MECHANICAL DESIGN 2012 E.

ACKNOWLEDGEMENT
For this design project information has been obtained from various sources such as books,
internet, exercise book and hand out.
It is with a great sense of pleasure that we acknowledge the help and guidance. we would like to
take this opportunity to give our special thanks to our dedicated lecturer, YIGEZU for given as
this project and guiding this project at every stage with clarity, spending much time to discuss
and help with this project, and that priceless gift of getting things done by sharing his valuable
ideas as well as share his knowledge.
I received information from my WOLLO UNIVERSITY group members to work this
interesting design project. I am very much thankful to them for all their support in conducting
and writing up our work. Moreover, I would like to express my heartfelt and sincere for their
priceless guidance and support during our work. Not forgetting my fellow friends who gave a lot
of ideas, contributing in my development of power transmission system. Without them, we
would have been nowhere near completing our project which we also learnt the importance of
team working.

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Abstract
One of the most common mechanical engineering tasks is transmission of power from a source,
such as an engine or motor, through a machine to an output actuation. This generally requires
some speed-reduction. A common efficient way of doing this is through clutch and gear-trains
(gear box). We design and analyze manual vehicle power transmission system including clutch,
complete specifications of the gears, bearings and keys. The aim of this project is that through
this simple, but realistic machine design and analysis example, we will gain experience in:
a) Putting together the various elements of machine design we have learnt so far;
b) Learn the art of how a machine designer goes through several iterations of calculations and
decisions that involve several interdependencies in reality;
c) Enables us to know the main components of automobile transmission system Thus, it will
better equip us to enter the real world of mechanical engineering design.

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Table of Contents
PART ONE ...................................................................................................................................... 1
DESIGN OF SINGLE PLATE .......................................................................................................... 1
CHAPTER ONE ....................................................................................................................................... 2
1.1 INTRODUCTION .............................................................................................................................. 2
1.2 Problem Statement........................................................................................................................ 3
1.3 Project Objectives ......................................................................................................................... 3
1.4 Methodology .................................................................................................................................. 3
1.5 Significance of the paper .............................................................................................................. 4
CHAPTER TWO ...................................................................................................................................... 5
LETERATURE REVIEW OF CLUTCH ......................................................................................... 5
2.1 Definition ....................................................................................................................................... 5
2.2 TYPES OF CLUTCH ................................................................................................................... 5
2.3 Working principle of single plate clutch ..................................................................................... 7
2.4 Advantages..................................................................................................................................... 7
2.5 Construction .................................................................................................................................. 8
CHAPTER THREE .................................................................................................................................. 9
3.DESIGN OF CLUTCH .................................................................................................................... 9
3.1Parts of Single plate clutch ............................................................................................................ 9
3.3 design of shaft .............................................................................................................................. 17
3.4 Design of pressure plate .............................................................................................................. 18
PART TWO ................................................................................................................................... 21
DESIGN OF CONSTANT MESH .................................................................................................... 21
CHAPTER -ONE .................................................................................................................................... 21
1.1 INTRODUCTION..................................................................................................................... 22
1.4 METHODOLOGY...................................................................................................................... 23
1.5 Significance .................................................................................................................................. 23
1.6 Paper organizations .................................................................................................................... 23
CHAPTER -TWO ................................................................................................................................... 24
LITERATURE VIEW OF GEAR BOX ................................................................................................. 24
2.1 Definition .......................................................................................................................................... 24
2.2 Working principle ....................................................................................................................... 24

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2.4 Types of manual gearboxes ........................................................................................................ 24

CHAPTER THREE ................................................................................................................................ 27
DESIGN OF CONSTANT MESH GEAR BOX .................................................................................... 27
3.1 Working principle ....................................................................................................................... 28
The geometry of helical gear ............................................................................................................ 34
3.2 Force analysis .............................................................................................................................. 37
3.3 Strength Analysis ........................................................................................................................ 39
3.5 Design of Shaft............................................................................................................................. 41
3.6 SELECTION OF BEARING ..................................................................................................... 57
3.7 SELECTION OF LUBRICATION ........................................................................................... 58
3.8 DESIGN OF KEY ....................................................................................................................... 59
3.9 Design of housing ........................................................................................................................ 61
CHAPTER FOUR................................................................................................................................... 63
RESULT AND DISCUSSION ............................................................................................................... 63
4.1 Results from design of clutch ..................................................................................................... 63
4.2 Results from design of constant mesh gear box........................................................................ 64
Results from gears .............................................................................................................................. 64
4.2.1 Results from design of shaft ..................................................................................................... 65
CONCLUSION AND RECOMMENDATION .............................................................................. 67

