134 -194 =-60N

Mx =-40(163-x)
At x =163----Mx=0Nmm
Figure-7 .BMD,TD,SFD

50
652N
50mm 113mm
RA RB
452
a. SFD
-200
b. TD
533N
c. vertical load
diagram
369N 164N
194N
d. horizontal load
diagram
134N 18450Nmm 60N

51
e.
Vertical BMD
6700Nmm
f
.horizontal BMD
226000
g
.resultant BMD
Table-9 Moments in critical points
Case Moments at different location

@ x=0 @ x=50mm @ x=163mm
Due to vertical load 0 18.45Nm 0
Due to horizontal load 0 6.7Nm 0
Due to resultant load 0 226Nm 0
2.8.2.4.Stress Concentration Factors for in put shaft

52
Where the bending moment is high, there is a stress concentration at the shoulder and the
torque is present. Assume generous fillet radius for gear at estimate for quick, conservative first
pass, assume Kf = Kt , Kf s = Kts . Choose inexpensive steel,
C-45 with Sut = 360Mpa
d =35mm calculated before,
All estimates have probably been conservative, so select the next standard size below 35, 30 and
check
A typical D/d ratio for support at a shoulder is D/d _ 1.2, thus
, D =1.2(30) = 36 mm. Check if estimates were acceptable.
D/d = 36/30 = 1.2
Assume fillet radius r = d/10∼= 3 mm r/d = 0.1
Kt = 1.6
q = 0.82
Kf = 1 + 0.82(1.6 − 1) = 1.49
Kts = 1.35
qs = 0.95
Ka=asbut
From Table = 4.51 and b =−0.265. Then
ka=ka= 4.51(320)−0.265
ka=0.98
Kf= 1 + q(Kt− 1)
Kf s = 1 + qshear (Kts− 1) =1.33; for steel materials kt=1.65
Kt=1.6
Kf= 1 + 0.85(1.6 − 1) =1.51
Ka =0.98 Kc =1 for bending Kc =0.59 for
tortional
Kc =0.85 for axial load Kd =1 Ke =0.897
Kf =1.51 Kb =1 Kt =1.6
The endurance limit for bending

53
S′e= 0.5SU =
Se =0.98 701Mpa
The endurance limit for torsional
Se =0.98 =414 Mpa
The endurance limit for axial load
Se =0.98 =596 Mpa
σ′a = =810mpa
σ′m =* ( ) + Ta=23000Nmm
σ′m =* ( ) + =700mpa
Using Goodman criterion
nf =3.3
Check yielding.
ny =
ny = =1.6
2.9. DESIGN OF INTERMEDIATE SHAFT

Intermediate Shaft design is based on the ASME equation:
In Intermediate shaft there are two gears
Gear one load calculation
T=
T= =114.6Nm

Ft= = =535.5N =0.5355KN
Fr =Ft tan Ø =0.375kN

F = (Ft2 + Fr2)0.5
= (0.53552 + 0.3752)0.5=0.654kN =654N
Bending moment at mid point
54
M = FL /4 =654x0.193/4=32 Nm
Pinion two load calculation
T=
T= =114.6Nm

Ft= = =1441.5N =1.4415KN
Fr =Ft tan Ø = 1.009kN

F = (Ft2 + Fr2)0.5
= (1.44152 + 1.0092)0.5=1.76kN =1759N
Bending moment at C
M = FL /4 =1759x0.193/4=85 Nm where L is shaft length and F is resultant force
2.9.1. Shaft loading for minimum diameter calculation
By ASME code equation for shaft design we have,
d3 = √
Since for all shafts C-45 is selected as shaft material the prevace data also taken for
intermiadate shaft also;
yp = σyp /2 = 360/2 = 180 MP nd t king f tor of s fety of 2
[τ] = yp /2 = 180/2 =90 MPa
d3 = √
Since the diameter of pinion shaft is found which 35mm is, the gear shaft diameter became
Gear shaft diameter = d (i) 1/3 = 35 (5)1/3 = 60 mm.
The hub diameter: DH = 1.8 x 60 = 108 mm, is taken.
Hub length is t ken s L =1.25d =1.25 x60 ≈75 mm
δ=

55
δ= =0.0118

= =0.0000062rad
α< 0.0008 r d. Hen e the design is OK. Check for the gear size.
d1 ≥ 2 x bore + 0.25 m
D1 ≥ 2bore +0.1m= 2x60 + 0.25x5 = 120.25 mm
Gear shaft diameter = d (i)1/3= 60 (2.5)1/3= 80 mm.
Gear shaft diameter of 60 mm is taken. The hub diameter: dH= 1.8 x 80 = 144 mm, is taken.
Hub length is taken as L =1.25d =1.25 x80 =100 mm
The normal load acting on the tooth of gear oneare
Wn1 =Wt/cos20 =535/cos20 =569N
Wn2 =1440/cos20 =1532.5N
we get
WV1= WN cos 20° =569COS20 =535N
WV2 =1532.5COS20 =1440N
WH1 = Wn sin 20° =569sin20 =194N
WH2 = Wn sin 20° =1532.5sin20 =524N
2.9.2. S.F.D and B.M.D FOR INTERMADIAT SHAFT

654N 1759N

56
50 59 54
RA RB
Figure-8.shaft reaction force
∑ F =0
RA+RB =1759N +654N_____________1
∑ a =0
163RB –( 654
RB =224431/163 =1377N
RA =2413 -1377 =1036N
Interv l 0→50
∑
X Vx=1036
1036 Vx ∑
Mx =1036x
At x =50----Mx=1036 =51800Nm
Interval 50→109
654
x
1036 Vx
Vx =1036 -654 = 382
Mx =382x -654(x-50)
At x=109------382 - 654 (109-50)

57
Mx =3052Nmm
Interval 109→163
Vx= -1377
Vx 1377
Mx =1377(163 - X)
At x =163
Mx =1377 (163 -163) =0

2.9.2.2. FOR VERTICAL LOADS
535N 1440N
50 59 54
RA RB
∑ =0
RA+RB =1440N +535N =1975_____________1
∑ a =0
163RB – (535
RB =183710/163 =1127N
RA =1975 -1127 =848N
Interv l 0→50
X V=848
848 Vx
Mx =848x
At x =50----Mx=848 =42400N

58
Interv l 50→109
535N
X
848 Vx
Vx =848 -535 = 313N
Mx =848x - 535(x-45)
At x=109------848(109) - 535(109-50)
Mx =60867Nmm
Interval 109→163
Vx= -1127
Vx 1127
Mx = -1127(163 - X)
At x =163
Mx =-1127 (163 -163) =0
Figure-10. shaft reaction force
238N 524N
50 59 54
RA RB

59
∑ =0
RA+RB =524N +238N =762N_____________1
∑ a =0
163RB –( 238
RB =69016/163 =424N
RA =762 -424 =338N
Interv l 0→50
X Vx=338
Vx
338 Mx =338x
At x =50----Mx=338 =16900Nmm
Interv l 50→109
238
X
338 Vx
Vx =338 -238 = 100N
Mx =338x -238(x-45)
At x=109------338(109) -238(109-50)
Mx =22800Nmm
Interval 109→163
Vx= -424
Vx 424

60
Mx =424(163 - X)
At x =163
Mx =0
Figure-11.
654N 1759N
1036 1 1377
50 59 54 All
dimensions are in (mm )
1. space and
resultant load
diagram
1036
382
2. RSFD
-600
114600
3. Torque diagram
535N 1440N
4. vertical load
diagram

61
848N 1127N
524N 1200N
5. horezontal load
diagram
338N 22800Nmm
16900Nmm 424N
6. Horizontal. BMD
42400Nmm
60867Nmm
7. Vertical . BMD
51800
3052
8. resultant BM
Table -10 Moments in critical points
Load type Moments at different location

@ x=0 @ x=50mm @ @ x =163
x=109mm
Due to vertical load 0 16.9Nm 22.8Nm 0
Due to horizontal load 0 42.4Nm 60.867Nm 0

62
Due to resultant load 0 51.8Nm 3.052Nm 0
2.9.2.4. Stress Concentration factors in intermediate shaft

From left to right at 50mm length is the bending moment is high, there is a stress
concentration at the shoulder and the torque is present. Assume generous fillet radius for gear at
estimate for quick, conservative first pass, assume Kf = Kt , Kf s = Kts . Choose inexpensive
steel,
C-45 with Sut = 360Mpa
All estimates have probably been conservative, so select the next standard size below 60, 50 and
check
D/d = 60/50 = 1.2
Kt = 1.6
q = 0.82
Kf = 1 + 0.82(1.6 − 1) = 1.49
Kts = 1.35
qs = 0.95
Ka=asbut
From Table a = 4.51 and b =−0.265. Then
ka=ka= 4.51(320)−0.265
ka=0.98
Kf= 1 + q(Kt− 1)
Kf s = 1 + qshear (Kts− 1) =1.33; for steel materials kt=1.65
Kt=1.6
Kf= 1 + 0.85(1.6 − 1) =1.51

63
Ka =0.98 Kb =1 Kc =1 for
bending
Ke =0.897 Kf =1.51 Kt =1.6
2.24.The endurance limit for bending
S′e= 0.5SU =
Se =0.98 701Mpa
.The endurance limit for torsional

Se =0.98 =414 Mpa
.The endurance limit for axial load

Se =0.98 =596 Mpa
σ′a = =368mpa
σ′m =* ( ) + ------------------- Ta=114600Nmm
σ′m =* ( ) + =622mpa
nf =2.5
Check yielding.
ny =
ny = =2

64
2.10. Design of output shaft

Output Shaft design is based on the ASME eqation:
Pinion two load calculation
T=
T= =286.5Nm
Ft= = =1439.7N =1.44KN
Fr =Ft tan Ø = 671.34N

F = (Ft2 + Fr2)0.5
= (1439.72 + 671.342)0.5 =1588.5N
Bending moment became
M = FL /4 =1588.5x0.193/4=77 Nm
2.10.1. Shaft loading for minimum diameter calculation
By ASME code equation for shaft design we have,
d3 = √
since for all shafts C-45 is selected as shaft material the prevace data also taken for
intermediate shaft also;
yp = σyp /2 = 360/2 = 180 MP nd t king f tor of s fety of [τ] = yp /2 = 180/2 =90 MPa
d3 = √
Since the diameter of pinion shaft is found which is 35mm ,the gear shaft diameter became
Gear shaft diameter = d (i)1/3= 60 (2.5)1/3= 80 mm.
The hub diameter: dH= 1.8 x 80 = 144 mm, is taken.
Hub length is t ken s L =1.25d =1.25 x80 ≈100 mm

65
δ=
δ= =0.00021

= =0.0000062rad
α< 0.0008 r d. Hen e the design is OK.

Check for the gear size.
d1 ≥ 2 x bore + 0.25 m
D1 ≥ 2bore +0.1m= 2x80 + 0.25x5 = 161.25 mm

66
2.10.2. S.F.D and B.M.D for output SH

Figure-12- shaft reaction force
1588.5N
109 54
RA RB
CALCULATION OF EXTERNAL REACTION FORCES
RA+RB =1588.5N_____________1
ƐMa =0
163RB – 1588.5
RB =173146.5/163 =1062N
RA =1588.5-1062=526.5N
Wn =Wt/cos20 =1440/cos20 =1534N
we get
WV = WN cos 20° =1534COS20 =533
Interv l 0→109
x V=526.5
526.5 Vx

67
Mx =526.5x
Interv l 109→113
1588.5
x
526.5 Vx
Vx =526.5 -1588.5 = -1062N
Mx =526.5x -1588.5(169 -X)
2.10.2.2.FOR VERTICAL LOADS

533N
109 54
RA RB
Figure-13. shaft reaction force
RA+RB =533N_____________1
ƐMa =0
163RB – 533
RB =58097/163 =356N

68
RA =533-356=177N
Wn =Wt/cos20 =1440/cos20 =1534N
we get
WV = WN cos 20° =1534COS20 =533N
Interv l 0→109
X Vx=177
177 Vx
Mx =177x
At x=109 Mx =177(109) =19293Nmm
Interval 109→163
533
x
177 Vx
Vx =177 -533= -356
Mx =177x -533(x-109)

525N

69
109 54
RA RB
RA+RB =525N_____________1
ƐMa =0
163RB – 525
RB =57225/163 =351N
RA =525-351=174N
Wn =Wt/cos20 =1440/cos20 =1534N
WH = Wn sin 20° =1534sin20 =525N
Interv l 0→109
x VX=174
174 VX
Mx =174x
At x=109 Mx =174(109) =18966mm
Interval 109→163
525

70
x
174 V
Vx =174-525= -351
Mx =174x -525(x-109)
At x=163 Mx =0
1588.5N
109 54
RA RB
Nmm
1. RSFD
-1062Nmm
T
2. TD

71
RA 533N
RB
3. VLD
177N
356N
4. HLD
174N
351N
19293 Nmm
5. VBMD
18966Nmm
6. HBMD
57388.5mm
7.RBMD
Figure-15.shaft reaction force

72
Table -11- Moments in critical points
Case Moments at different location

@ x=0 @ x=109mm @ x=163mm
Due to vertical load 0 19.293Nm 0
Due to horizontal load 0 18.966Nm 0
Due to resultant load 0 573.835Nm 0
2.10.2.4. Stress Concentration Factors for output shaft

By the same way the bending moment is high, there is a stress concentration at the shoulder
and the torque is present. Assume generous fillet radius for gear at estimate for quick,
conservative first pass, assume Kf = Kt , Kf s = Kts . Choose inexpensive steel,as input shaft C-
45 with Sut = 360Mpa
All estimates have probably been conservative, so select the next standard size below 80,70 and
check
D/d = 80/70 = 1.2
Kt = 1.6
q = 0.82
Kf = 1 + 0.82(1.6 − 1) = 1.49
Kts = 1.35
qs = 0.95
Ka=asbut

73
From Table = 4.51 and b =−0.265. Then

Ka=ka= 4.51(320)−0.265 Ka=0.98 Kf= 1 + q(Kt− 1)
kt=1.65 Kt=1.6 Kf= 1 + 0.85(1.6 − 1) =1.51
Kf s = 1 + q shear (Kts− 1) =1.33; for steel materials
Ka =0.98 Kb =1 Kc =1
for bending
Ke =0.897 Kf =1.51 Kt =1.6
The endurance limit for bending
S′e= 0.5SU =
Se =0.98 701Mpa
The endurance limit for torsional
Se =0.98 =414 Mpa
The endurance limit for axial load
Se =0.98 =596 Mpa
σ′a = =173mpa
σ′m =* ( ) + --------------------- Ta= 286500Nmm
σ′m =* ( ) + =1151mpa