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PART ONE
DESIGNOF SINGLE PLATE CLUTCH

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CHAPTER ONE
1.1 INTRODUCTION
In all vehicles using a transmission (virtually all modern vehicles), a coupling device is used to
separate the engine and transmission when necessary. This is because an internal-combustion
engine must continue to run when in use, although a few modern cars shut off the engine at a
stoplight. The clutch accomplishes this in manual transmissions. Without it, the engine and tires
would at all times be inextricably linked, and any time the vehicle stopped, the engine would
stall. Without the clutch, changing gears would be very difficult, even with the vehicle moving
already: deselecting a gear while the transmission is under load requires considerable force (and
risks significant damage). As well, selecting a gear requires the revolution speed of the engine to
be held at a very precise value which depends on the vehicle speed and desired gear – the speeds
inside the transmission have to match. In a car, the clutch is usually operated by a pedal; on a
motorcycle, a lever on the left handlebar serves the purpose.

Fig 1.1 single disc clutch

When the clutch pedal is fully depressed, the clutch is fully disengaged, and no torque is
transferred from the engine to the transmission (and by extension to the drive wheels). In this
uncoupled state it is possible to select gears or to stop the car without stopping the engine. When
the clutch pedal is fully released, the clutch is fully engaged and all of the engine's torque is
transferred. In this coupled state, the clutch does not slip, but rather acts as rigid coupling to
transmit power to the gearbox.
Between these extremes of engagement and disengagement the clutch slips to varying degrees.
When slipping it still transmits torque despite the difference in speeds between the engine
crankshaft and the transmission input. Because this torque is transmitted by means of friction
rather than direct mechanical contact, considerable power is wasted as heat (which is dissipated
by the clutch). Properly applied, slip allows the vehicle to be started from a standstill, and when
it is already moving, allows the engine rotation to gradually adjust to a newly selected gear ratio.

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1.2 Problem Statement

The first problem that occurs when designing a clutch disc for a race car is its ability to transfer
the engine torque to the transmission system and to the wheels. A race car engine produces high
torque, so the clutch system for this type of car must be able to deliver the torque from the engine
to the transmission system. So, an optimum clutch disc diameter for this engine must be
calculated to make sure that it will not result in failure of clutch system.

The second problem is to make this clutch system lightweight. This is because one of the factors
that can increase the performance of a race car is its power to weight ratio. This can be achieved
by using a lightweight clutch system that consists of lightweight flywheel, lightweight clutch
disc and lightweight clutch cover. Lightweight material can be used to overcome this problem.
Reducing the weight of the clutch disc can reduce the moment of inertia of the clutch disc, thus
resulting in quick shift response.

1.3 Project Objectives

1.3.1 Main Objective
This project objective is to design a lightweight clutch disc for a single seated race vehicle.

1.3.2 Specific Objective

The 1stobjective can be achieved by calculating the diameter of the clutch disc and the hub length
by using formula.
And the 2rd is by recognizing the basic geometries of clutch systemscalculate the frictional forces
and torque capabilities in clutch systems.
Understand the principles of heat generation and heat removal from clutch systems. Calculate
frictional clutch horsepower and recognize how to use it.By minimize the wear in the plate
design safe or stable used for longer pared of time.

1.4 Methodology
This project accomplished by first collection of data and useful information. Then by using the
given parameter we have done numerical analysis such as፡-
- Geometrical analysis
- Force analysis and
- Frictional force.

Finally, modeling is done.

i.e. part drawing and assembling drawing

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1.5 Significance of the paper

This design project is deals with single clutch that used to connect a driving shaft to a driven
shaft with a given power and torque.
So the significant of this paper is connect with a problem that caused by may be lack of good
performance and good quality, as we mentioned above this paper significance is to reduce this
kinds of problem. Based on this paper we can manufacture single clutch with good performance
and good capacity, this leads to satisfy a person or a company needs of single clutch.
By this projects
- It will increase a knowledge bases of how to design single clutch.
- Which methods is useful.
- What is the technique that used for designing of single clutch?