=
nf =3.6
Check yielding.
ny =
ny = =1.5

74

75
CHAPTER THREE
KEY DESIGN
A key is a piece of mild steel inserted between the shaft and hub or boss of the pulley to connect
these together in order to prevent relative motion between them. It is always inserted parallel to
the axis of the shaft. Keys are used as temporary fastenings and are subjected to considerable
crushing and shearing stresses.
3.1. Key material
Because keys are loaded in shear, ductile material are used. Soft,low-carbon steel is the most
common choice unless a corrosive environment require a brass or stainless steel keys.square or
rectangular keys are often made from cold-rolled bar stock and merely cut to length. the special
key stock mentioned above is used when a closer fit is required between key and keyway .
Table -12 Proportions of standard parallel rectangular keys.
Shaft diameter Key cross-section Shaft diameter Key cross-section

(mm) up to and (mm) upto and
Including) including
Width (mm) Thickness (mm Width (mm) Thickness (mm)
6 2 2 80 25
14
8 3 3 95 28
16
10 4 4 110 32
18
12 5 5 130 36
20

76
17 6 6 150 40
22
22 8 7 170 45
25
30 10 8 200 50
28
38 12 8 230 56
32
44 14 9 260 63
32
50 16 10 290 70
36
58 18 11 330 80
40
65 20 12 380 90
45
75 22 14 440 100
50
3.2. Key Design for input shaft

Material for key is low carbon steel with yield strength of 340 MPa selected due to above
mentioned case. And the shaft material is C-45 with Yield strength 360 MPa andUltimate
tensile strength 660Mpa selected
The diameter of shaft known before which is 35mm
For my design the rectangular key is selected due to It may be noted that a the rectangular key is
a taper less and is used where the pulley, gear or other mating piece is required to slide along the
shaft.
From above table we find that for a shaft of 35 mm diameter, taking for the nearest value for
35mm diameter which is for 38mm shaft diameter
Width of key, w = 12 mm and
Thickness of key, t = 8 mm
77
The length of key is obtained by considering the key in shearing and crushing.
Let l = Length of key
Considering shearing of the key we know that shearing strength (or torque transmitted) of
the key, and assume a factor of safety of 3.
According to maximum shear stress theory the maximum shear stress for the shaft,
Ʈmax = =360/2 =60N/mm2
And maximum shear stress for the key,
Ʈk = =340/2 =56.67N/mm2
We know that the maximum torque transmitted by the shaft and key,
T= Ʈmax d3 = 3
=5.1 × 105 N-mm
Consider the failure of key due to shearing. We know that the maximum torque transmitted (T),
T =LW Ʈk
5.1 × 105 N-mm =L

L =42mm
Now considering the failure of key due to crushing, we know that the maximum torque
transmitted by the shaft and key (T),
T=L
5.1 × 105 N-mm =L
L =22mm
 Taking the smaller of the two values, we have l = 22mm
3.3. Key Design for intermediate shaft
Taking the same Material as before, for key is low carbon steel with yield strength of 340
MPa
By specifying appropriate keys for the two gears on the intermediate shaft to provide a factor of
safety of 3, the gears are to be custom bored and keyed to the required specifications. Previously
obtained information is:

78
For my design the rectangular key is selected asbefore. From above table we find that for a
shaft of 60 mm diameter, taking for the nearest value for 35mm diameter which is for 58mm
shaft diameter
Let l = Length of key.
Considering shearing of the key We know that shearing strength (or torque transmitted) of the
key, and assume a factor of safety of 3.
Ʈmax = =360/2 =60N/mm2
and maximum shear stress for the key,
Ʈk = =340/2 =56.67N/mm2
T= Ʈmax d3 = 3
=2.545 × 106 N-mm
Consider the failure of key due to shearing. We know that the maximum torque transmitted ( T),
T =LW Ʈk
2.545 × 106 N-mm =L

L =63mm
Now considering the failure of key due to crushing force, we know that the maximum
torque transmitted by the shaft and key (T),
T=L
2.545 × 106 N-mm =L
L =35mm
 Taking the smaller of the two values, since the length of the key must be less than the
face width of gear or equal, we take have l = 35mm
 NB:- Since both gears have the same bore diameter and transmit the same torque, the
same key specification can be used for both.
3.4. Key Design for 0utput shaft

79

For my design the rectangular key is selected as before. From above table we find that for a
shaft of 80 mm diameter.
Let l = Length of key.
Considering shearing of the key we know that shearing strength (or torque transmitted) of the
key, and assume a factor of safety of 3.
Ʈmax = =360/2 =60N/mm2
And maximum shear stress for the key,
Ʈk = =340/2 =56.67N/mm2
T= Ʈmax d3 = 3
=6.04 × 106 N-mm
Consider the failure of key due to shearing. We know that the maximum torque transmitted ( T),
T =LW Ʈk
6.04 × 106 N-mm =L

L =100mm
Now considering the failure of key due to crushing force, the maximum torque transmitted by the
shaft and key (T),
T=L
6.04 × 106 N-mm =L
L =40mm
 Taking the smaller of the two values since the other is very large we have l =40mm

80
L t
Figure-16 key layout
CHAPTER FOUR
BEARING SELECTION
4.1. BALL BEARIN
a single row deep groove radial ball bearing is the most widely used of all the rolling types of
bearings. Note that the balls roll in grooves in both the inner and outer races. Because of these
grooves, this bearing is capable of holding axial, or thrust, loads as well as radial loads.
Furthermore, it can carry the axial loads in either direction. It is the ability of this bearing to
carry both radial and axial loads, individually or in combinations, and in any direction that makes
this bearing so useful to designers. This same basic bearing is also made with various
combinations of shields, seals, and retainer rings. The main advantage of ball bearings are
1. Low starting and running friction except at very high speeds.
2. Ability to withstand momentary shock loads.
3. Accuracy of shaft alignment.
4. Low cost of maintenance, as no lubrication is required while in service.
5. Small overall dimensions.
6. Reliability of service.
7. Easy to mount and erect.
8. Cleanliness.
4.2. BEARING SELECTION FOR INPUT SHAFT
By selecting ball bearings for the intermediate shaft for above reason with a reliability of 99
percent. The problem specifies a design life of 12 000 h. The intermediate shaft speed is1250
rev/min. The estimated bore size is 35mm and the estimated bearing width is 30mm.

81
From the free-body diagram of above;

RAV = 369N RAH = 134N RAR = 452N
RBV = 164N RBH = 60N RBR = 200N
At the shaft speed of 250rev/min, the design life of 12 000 h correlates to a bearing life of
LD = (12 000 h)(60 min/h)(1250 rev/min) = 9 × 108 rev.
Since the average life of the bearing is 5 years at 10 hours per day, therefore life of the bearing in
hours,
LH = 5 × 300 × 10 = 15 000 hours ... (Assuming 300 working days per year) and life of
the bearing in revolutions,
L = 60 N × LH = 60 × 1250 × 15 000 = 1.125 × 107 rev
..
F=CO =R * + 1/b
Where F = Basic static load rating or, the design load

RF =reaction force at the bearing
C = Basic dynamic load rating,
Re = reliability
x = life measure dimensionless variate, L/L10
X0 = gu r nteed, or “minimum,’’ v lue of the v ri te x0 = 0.02
Characteristic parameter corresponding to the 63.2121 percentile value of the variate,
which is
(θ − x0) =4.439 from shigly book
b = shape parameter that controls the skew ness for ball bearing b = 1.483.
C= = = 80
Since the maximum reaction force is at point A we must do the design load this reaction force
RA =452
F=CO =R * + 1/b