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CHAPTER TWO
LETERATURE REVIEW OF CLUTCH
2.1 Definition
A clutch is a machine member used to connect a driving shaft to a driven shaft so that the driven
shaft may be started or stopped at will, without stopping the driving shaft.
The clutch is a device which is necessary to transmit the power from the engine to the wheels of
the vehicle by engaging the engine to the transmission system gradually without giving the jerks
to the body of vehicle.
The clutch permits gradual taking of load when properly operated, thereby it prevents jerky
motion of the vehicle and this avoids undue strain on the parts of vehicle as well as passengers.

2.2 TYPES OF CLUTCH

Following are the two main types of clutches commonly used in engineering practice:
1. Positive clutches and 2. Friction clutches.

1. POSITIVE CLUTCH
Positive clutch is used when positive drive (torque transmit without slip) is required. In positive
clutch two machine elements are used, one element is rigidly fixed to driving shaft and other
machine element is free to slide axially on splined driven shaft and it helps for engage or
disengage clutch. Machine elements of positive drive have jaws which help to connect shaft
(driving shaft and driven shaft). Jaws may be in square shape, triangular shape or gear toothed.
According to use different type of jaw machine element is used in clutch.

Fig 2.1 positive clutch

Merits of positive clutches:
a) Positive clutch do not slip.
b) No heat is generated during the engagement.

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2. FRICTION CLUTCH
Friction clutch transmits torque by virtue of frictional developed. Friction lining is provided on
the driven plate. axial force applied by compression spring will hold the two plates together.
The force of friction is used to start the driven shaft from rest and gradually brings it up to the
proper speed without excessive slipping of the friction surfaces. The contact surfaces should
develop a frictional force that may pick up and hold the load with reasonably low pressure
between the contact surfaces.

Types of Friction Clutches

Though there are many types of friction clutches, yet the following are important from the
subject point of view:
1. Disc or plate clutches (single disc or multiple disc clutch),
2. Cone clutches, and
3. Centrifugal clutches.

Single Disc or Plate Clutch

It is the most common type of clutch used in motor vehicles. The clutch essentially consists of
two members, one mounted on the driving shaft and the other on the driven shaft. These two
shafts are parallel and concentric with each other; one shaft is fixed to its housing while the other
is splined so that it can be moved axially. The driving torque can be increased by increasing the
effective radius of contact.

Fig 2.2 single disc clutch

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2.3 Working principle of single plate clutch

This clutch always in engaged positioned. To disengaged, the clutch pedal is pressed, the
pressure plate moves back against the force of the spring, then the clutch plate becomes free
between the flywheel and the pressure plate. Thus the flywheel remains rotating as load as the
engine is running and clutch shafts speed reduces slowly and finally it stops rotating.
When the clutch is engaged the clutch plate is gripped between the flywheel and pressure plate.
Since it is having the friction lining on its both surfaces, due to friction between the flywheel,
clutch plate and pressure plate, the clutch revolves with the flywheel. As such the clutch plate
revolves, the clutch also revolves which is connected to the transmission (gear box) also
revolves. Thus the engine power is transmitted from crank shaft to clutch shaft.

Fig 2.3 single disc clutch with fly wheel

2.4 Advantages
a) They can be engaged when driving shaft is rotating and driven shaft is stationary or when both
shafts are stationary.
b) Frequent engagement and disengagement is possible.
c) They are capable of transmitting a partial power.
d) In case of overloads, they slip momentarily, thus safe guarding the machine.
e) They are easy to operate.

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2.5 Construction
A single plate clutch assembly for transmission of power consist of a flywheel, a clutch plate,
pressure plate, clutch covers, release levers, withdrawal fork and bearings, primary or clutch
shaft.

(a) Fly wheel

Fly Wheel is an integral part of engine which is also used as a part of clutch. It is a driving
member and connected to the pressure plate of the clutch shaft is housed with bearings in fly
wheel.

(b) Clutch plate or Disc

It is the driven member of the single plate clutch and is lined with friction material on its both
surfaces. It has a central hub with internal splines to limit the axial travel along the splined gear
box driving shaft.