82
F=CO =452* + 1/1.483 =55157.65N =55.16KN
Table -13. Basic capacities
Bearing Basic capacities in KN

No. Static
Dynamic
219 72
85
319 112
120
220 81.5
96.5
320 132
137 From Table above, the bearing
number 407 having C = 43Kn
407 30.5
whith bore
43
diameter=35mm,outside
307 143
diameter=80mm,and width of
143
21mm may be selected
222 104
4.3. BEARING
112
SELECTION FOR
322 166
INTERMEDAITE SHAFT
160
By selecting ball bearings
for the intermediate shaft, for above reason with a reliability of 99 percent The problem specifies
a design life of 12 000 h. The intermediate shaft speed is 250 rev/min. The estimated bore size is
60mm and the estimated bearing width is 30mm.
RAV = 775N RAH = 316N RAR = 946.65N
RBV = 1200N RBH = 446N RBR = 1466.35
83
LD = (12 000 h)(60 min/h)(250 rev/min) = 1.8 × 108 rev.

hours,
L = 60 N × LH = 60 × 250 × 15 000 = 22.5 × 106 rev
F=CO =R * + 1/b

Re = reliability
Characteristic parameter corresponding to the 63.2121 percentile value of the variate, which is
(θ − x0) =4.439
C= = = 80
Since the maximum reaction force is at point B we must do the design load by this reaction
force
RB =1466.35
F=CO =R * + 1/b
F=CO =1466.35* + 1/1.483 =178939N =179KN
Table -14 Basic capacities
Bearing Basic capacities in kN

84
No. Static
Dynamic
215 42.5
52
313 55
65.5
311 42.5
56
320 132
137
From Table above, the bearing
221 93
number 312 having C = 160kN,
104
whith bore
321 143
143
222 104
112
312 166
4.4. BEARING
160
SELECTION FOR OUTPUT
SHAFT
By selecting ball bearings for the intermediate shaft for above reason with a reliability of 99
percent. The problem specifies a design life of 12 000 h. The intermediate shaft speed is 100
rev/min.
The estimated bore size is 80mm and the estimated bearing width is 30mm.
RAV = 177N RAH = 174N RAR = 526.5N
RBV = 356N RBH = 351N RBR = 1062N
LD = (12 000 h) (60 min/h) (100 rev/min) = 7.2 × 108 rev.
hours,

85
L = 60 N × LH = 60 × 100 × 15 000 = 9 × 107 rev
..
F=CO =R * + 1/b

Re = reliability
Characteristic parameter corresponding to the 63.2121 percentile value of the variate, which is
(θ − x0) =4.439---------------------------------------reference shegly text book
C= = =8
Since the maximum reaction force is at point B we must do the design load this reaction force
RB =1062
F=CO =R * + 1/b
F=CO =1062* + 1/1.483 =27454N =27.5KN
Table -15-Basic capacities
Bearing Basic capacities in Kn

No.
210 21.2 Static
Dynamic

86
27.5
216 17.6
26
210 21.2
27.5
308 22
32
208 16
22.8
From Table above, the bearing
406 23.2
number 216 having C = 26kN,
33.5
whith bore
222 104
112
322 166
160

87
CHAPTER FIVE
DESIGN OF WELDED REDUCER CASING AND OTHER REQUIREMENTS IN DESIGN
OF GEAR BOX
5.1. WELDING DESIGN
Many of the parts made by casting could also be fabricated by welding. Rolled plates and rolled
structural members (beams, channels, angles, etc.) are commonly used to build up the necessary
structure.
The general rules for good weldment design are very much the same as for good casting design:
a. Use relatively thin sections, enlarged where necessary by welding in bosses, rims,etc.
b. Provide bosses or machining pads wherever flat surfaces are to be machined.
c. Strengthen and stiffen light sections with ribs.
d. Use simple curves which can be easily obtained by bending plates.
In addition to the above rules, provision must be made to allow the welding arc or torch to reach
the place to be welded.
Due largely to the uniformity of rolled plates and structural members, welded structures tend to
vibrate more than cast structures. Care must be taken to stiffen large thin sections with ribs so as
to damp out this vibration.
Most weldments are made of steel which is inherently much stiffer than cast iron. The advantage
of this greater rigidity can be quickly lost in weldment design by the use of excessively thin non-
reinforced sections, however.
Generally casting in cast iron or steel and also may be fabricated by welding process. Is
usually made up of two halves, the upper part or cover and the lower part. Bearings are
supported in bosses in the lower part as well in the cover. Body and cover increased its rigidity
by providing ribs bellow the bosses in the body and above the bosses in the cover. Tightening
bolts between the cover and the body are provided close to the bearings. In order to protect the
bearings from dirt bearing covers are also provided on the bosses.
Before deciding the overall dimensions of the casing it is necessary determined its inside
dimensions as follows: dimensions of gears (pitch diameters and face width) calculated from

88
strength considerations. Distances of two gears in the same shaft is kept as 10 to 15 mm, inner
periphery boundary of the reducer is drawn at 10 to 15 mm away from the edge of pinion - gear
pair and for the ends of pinion of the first stage and gear of the last stage. Corner is then rounded.
Top flange of the body is required to have a width given by K  2,5 to 3,2 where
  0,03 A  5 thickness of the casing wall , A center distance of the last stage.
Figure-17.housing layout
Table .16-The dimensions of the casing is calculated by using empirical formulae.

Detail of casing dimensions
No. Dimension Symbol Empirical

relation
1 Thickness of casing wall  0,003 A  5 mm
2 Thickness of cover wall ' 0,8  0,85
3 Width of top flange of casing K 2,5  3,2
4 Thickness of the top flange of the casing b 1,5
5 Thickness of the rib of the body c 0,8  1,0
6 Diameter of the foundation bolt d 1,5  2,0
7 Minimum clearance between gear and inner wall of a 
the cover

89
8 Diameter of bolts near bearing d' 0,75d

9 Diameter of the flange bolts d'' 0,75d '
10 Thickness of foundation t 2,25  2,5
11 Width of foundation flange K' 2,2  2,5d
12 Distance between flange bolts e 150  180 mm
13 Thickness of the cover flange b' 1,5  1,75 '
14 Thickness of the cover rib c' 0,8  0,85 '
A Center distance of the last stage
' 0.8
K=
b
c 1.5*7 =6.3
d 1.5*7=10.5mm=12mm=12M
a 15mm
d ' 0.75d=0.75(10.5)=7.85mm=M8(standard)
d'' 0.75*7.85 6mm=m6
t 2.5*7 17.5mm
K' 26.25mm
e
b' 9mm
c' 4.5mm
The tota lgear box height is given by.

Hgp=2

90
Hgp= 2
In gear reducer of any size at least four foundation bolts will be provided. For larger size reducer
the number of bolts depends upon the length and width of the foundation flange.
L  mK '
Number of bolts is calculated from n 
200 to 300
Where L, K ' , m are the length and the width of foundation flange and the tooth module
respectively?
806.5  1.5 * 26.5
n =4.2=taking 6
200

91
Figure-18. location of required dimensions
Chapter six
Lubrication selection for gear box drives and efficiency.
Energy is transmitted from a power source to a terminal point, through gears that change
speeds, directions, and torque. Gear lubricants are formulated and applied to prevent premature
component failure, assure reliable operation, reduce operating cost, and increase service life. The
important objectives accomplished by these lubricants include: reduction of friction and wear,
corrosion prevention, reduction of operating noise, improvement in heat transfer, and removal of
foreign or wear particles from the critical contact areas of the gear tooth surfaces.
Gears vary greatly in their design and in their lubrication requirements. Proper lubrication is
important to prevent premature wear of gear tooth surfaces. When selecting a lubricant for any
gear application the following issues must be considered: type and materials of gear, operating
conditions, including rolling or sliding speed, type of steady load and temperature, method of
lubricant application, environment and type of service. Enclosed gears -- those encased in an oil-
tight housing -- usually require an oil with various additives, depending on the operating
conditions. Rust, oxidation, and foam inhibitors are common. Extreme pressure (EP) additives
are also used when loads are severe.
Worm gears are special because the action between the worm and the mating bull gear is sliding
rather than the rolling action common in most gears. The sliding action allows fluid film
lubrication to take place. Another significant difference is that worm gears are usually made of
dissimilar materials, which reduces the chance of galling and reduces friction. EP additives
usually are not required for worm gears and may actually be detrimental to a bronze worm gear.
Lubrication can be improved by oiliness additives.