(c) Pressure plate

It is also driving member. It presses the clutch plate on to the flywheel between the pressure
plate and the clutch cover assembly. The pressure springs are fitted on the pressure plates will be
withdrawn from the flywheel whenever the released levers are depressed by the clutch lever.

(d) Clutch cover

It is the driving member of the clutch assembly bolted to flywheel. Generally the clutch plate
revolves with the flywheel but when the clutch is disengaged the flywheel as well as the pressure
plates are free to rotate.

(e) Release levers

These are pivoted on pins to the clutch covers, their outer ends are located and positioned on
pressure plate lugs and the inner ends are projecting towards the clutch shaft.

(f) Withdrawal fork and bearing

This fork carrying the withdrawal bearings and pivoted on a balls, mounted in the clutch outer
casing.

(g) Clutch shaft

Actually it is a component of the gearbox. Since it is splined shaft to the hub of the clutch plate
which is sliding on it. It has its one end supported in a spigot bush in the center of the flywheel
while the outer end carries one of the constant mesh gear.

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CHAPTER THREE
DESIGN OF CLUTCH
3.1Parts of Single plate clutch
The main parts of clutch are listed below: -
1. Clutch disk
 Friction plate
 Coil spring
 hub
2. Shaft (spleen shaft)
3. Pressure plate
 Pressure disc
 Spring
 Cover
4. Diaphragm spring
5. Release bearing

3.2 Design of clutch disc

Fig 3.1 clutch disc

The main parts of clutch disc are:
I. Friction plate
II. Coil spring
III. Hub

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3.2.1Design of friction plate

Fig 3.2 friction plate

Design considerations
 The torque transmitted by this clutch disc should be 195𝑁𝑀 at (1500-2500)𝑟. 𝑝. 𝑚.
 The appropriate and suitable material should be selected.
 the selected material must have greater coefficient of friction and it should have wear
resistance as much as possible.
 The clutch should not require any external force to maintain contact of the friction surface.
 The clutch should have provision for facilating repair.
 The moving parts of the clutch should have low weight.

Design assumptions
 Outer diameter of the friction plate
𝐷𝑜 = 300𝑚𝑚 , 𝑟𝑜 = 150𝑚𝑚
 Inner diameter of the friction plate
𝐷𝑖 = 220𝑚𝑚 , 𝑟𝑖 = 110𝑚𝑚
 The torque which should be transmitted
𝑇 = 195𝑁𝑚 = 195 × 103 𝑁𝑚𝑚 at (1500-2500)𝑟. 𝑝. 𝑚
 Coefficient of friction
𝜇 = 0.3
 Numbers of pairs of friction. (contact surface)
𝑛 = 2 - - - - - - - - - - - - - - - since there is one disc.

Design parameters
These are parameters that are going to be designed or calculated.
 Mean radius(R) of friction plate
 Frictional force (𝐹𝑓 )
 Normal (axial) force (W) acting on the plate.
 Normal pressure (P) due to the axial force.
 Maximum and minimum pressures developed on the plate.

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Design Analysis
 Assuming uniform pressure,
 the mean radius will be
2 𝑟 3 − 𝑟𝑜3
𝑅 = 3[ 𝑜 ⁄2
𝑟𝑜 − 𝑟𝑜2 ] - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -[1]

2 (150𝑚𝑚)3 − (110𝑚𝑚)3
𝑅= [ ]
3 (150𝑚𝑚)2 − (110𝑚𝑚)2
𝑹 = 𝟏𝟑𝟏𝒎𝒎
 Torque transmitted
𝑇 = 𝑛 × 𝐹𝑓 × 𝑅 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
[2]
195 × 103 𝑁𝑚𝑚 = 2 × 𝐹𝑓 × 131𝑚𝑚
195 × 103 𝑚𝑚
𝐹𝑓 = 𝑭 = 𝟕𝟒𝟒𝑵
2 × 131𝑚𝑚 𝒇
 Normal force
𝐹𝑓 = 𝜇𝑊
𝐹𝑓 744𝑁
𝑊= =
𝜇 0.3
𝑾 = 𝟐𝟒𝟖𝟎. 𝟒𝟑𝑵
 Pressure developed on the plate
𝑊 2480.43𝑁
𝑃= =
𝐴 𝜋(1502 − 1102 )𝑚𝑚2

𝑷 = 𝟎. 𝟎𝟕𝟔 𝑵⁄
𝒎𝒎𝟐
 Assuming uniform wear,
Mean radius will be
𝑟𝑜+ 𝑟𝑖 150𝑚𝑚 + 110𝑚𝑚
𝑅= 𝑅= 𝑹 = 𝟏𝟑𝟎𝒎𝒎
2 2
 Frictional force will be
𝑇 = 𝑛 × 𝐹𝑓 × 𝑅

𝑇 195 × 103
𝐹𝑓 = 𝐹 = 𝑭 = 𝟕𝟓𝟎𝑵
𝑛 × 𝑅 𝑓 2 × 130𝑚𝑚 𝒇
 Normal force
𝐹𝑓 750𝑁
𝑊= = 𝑾 = 𝟐𝟓𝟎𝟎𝑵
𝜇 0.3

 Average pressure along the disc

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𝑊 2500𝑁
𝑃= =
𝐴 𝜋(150 − 1102 )𝑚𝑚2
2

𝑃 = 𝟎. 𝟎𝟕𝟔𝟓 𝑵⁄
𝒎𝒎𝟐
But, the pressure varies inversely with the distance from the centre (radius).
 Since 𝑃. 𝑟 = 𝐶 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - - - - - - - -[3]
𝑊
𝐶=
2𝜋(𝑟𝑜 − 𝑟𝑖 )
2500𝑁
𝐶= 𝑪 = 𝟗. 𝟗𝟓 𝑵⁄𝒎𝒎
2𝜋(150 − 110)
Maximum pressure will occur at inner radius

𝐶 9.95 𝑁⁄𝑚𝑚
𝑃𝑚𝑎𝑥 = =
𝑟𝑖 110𝑚𝑚

𝑃𝑚𝑎𝑥 = 𝟎. 𝟎𝟗 𝑵⁄
𝒎𝒎𝟐
Minimum pressure will occur at the outer radius

𝐶 9.95 𝑁⁄𝑚𝑚
𝑃𝑚𝑖𝑛 = = = 𝟎. 𝟎𝟔𝟔 𝑵⁄
𝑟𝑜 150𝑚𝑚 𝒎𝒎𝟐

For design analysis we use the maximum pressure

𝑷𝒎𝒂𝒙 = 𝟎. 𝟎𝟗𝑴𝑷𝒂

Material selection
Since the maximum pressure occurred on the friction plate is 0.09𝑀𝑃𝑎 , we have to select a
material which can withstand such amount of pressure having a value of 0.3 coefficient of
friction .
The working (operating) condition is taken into account. When we explore a material which have
a coefficient of friction up to 0.3, that works on dry operating condition and that can withstand
calculated pressure, we have gotten <<pressed asbestos on cast iron.>>

Properties of the material

<<pressed asbestos on cast iron >> has the following properties and behavior’s.
Dry operating condition
µ=0.3
maximum operating temperature Temperature =(150-250)℃
maximum operating (working) pressure
𝑃𝑊 → 0.2 – 0.3MPa

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3.2.2 Design of coil spring

Fig 3.3 coil spring

Design considerations
 The spring should transmit a torque of 195Nm at (1500-2500) r.p.m in a correct manner.

 The material should have high fatigue strength, high ductility, resilience and it should be
creep resistant.
 Since there is frequent fluctuation of power and vibration from the engine, the spring
should be considered as at severe service condition.

Design assumptions
 Number of springs
C=4
 Number of active turns
N=5
 Radial distance from the Centre of the disc to the centre pf spring
r=60mm

Material selection
Based on the properties of the material and operating condition of the spring, we have selected
stainless steel wire.
Stainless steel wire has the following properties and behaviors: -
 High fatigue strength
 High ductility
 High resilience
 Creep resistant
 Corrosion resistant
 Allowable shear stress of 280MPa for severe service
 Modulus of rigidity of 70KPa
 Modulus of elasticity of 196GPa

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Design analysis
This coil spring used to smooth up the fluctuation and vibrations from the engine power output.
 Wahl’s stress factor (K)
4𝐶−1 0.614
𝐾 = 4𝐶−4 + - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -[4]
𝐶