92
In open gear applications, the lubricant must resist being thrown off by centrifugal force or being
scraped off by the action of the gear teeth. A highly adhesive lubricant is required for most open
gear applications. Most open gear lubricants are heavy oils, asphalt-based compounds, or soft
greases. Depending on the service conditions, oxidation inhibitors or EP additives may be added.
Caution must be exercised when using adhesive lubricants because they may attract and retain
dust and dirt, which can act as abrasives. To minimize damage, gears should be periodically
cleaned.
6.1.Gear Wear, Failure and Lubrication
The most critical function provided by lubricants is to minimize friction and wear to extend
equipment service life. Gear failures can be traced to mechanical problems or lubricant failure.
Lubricant-related failures are usually traced to contamination, oil film collapse, additive
depletion and use of improper lubricant for the application. The most common failures are due to
particle contamination of the lubricant. Dust particles are highly abrasive and can penetrate
through the oil film, using “plowing” we r or ridging on met l surf es. W ter ont min tion
can cause rust on working surfaces of the gears and eventually destroy metal integrity.
To prevent premature failure, gear selection requires careful consideration of the

following: gear tooth geometry, tooth action, tooth pressures, construction materials and surface
characteristics, lubricant characteristics and operating environment.
6.2.Gear Pitting and Lubrication
Pitting occurs when fatigue cracks are initiated on the tooth surface or just below the surface.
Usually pits are the result of surface cracks caused by metal-to-metal contact of asperities or
defects due to low lubricant film thickness. High-speed gears with smooth surfaces and good
film thickness may experience pitting due to subsurface cracks. These cracks may start at
inclusions in the gear materials, which act as stress concentrators, and propagate below and
parallel to the tooth surface. Pits are formed when these cracks break through the tooth surface
and cause material separation. When several pits join, a larger pit (or spall) is formed. Another

93
suspected cause of pitting is hydrogen embrittlement of metal due to water contamination of the
lubricant. Pitting can also be caused by foreign particle contamination of lubricant. These
particles create surface stress concentration points that reduce lubricant film thickness and
promote pitting. The following guidelines should be observed to minimize the onset of pitting in
gear units:
 Reduce contact stresses through load reduction or by optimizing gear geometry.

 Steel should be properly heat-treated to high hardness. Carburizing is preferable.
 Gear teeth should have smooth surfaces produced by grinding or honing.
 Use proper quantities of cool, clean and dry lubricant with the required viscosity.
6.3.Gear Lubricant Characteristics and Viscosity:- Gear lubricant must possess the following
characteristics:
Good viscosity is essential to ensure cushioning and quiet operation. An oil viscosity that is too
high will result in excess friction and degradation of oil properties associated with high oil
operating temperature. In cold climates gear lubricants should flow easily at low temperature.
Gear oils should have a minimum pour point of 5° C lower than the lowest expected
temperature. The pour point for mineral gear oil is typically -7° C . When lower pour points are
required synthetic gear oils with pour points of -40° may be necessary. The following equation
from the provides a method for verifying the required viscosity for a specific gear based on the
operating velocity:
7000
V40 =
V0.5
Where:
V40 = lubricant kinematic viscosity at 40° (cSt)
V= pitch line velocity (m/min) given by:
V= where m/min
n is the pinion speed in rev/min and d is the pitch diameter (meter).
V40 = 7000

94
337.550.5
=381(m3/min)
Film strength: Good film strength helps prevent metal contact and scoring between the gear
teeth.
Lubricity (oiliness): Lubricity is necessary to reduce friction. Adhesion Helps prevent loss of
lubrication due to throw-off associated with gravity or centrifugal force especially at high speeds.
Gear speed :Gear Lubrication, has adopted pitch line velocity as the primary selection criterion.
As noted above, gear speed is a factor in the selection of proper oil viscosity. The pitch line
velocity determines the contact time between gear teeth. High velocities are generally associated
with light loads and very short contact times. For these applications, low-viscosity oils are
usually adequate. In contrast, low speeds are associated with high loads and long contact times.
These conditions require higher-viscosity oils
Temperature: Ambient and operating temperatures also determine the selection of gear
lubricants. Normal gear oil operating temperature ranges from 50 to 55° above ambient. Oils
operating at high temperature require good viscosity and high resistance to oxidation and
foaming. Caution should be exercised whenever abnormally high temperatures are experienced.
High operating temperatures are indicative of oils that are too viscous for the application, excess
oil in the housing, or an overloaded condition. All of these conditions should be investigated to
determine the cause and correct the condition. Oil for gears operating at low ambient
temperatures must be able to flow easily and provide adequate viscosity. Therefore these gear
oils must possess high viscosity indices and low pour points.
Open gears: In addition to the general requirements, lubrication for open gears must meet the
following requirements:
Drip resistance: Prevents loss of lubricant especially at high temperatures which reduce
viscosity.
Brittle resistance: Lubricant must be capable of resisting embrittlement especially at very low
temperatures.

95
Enclosed gears: In addition to the general requirements, lubrication for enclosed gears must
meet the following requirements:
Chemical stability and oxidation resistance: Prevents thickening and formation of varnish or
sludge. This requirement is especially significant in high-speed gears because the oil is subjected
to high operating oil and air temperatures.
Extreme pressure protection: Provides additional galling and welding protection for heavily
loaded gears when the lubricant film thickness fails.
.
Figure-19. Gear reducer where only the wheel in the second stage is
lubricated.

96
Figure-20. Gear reducer with inclined center line the gear of both stages is lubricated.
Gear reducer is lubricated either by immersion or by forced lubrication. Immersion is in which

one or more wheel dip in the lubricant stored in the bottom of the housing, is limited to a gear
speed of 12 to 14 m/s. At higher velocities the oil splashed and the teeth receive inadequate
quantity of lubricant. About 0.7 of depth of gear tooth may dip into lubricant for high speed
gears, for low speed gears may immerse up to a depth of 100 mm.
As the diameters of gears vary largely in a gear reducer it may not be possible to immerse all the
gears in the lubricant .One alternative is to design the center line inclined to horizontal,
arrangement not very convenient. An idle gear meshing with the wheel on intermediate shaft
may be used to lubricate it.
For immersion type of lubrication the capacity of the oil bath should be that supply 0.35
to 0.70 liters of lubricant per kW of power transmitted.
For velocities of gears greater than 14 m/s it is advisable the use of forced lubrication. Velocities
greater than 20 m/s oil is separately feed into teeth of each gear. Such systems are costly and
require elaborate arrangement for oil conduit, filters and cooling system.
 On the bases above all reason in my design of helical gear box the lubricant I select is
OIL
SAE 40 with working temperature of( 40-75) and kinemativ viscosity of .
381(m3/min)mm2/s
Figure-21. The system of feeding oil to pinion and gear separately

97
6.4. EFFICIENCY OF A GEAR DRIVE

Power lost in gear drive occurs due:
 Friction in teeth engagement
 Friction in bearings.
Table .17- Efficiency in gear drives
Type of drive Efficiency
Closed type drive (liquid lubricant) Open type drive
General Precision manufacture and good run - in (grease lubricant)
manufacture
Helical 0.975 0.98 to 0.99 0.95 to 0.97
Bevel gears 0.960 0.96 to 0.98 0.93 to 0.95
Note: Efficiency will be lower if drive operates at lower than rated capacity
6.4.1 Friction in gear teeth

Loss of power due to friction in gear teeth engagement can be calculated from:
 s   1 1 
HL    H kW
a cos   z p z w 
 s Contact ratio is normally 1.1

a = Coefficient that depends upon the surface condition. For straight tooth and helical gear
whose peripheral velocity is less than 15 m/s and gear have not run is taken as 2. If gears have
run in sufficiently the value of the factor is taken as 5. For peripheral velocity greater than 15 m/s
and gear have not run is taken as 0.66.
 Coefficient of friction, for rough machined surfaces this factor varies between 0.12 and 0.14.
For normal; run condition with adequate lubricant this factor varies between 0.08 to 0.10

98
 In first stage
 *1.3  1 1 
HL   3000  0.2635 kW
5 cos 35  14 60 
 In second stage
 *1.3  1 1 
HL    3000  0.1513 kW
5 cos 25  24 70 
The efficiency of gear reducer due to friction in gear teeth:
 In first stage
H  HL 3000  263.5
1   1   91.2 / 
H 3000
 In second stage
H  H L 3000  151.3
1    95 / 
H 3000
6.4.2 Friction loss in bearings

The losses in roller bearing are higher than those in ball bearings and may be used the methods
used in those elements. If sliding bearings are used the losses may be calculated as usual.
However for more straight forward and quick estimate of power loss in roller bearings the
Pr d
friction torque is calculated using M f  o
2
Pr , d ,  o  Radial load on bearing, diameter of journal or bore of bearing and bearing coefficient
of friction
Table .18 Effective coefficient of friction for various bearings

99
Type of bearing o
Single row ball bearing with radial loading 0,0015 – 0,0020
Single row ball bearing with axial loading 0,0030 – 0,0040
Roller bearing with short cylindrical roller 0,0015 – 0,0020
Roller bearing with long cylindrical roller 0,0040 – 0,0060
Needle roller bearing 0,0060 – 0,0080
Double row spherical roller bearing 0,0030 – 0,0040
Single row angular contact ball bearing with radial loading 0,0020 – 0,0030
Single row angular contact ball bearing with axial loading 0,0035 – 0,0050
Taper roller bearing with radial load 0,0050 – 0,0080
Taper roller bearing with axial load 0,0150 – 0,2000
Larger value when the bearing is lubricated by grease, smaller value when
lubricated with oil
IN MY DESIGN THE SELECTED BEARING IS Single row angular contact ball bearing
with axial loading with coefficient of friction
=0.0050
Friction loss in bearings at input shaft
Pr d 452 * 35
Mf  o  * 0.005 =7.91Nm
2 2
The efficiency bearing reducer due to friction in input shaft

MfN 7.91 *1250
2  1  2  1   67 / 
10 H 10 * 3000
Friction loss in bearings at intermediate shaft
Pr d 1466.35 * 60
Mf  o  * 0.005
2 2 =44Nm
The efficiency bearing reducer due to friction in second shaft

100
MfN 44 * 250
2  1  2  1   63 / 
10 H 10 * 3000
Friction loss in bearings at output shaft
Pr d 1062 * 80
Mf  o  * 0.005
2 2 =42.5Nm
The efficiency bearing reducer due to friction in output shaft
MfN 42.5 *100
2  1  2  1   86 / 
10 H 10 * 3000
The efficiency of gear reducer may be expressed by:   12 respectively efficiencies
taking into consideration the losses due to friction in teeth engagement and in bearings
= (0.95*0.912*0.67)*(0.63*0.86) =31 present

101
Chapter seven
. Vibration analysis, fit& tolerance and heat treatment
7.1. Vibration analysis
Modern techniques for diagnosing gears and gearboxes rely on detecting vibration from the
gearbox casing. Vibration is converted into electrical signals, which are measured by a device
known as an accelerometer. The vibration that occurs in most machines, structures and dynamic
systems is undesirable, not only because of the resulting unpleasant motions, the noise and the
dynamic stresses which may lead to fatigue and failure of the structure or machine, but also
because of the energy losses and the reduction in performance that accompany the vibrations. It
is therefore essential to carry out a vibration analysis of the gear box.
A normal operating gear box will generally have a stable amplitude reading of an
acceptable low level. Any change in this amplitude reading indicates a change of gear box
condition and should be investigated. In analyzing gear box operation spectrum analysis of the
vibration pick-up can be used. The top spectrum plot depicts a gearbox in good mechanical
condition with reasonably low acceleration levels and a normal mixture of components. A
similar measurement on a unit that had cracked pinion teeth is presented on the bottom plot. Note
the high amplitudes at gear mesh frequency, the seventh harmonic of pinion rotational speed, and
even the pinion running speed
Double helical gear box offers low noise and vibration along with zero net axial thrust. Also,
the ratio of face width to diameter in each half of the mesh can be held to reasonable limits,
therefore, end loading of the tooth face due to 'tooth errors or deflection is less likely to occur. A
phenomenon known as resonance, where an abnormally large vibration is produced, can be very
harmful to a gearbox and can lead to its eventual failure. One of the main purposes of vibration
analysis is to identify circumstances in which resonance can occur and hence prevent it.
There have been very many cases of gear box failing or not meeting performance targets
because of resonance, fatigue or excessive vibration of one component or another because of the
very serious effects that unwanted vibrations can have on dynamic systems, it is essential that
vibration analysis be carried out as an inherent part of their design; when necessary
modifications can most easily be made to eliminate vibration or at least to reduce it as much as

102
possible. It is usually much easier to analyses and modifies a gear box at the design stage than it
is to modify a gear box with undesirable vibration characteristics after it has been built.
However, it is sometimes necessary to be able to reduce the vibration of existing structures
brought about by inadequate initial design, by changing the function of the structure or by
changing the environmental conditions, and therefore techniques for the analysis of gear box
vibration should be applicable to existing structures as well as to those in the design stage. The
gear box have also an impact on the soil or the foundation of the gear box to be installed.
The basic design criterion for foundations subjected to vibrations (whether seismic,
machinery or impact loadings) is to control their displacements.
These displacements are of two kinds,
1) Temporary cyclic elastic displacements (that is, they return to their original Position after
the loading stops, and
2) Permanent plastic displacements (the foundation remains displaced from its original position
after the loading ceases).
Foundations can vibrate in all six possible modes, as shown below.
These six modes of vibration may contribute to unbalanced forces in a simple foundation. These
unbalanced forces in turn generate the vibrations

103

104
Fig.34 .Modeling of helical gear box
7.2. Tolerance and Fits

7.2.1. Tolerance
It is the difference between the upper limit and lower limit of a dimension. In other words,
it is the maximum permissible variation in a dimension. The tolerance may be unilateral or