4(4)−1 0.614
𝐾 = 4(4)−4 + , 𝐾 = 𝟏. 𝟎𝟗
4

 The force exerted by the torque on the spring

𝑇
𝐹𝑠 = 𝑟 where T------torque transmitted

r-----the radial distance from the centre to the centre of spring

195 × 103 𝑁𝑚𝑚
𝐹𝑠 =
60𝑚𝑚
𝑭𝒔 = 𝟑. 𝟐𝟓𝑲𝑵
Since there are four springs around the clutch disc, the force on each spring will be
𝐹𝑠 3.25𝐾𝑁
𝑊= =
𝐶 4
𝑾 = 𝟖𝟏𝟐. 𝟓𝑵
To perfectly control the power fluctuation and vibrations the spring is designed for an overload
of 25%.
𝑊𝑆 = 1𝑊 − 0.25𝑊
𝑊𝑠 = 1.25𝑊 = 1.25 × 812.5
𝑾𝒔 = 𝟏𝟎𝟏𝟓. 𝟔𝟐𝑵
Maximum shear developed on the spring wire
8𝑊𝐶
𝛿𝑚𝑎𝑥 = 𝐾 ×
𝜋𝑑2
𝐾 × 8𝑊𝐶
𝑑2 =
𝜋𝛿𝑚𝑎𝑥

𝑘 × 8𝑊𝐶 1.09 × 8 × 1015.4 × 4

𝑑=√ 𝑑=√
𝜋𝛿𝑚𝑎𝑥 𝜋 × 28

𝑑 = 𝟔. 𝟑𝟒 ≅ 𝟔𝒎𝒎

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Diameter of coil will be,

𝐷
Since, 𝐶 = 𝑑

𝐷 = 𝐶𝑑
𝐷 = 4 × 6𝑚𝑚𝐷 = 𝟐𝟒𝒎𝒎
 The appropriate type of spring is square and compression spring.
 Based square and compression type spring parameter, total number of turns will be
𝑛′ = 𝑛 + 2
=5+2=𝟕
 The solid length of the spring is
𝐿𝑠 = 𝑛′ × 𝑑
= 7 × 6𝑚𝑚 = 𝟒𝟐𝒎𝒎
 The spring constant (spring stiffness) can be calculated as
𝐴𝜖 𝜋𝑑2
𝐾= ,𝐴=
𝐿 4
𝜋𝑑2 𝜖
𝑘 = 4𝜋𝐷𝑛′ since 𝐿 = 𝜋𝐷𝑛′
𝜋(6𝑚𝑚)2 × 196 × 103 𝑁⁄𝑚𝑚2
𝐾= 𝐾 = 𝟏𝟎. 𝟓 𝑲𝑵⁄𝒎𝒎
4 × 24𝑚𝑚 × 7

 Maximum deflection of the spring will be

𝐹
𝛿𝑚𝑎𝑥 = ………………………………………………………….Since 𝐹 = 𝐾𝛿
𝐾
1015.62𝑁
=
10.5 × 103 𝑁⁄𝑚𝑚
𝛿𝑚𝑎𝑥 = 𝟎. 𝟎𝟗𝟔𝒎𝒎 ≅ 𝟎. 𝟏𝒎𝒎
 Free length of the spring can be determined as: -
𝐿𝑓 = 𝐿𝑠 + 𝛿𝑚𝑎𝑥 + 0.15𝛿𝑚𝑎𝑥
𝐿𝑓 = 42𝑚𝑚 + 0.1𝑚𝑚 + 0.15(0.1𝑚𝑚)
𝐿𝑓 = 𝟒𝟐. 𝟏𝟏𝟓𝒎𝒎

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3.2.3 Design of hub

Fig 3.4 Hub

The power derived by the engine is transmitted from the flywheel to the friction plate due to
friction and it goes through the hub due to the coil springs which are putted on the clutch disc.
Finally, the power reaches to the output shaft due to the key or it may be spline on the shaft.
Therefore, the internal diameter of the hub is the same as the diameter of the output shaft.

Design considerations
 The hub should transmit the intended power perfectly
 The strength of the material should be high since there is power transmission due to the
key.
 The weight of the hub should be light as much as possible.

Design assumptions
 There is no any frictional loss of power during operation.

Design parameters
Parameters that are going to determined are
Root diameter of the hub(𝑑𝑟 )
Internal diameter (d)
Outer diameter(D)
Thickness of the key(b)
Height of the key (spleen key) (h)
Length of the hub(L)

Material selection
Depends on its properties we have selected carbon steel for our hub design.
A material which has shear stress of 8MPa is selected.

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Design analysis
 The torque intended to be transmitted is T=195Nm
𝜋
Since, 𝑇 = 16 × 𝜏 × 𝑑 3

16𝑇 3
3 16 × 195 × 10 𝑁𝑚𝑚
3
𝑑=√ 𝑑=√
𝜋𝜏 𝜋 × 8 𝑁⁄𝑚𝑚2

𝑑 = 𝟒𝟗. 𝟖 ≅ 𝟓𝟎𝒎𝒎 - - - - - - - - - - - - - - - - -- -internal diameter of the hub

 Root diameter of the hub is getten by
𝑑𝑟 = 1.25𝑑 = 1.25 × 50𝑚𝑚
𝒅𝒓 = 𝟔𝟐. 𝟓 ≅ 𝟔𝟑𝒎𝒎
 Outer diameter of the hub will be
𝐷 = 2 × 𝑑 = 2 × 50𝑚𝑚
𝑫 = 𝟏𝟎𝟎𝒎𝒎
 Thickness of the key will be
𝑏 = 0.25𝑑𝑟 = 0.25 × 63𝑚𝑚
𝑏 = 𝟏𝟓. 𝟕𝟓 ≅ 𝟏𝟔𝒎𝒎
 Height of the key will be
𝑑𝑟 − 𝑑 63 − 50
ℎ= = = 𝟔. 𝟓𝒎𝒎 ≅ 𝟕𝒎𝒎
2 2
 Length of the hub will be
𝐿 = 2.5𝑑 = 2.5 × 50𝑚𝑚 = 𝟏𝟐𝟓𝒎𝒎

3.3 design of shaft

Fig 3.4 shaft

Design considerations
 The shaft is solid having a diameter “d” which is equal to the internal diameter of hub.
 The shaft has two parts, the solid part and the spline part in order to mesh with the hub.
 The shaft is subjected to twisting moment only.
 Since the length of the shaft is short, the bending moment is neglected.

Design assumption
 The shaft is not subjected to axial load as well as bending moment.
 There is a negligible clearance between the shaft and the hum for simple removal of the
shaft.

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Material selection
The same material is selected with the hub.

Design analysis
Since, the transmitted torque is given by
𝜋
𝑇= × 𝜏 × 𝑑3
16

3 16𝑇
𝑑=√ 𝒅 = 𝟓𝟎𝒎𝒎
𝜋𝜏

The crest diameter of the shaft spleen is the same as the root diameter of the hub.
⸫ 𝒅𝒄 = 𝒅𝒓 = 𝟔𝟑𝒎𝒎

3.4 Design of pressure plate

Fig 3.5 pressure plate

Pressure plate have three components. These are
o Pressure disc
o Cover
o Pressure spring
o Diaphragm spring
o Bolt and Nut
Pressure disc: -exerts a force on the clutch disc (2653N)
 Which applies a force to engage the clutch disc to the flywheel.
 It has the same dimensions and geometry with the clutch disc.
Therefore, 𝐷𝑖 = 130𝑚𝑚
𝐷𝑜 = 300𝑚𝑚
𝑡 = 5𝑚𝑚

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Pressure spring: -found between the cover and the pressure disc, used for disengaging the
pressure disc with the help of diaphragm spring.
Its maximum deflection is equal to the clearance between the clutch disc and pressure plate
during disengaging position.
The deflection of the pressure spring varies based on how much force is exerted on the
diaphragm spring as well as on the clutch pedal.

Cover
 The outer part of the pressure plate, which has larger diameter as compared to the
pressure disc and clutch disc.
 It is tighted to the flywheel with the help of bolt and nut.
 The main purpose is that to push the pressure disc towards the clutch disc during engage
position.