105
bilateral. When all the tolerance is allowed on one side of the nominal size, e.g20– , then it
is said to be unilateral system of tolerance. The unilateral system is mostly used in industries as
it permits changing the tolerance value while still retaining the same allowance or type of fit.
7.2.2. Fits
The degree of tightness or looseness between the two mating parts is known as a fit of the
parts. The nature of fit is characterized by the presence and size of clearance and interference.
The clearance is the amount by which the actual size of the shaft is less than the actual size of
the mating hole in an assembly. In other words, the clearance is the difference between the sizes
of the hole and the shaft before assembly. The difference must be positive. The interference is
the amount by which the actual size of a shaft is larger than the actual finished size of the mating
hole in an assembly. In other words, the interference is the arithmetical difference between the
sizes of the hole and the shaft, before assembly. The difference must be negative.
7.2.3. Types of Fits
According to Indian standards, the fits are classified into the following three groups :
1. Clearance fit. In this type of fit, the size limits for mating parts are so selected that
clearance between them always occur. It may be noted that in a clearance fit, the tolerance zone
of the hole is entirely above the tolerance zone of the shaft. In a clearance fit, the difference
between the minimum size of the hole and the maximum size of
the shaft is known as minimum clearance whereas the difference between the maximum size of
the hole .
2. Interference fit. In this type of fit, the size limits for the mating parts are so selected
that interference between them always occur. It may be noted that in an interference fit, the
tolerance zone of the hole is entirely below the tolerance zone of the shaft. In an interference fit,
the difference between the maximum size of the hole and the minimum size of the shaft is known
as minimum interference, whereas the difference between the minimum size of the hole and the
maximum size of the shaft is called maximum interference. The interference fits may be shrink
fit, heavy drive fit and light drive fit.
3. Transition fit. In this type of fit, the size limits for the mating parts are so selected
that either

106
a clearance or interference may occur depending upon the actual size of the mating parts. It may
be noted that in a transition fit, the tolerance minimum size of the shaft is called maximum
clearance
 The interference is the amount by which the actual size of a shaft is larger than the
actual finished size of the mating hole in an assembly. In other words, the interference is
the arithmetical difference between the sizes of the hole and the shaft, before assembly.
The difference must be negative.
7.3. Heat Treatment steel helical gears

The term heat treatment may be defined as an operation or a combination of operations,
involving the heating and cooling of a metal or an alloy in the solid state for the purpose of
obtaining certain desirable conditions or properties without change in chemical composition. The
aim of heat treatment is to achieve one or more of the following objects:
1. To increase the hardness of metals.
2. To relieve the stresses set up in the material after hot or cold working.
3. To improve machinability.
4. To soften the metal.
5. To modify the structure of the material to improve its electrical and magnetic properties.
6. To change the grain size.

107
7. To increase the qualities of a metal to provide better resistance to heat, corrosion and
wear.
Following are the various heat treatment processes commonly employed in engineering practice:
7.3.1. Normalizing
The main objects of normalizing are:
1. To refine the grain structure of the steel to improve mach inability, tensile strength and
structure of weld.
2. To remove strains caused by cold working processes like hammering, rolling, bending,
etc., which makes the metal brittle and unreliable.
3. To remove dislocations caused in the internal structure of the steel due to hot working.
4. To improve certain mechanical and electrical properties.
The process of normalizing consists of heating the steel from 30 to 50°C above its upper critical
temperature (for hypereutectoid steels) or Acm line (for hypereutectoid steels). It is held at this
temperature for about fifteen minutes and then allowed to cool down in still air. This process
provides a homogeneous structure consisting of ferrite and pearlier for hypereutectoid steels, and
pearlier and commentate for hypereutectoid steels. The homogeneous structure provides a higher
yield point, ultimate tensile strength and impact strength with lower ductility to steels. The
process of normalizing is frequently applied to castings and forgings, etc. The alloy steels may
also be normalized but they should be held for two hours at a specified temperature and then
cooling in the
furnace

108
7.3.2. Annealing.
The main objects of annealing are :
1. To soften the steel so that it may be easily machined or cold worked.
2. To refine the grain size and structure to improve mechanical properties like strength
and ductility.
3. To relieve internal stresses which may have been caused by hot or cold working or by
unequal contraction in casting.
4. To alter electrical, magnetic or other physical properties.
5. To remove gases trapped in the metal during initial casting.
7.3.3. Hardening.
The main objects of hardening are:
1. To increase the hardness of the metal so that it can resist wear.
2. To enable it to cut other metals i.e. to make it suitable for cutting tools.
The process of hardening consists of
(a) Heating the metal to a temperature from 30 to 50°C above the upper critical point for
Hypereutectoid steels and by the same temperature above the lower critical point for
Hypereutectoid steels.
(b) Keeping the metal at this temperature for a considerable time, depending upon its
thickness.
(c) Quenching (cooling suddenly) in a suitable cooling medium like water, oil or brine.

109
It may be noted that the low carbon steels cannot be hardened appreciably, because of the
presence of ferrite which is soft and is not changed by the treatment. As the carbon content goes
on increasing, the possible obtainable hardness also increases.
1. The greater the rate of quenching, the harder is the resulting structure of steel.
2. For hardening alloy steels and high speed steels, they are heated from 1100°C to 1300°C
followed by cooling in a current of air.
7.3.4. Tempering.
The steel hardened by rapid quenching is very hard and brittle. It also contains internal stresses
which are severe and unequally distributed to cause cracks or even rupture of hardened steel. The
tempering (also known as drawing) is, therefore, done for the following reasons :
1. To reduce brittleness of the hardened steel and thus to increase ductility.
2. To remove the internal stresses caused by rapid cooling of steel.
3. To make steel tough to resist shock and fatigue.
The tempering process consists of reheating the hardened steel to some temperature below the
lower critical temperature, followed by any desired rate of cooling. The exact tempering
temperature depends upon the purpose for which the article or tool is to be used.

110
Chapter eight
8.1.MANUFACTURING METHOD OF NON-STANDARD COMPONENTS AND
METHOD OF ASSEMBLY
Table .19 MANUFACTURING METHOD OF NON-STANDARD

COMPONENTS
Part name Type of Machine type machine Cost per Totaal cost(birr)
operation time(hr) time(birr/t) 4 tc
Helical Bar cutting Hock saw 1.20 35 42
gears (the Face , turning & Lathe mache 1 25 25
01 time is the chamfering
average of Drill & bore Drilling machine 0.30 27 8.1*4=32.4
four gears Gear making Gear hobbing 3.30 65 89.1*4=356.4
machine
Make a key way slote machine 0.35 38 13.3*4=53.2
Annealing & Electrical 0.45 42 18.9*4=75.6
hardening furnace
Inspection By measuring 0.15 32 4.8*4=19.2
tool
Shafts(aver Bar cutting Hock saw 0.45 35 15.75*3=47.25
02 age of Face & turning Lathe mache 1.30 25 32.5*3=97.5
three Make a key way slote machine 1.20 38 45.6*3=136.8
shafts) Finishing Lathe 1 25 25*3=75
housing Sheet metal cutting Shear machine 1.30 15 19.5
03 Welding Pantograph 4 35 140
welding machine
Painting Spray painting 2 25 50
machine
04 Key Bar cutting Hock saw 0.25 35 8.75

111
Face , turning & Lathe mache 0.5 25 12.5

chamfer
Finishing Grinding 0.2 19 3.8
machine
05 bearing Standard ----------------- ----------- ------------- 1600*4=6400
06 lubrication 45/litter
Total 7828.4
07  Total material cost Overall cost=total material cost + labour
Shaft bar cost=2500 cost + total machine cost
Gear bar cost=5500
Key bar cost =600 OAC =8600+6088.6+7828.4
 Total labour cost =6088 =22517birr
Prepared by: yared seifu

112
8.2. Method of Assembly
Introduction
. In this stapes I will tire to clarify you step by step how to assemble and adjust a gearbox.
Gearboxes may seem like they should be simple to put together but in reality there are a few
things that need to be adjusted to achieve the best possible performance gearbox. Before
beginning be sure to read the instructions that come with the gearbox. The instructions describe
all the basic steps of putting the gearbox together and serve as a good starting point.
The assembly of gearbox breaks down into four overall steps:
1. Assemble the gears on the shaft.
2. Preparing the gearbox.
3. Install axle gear on drivers.
4. Assemble, lube and test the gearbox.
While this may seen straight forward there are a few more details to each of the steps.
Required Tools
In order to install gears you will need some specialized tool in. The new gears are press fit on the
shafts using a press such as Sensipress. Pulling drivers and gears can be done a couple of ways,
using a puller, or by using the Sensipress with suitable backing plate. A quartering tools also
helpful for reinstalling the drivers in the correct orientation. “Aligner” blo ks help ssure the
correct alignment of the new helical gear. You will also need a miniature Phillips head screw
driver for assembling the gearbox parts.
Helical and helical shaft
1.Checking the helical
Before going any further it is a good idea to check the fit of the helical gear on the shaft. The
helical gear is supposed to be a light to loose press fit on the shaft. As this requires
extremely tight manufacturing tolerances you occasional will run into a helical gear that fits a bit
loose and sometimes one will be a bit tight.
2. Checking the thrust bearing surfaces of the worm
The ends of the helical gear are a load bearing surface and must be flat and smooth to prevent
113
noise and vibration. Take a close look at both ends of the helical gear if they are not perfectly flat
you may want to polish them. Helical gear that is a bit rough. If you have a drill press you can
easily polish up the ends of the helical gear using sandpaper.
\
3. Assembling the helical gear on the shaft

In most applications you will probably need to shorten the length of the shaft. A
cut off wheel in a Dermal tool works well for this. After cutting use a file or a grinder to
chamfer the cut off end of the shaft. The next step is to press the helical gears on to the shaft. If
you are using the supplied shaft you want to make sure that the helical gear pressed on so that is
centered on the splined portion of the shaft. The next step is to slip the bearings on the shaft and
test the fit in one of the gearbox halves. The bearings should be installed with the larger diameter
end facing the helical gear. There are two thrust washers that are included with the
gearbox, these washers are used to eliminate the endplay in the helical gear . Place the worm and
bearing assembly in one half of the gearbox and add thrust washers as necessary to eliminate the
endplay to less than a washer thickness. Sometimes you will need more than the two washers
that are included.
Preparing the Gearbox
The gearbox housing consists of two halves and a bottom portion that secures the axle in place.
Gear boxes the housing parts are made from sheet metal. Before the parts can be assembled some
preparation work needs to be done.
1. Clean off flashings
The first thing to do is clean up the parts to remove any remaining flashings.

114
2. Tap screw holes (optional)

The gearbox pieces are all held together with small metric screws, While this does work, it takes
a bit of applied force with a screwdriver and it is easy for the bit to slip resulting in a dinged up
head on the screw. This next step is considered optional but I like to use a tap to thread the holes
making the assembly of the screws much easier.
3. Check the bearing fit in the gearbox
When assembled the shaft bearings are supposed to be securely held in place by the two
halves of the gearbox. In order for this to work right the bearings need to be a little larger than
the space between the gearbox halves.
To check the bearing fit assemble the two halves of the gearboxes with the bearings in their
correct place. As you tighten down the screws, reach inside the bottom of the gearbox using a
sm ll jeweler’s s rewdriver nd press the bearings up against gearbox ends. When the gearbox
screws are tightened completely the bearings should not move.
After ssembly use sm ll jeweler’s s rewdriver nd from the outside of the gear box, press
against the end of each bearing and try to push it out of place.
If the bearings are loose the gearbox needs to be adjusted to correct this. If the bearings are
flopping around loose the gearbox will destroy itself as I learned the hard way.
As you n’t m ke the be rings ny l rger the way to fix this is to put a slight taper on the
gearbox sides so that bearings are pinched in between the gearbox halves.
Putting it all together

115
Now th t everything is prep red it’s time to put everything together. Pl e the ssembled
worm assembly with the washers and bearings in it place in one of the gearbox sides. Lubricate
the bearing surfaces with a light oil. Now install the other gearbox half and secure it in place
with the two screws provided. Make sure the gearbox halves are aligned and square. Tap lightly
on both of the ends of the shaft to help seat the bearings in place. Using your fingers rotate the
shaft and make sure that everything spins nice and free with out any binding. If you feel any
binding or stiffness at any point, loosen the two screws and readjust the position of the gearbox
halves until the binding is gone. Before installing the gearbox on the driver axle I recommend
that you completely assembly all the drivers, rods, and valvegear mechanisms. Make sure that
this all runs freely with out any binds before securing the gearbox assembly to the geared driver.
As you set the gearbox in place you Should feel it sn p in pl e. Turn the lo omotive’s
mechanism over and install the bottom cover plate on the gearbox using the screws provided.
Tighten these screws until the bottom cover is snug against the gearbox bottom surface.
The top cover is installed next; making sure the reverse gear shift lever engages the slot in
the shifter orre tly. The top over w sn’t ssembled in this overh ul. The pl n w s to test the
operation on the stand to make sure everything works properly. It will be easy to remove the
cover at that time for any required repair. The gearbox in my TR250 slips out of forth gear if the
gearshift lever is touched slightly. This one was tested after the cover was installed to verify
that that it locked into each gear.

116
Ends by the help of good----------------------------------//-----------------------------------

---

117

Yared Love Gear Box Design

Uploaded by

Copyright:

Available Formats

Yared Love Gear Box Design

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Yared Love Gear Box Design

Uploaded by

Copyright:

Available Formats

HELICAL GEAR BOX DESIGN DESIGNED BY YARED SEIFU

DESIGN OF GEAR BOX FOR

Dire Dawa Institute of Technology

Dire dawa university

1.2. Given parameters

Project-1: Design of a Gear Box

Dire dawa university

Dire dawa university

1.3.Guide lines for choice the type of gear drives

 REFERENCE GEAR BOX DESIGN PROCEDURE (MEKELA UNIVERSITY )

1.3.1. How to select type gears for gear box

 REFERENCE GEAR BOX DESIGN PROCEDURE (MEKELA UNIVERSITY

Dire dawa university

Table-2 According to the velocity

Dire dawa university

Dire dawa university

Figure-1 Interference of meshing gears

1.8. modules Calculation

Let us take velocity factor,

y' =0.175 – =0.14265

We know that tangential tooth load,

= (σo × Cv) 12.5 m × π m × y' .( pc = π m)

Dire dawa university

Let us take velocity factor,

y' =0.175 – =0.15565

We know that tangential tooth load,

= (σo × Cv) 12.5 m × π m × y' .( pc = π m)

Dire dawa university

Helix ngle for se ond st ge=25

Figure-2. Contact Ratio between two gears

Contact Ratio calculation for first stage

1.10.pinion and gears parameter calculation

Pitch circle diameter = = zm,= =86mm

Tip circle diameter = d + 2 rn=86+2*5=96

Pitch circle diameter = = zm= =428mm

Tip circle diameter = d + 2 rn=428+2*5=438mm

Dire dawa university

Where WT = Tangential tooth load,

Dire dawa university

Dire dawa university

Tip circle diameter = d + 2 rn=159+2*5 =169mm

Number of teeth z=60

Tip circle diameter = d + 2 rn=398+2*5=408mm

A= =278.5mm and the tooth tichnes become

Dire dawa university

Where WT = Tangential tooth load,

Cv= For peripheral velocities from 10 m / s to 20 m / s.

Cv= For peripheral velocities greater than 20 m / s.

Dire dawa university

Table.3. Summary table about gears

Dire dawa university

Dire dawa university

1.11. Fandamental Stress Equations

Dire dawa university

Where for U.S. customary units (SI units),

Where;Sc is the allowable contact stress N/mm2

Dire dawa university

Quality numbers 3 to 7 will include most commercial-quality gears. Quality numbers 8 to 12

B = 0.25(12 −Qv) =0.25(12-4) 1

Dire dawa university