Bolt and Nut

 They are used to tight the cover of the pressure plate with the flywheel to make the
pressure plate and the flywheel in contact all the time.
 Since, 2653N is required to transmit the power from the flywheel to the clutch disc by
engaging the clutch disc, this force will have given by those bolts and nuts.
 There are four bolts and nuts around the pressure plate, so each of them will experience
663.25N which means each of them are subjected to this amount of tensile load.
Assume the standard diameter of the bolt based on the reality.
𝒅 = 𝑴𝟏𝟎 having core dimeter of 𝒅𝒄 = 𝟖. 𝟏𝟔𝒎𝒎
Nominal diameter
 The load tending to separate these (bolts and nuts) is neglected. Only the tighting load is
considered.
 Initial tension load is
𝑃1 = 1420𝑁 × 𝑑
= (1420 × 10)𝑁
𝑷𝟏 = 𝟏𝟒𝟐𝟎𝟎𝑵
Since, there is high stress concentration at the core diameter, we use core diameter for stress
analysis.
𝜋
𝑑𝑐 = 8.16𝑚𝑚 𝐴= (𝑑 )2
4 𝑐
𝑃 14200𝑁
𝜎= =𝜋
𝐴 (8.16𝑚𝑚)2
4

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14200𝑁
𝜎=
52.3𝑚𝑚2
𝝈 = 𝟐𝟕𝟏. 𝟓 𝑵⁄
𝒎𝒎𝟐
⸫ Based on the above stress we can determine the material of the bolt.

Nut
 When a nut and bolt is made up of the same material, the effective height of nut is made
equal to the nominal diameter of the bolt.
 If the nut is made up of weaken material than the bolt, then the height of nut should be
layer, such as
For ----------gun metal ……………....ℎ = 1.5𝑑
- Cast iron………………..ℎ = 2𝑑
- Aluminum alloy………ℎ = 2.5𝑑
 We have selected the same material for both bolts and nuts, so the nut will have the
height which is equal to nominal diameter of the bolt.
Height of the nut
ℎ = 𝑑 = 10𝑚𝑚
Inner diameter of the nut
𝑑𝑖 = 𝑑 = 10𝑚𝑚

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PART TWO
DESIGN OF CONSTANT MESH GEAR BOX

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CHAPTER -ONE
1.1 INTRODUCTION
Constant mesh gearbox
Gearbox is the one mechanical device from transmission system (i.e. Clutch, gear box, Propeller shaft,
Universal joints, differential, Rear axle, Wheel, Tires) and which provides speed and torque conversions from a
rotating power source to another device using gear ratios, including for a motor vehicle partly because of the
limitations of internal combustion engines. A gearbox is formed by mounting different gears in appropriate
speed ratios to obtain the desired variations in speed. The motion and power transmitted by gears is kinematic
ally equivalent to that transmitted by frictional wheels or discs. As the effect of slipping (reduced velocity
ratio) of a belt or rope is cause to the innovation of gears or toothed wheels (for definite velocity ratio of the
distance between the driver and the driven is very small), the detail knowledge on previous gearbox (sliding
gearbox) leads for advanced gear box (constant mesh) innovations in order to improve efficiency, wear, noisy
and other effects of the gearbox.

1.2 PROBLEM STATEMENT

The problem statement with constant mesh gear box in the earlier design there is noise or crashing of the gear
due to a quick change of gears. By selecting helical teeth can reduce the problem and to do the jobs as necessary
and it prevents gear engagement until the speeds of the rotating components. The other poor selection of
material leads to shortening life time, decreasing strength. Thus we select the proper material by studying all
mechanical and physical properties to make the design safe and by considering overall costs.

1.3 Objective of design

1.3.1 General objective
The general objective of this project is to design the constant mesh gearbox with considerations of appropriate
material selection, strength and dimensional analysis of constant mesh gearboxs.

1.3.2 Specific objective

The objective of this project is to design the constant mesh gearbox with considerations of appropriate material
selection, strength and dimensional analysis for each components and assemblies so as to achieve desired
torque/speed.

 To identify each components of constant mesh gear box (i.e. Gear, Shaft and key, Bearing, Housing and
Lubrication).
 To design and calculating the required parameters of each components using the following design specification.

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1.4 METHODOLOGY
This constant mesh gear box is designed by different methods that is The project is completed in three phases.
The first phase is market research and analysis. The second phase is analysis of the project using geometrical,
structural and numerical analysis. The final phase is presentation of the project;
the methodology of the project is summarized as follows.
 Geometric Analysis
 bending moment analysis
 Stress analysis
 Force analysis
 Torque analysis
 Auto cad and auto shape in micro soft words

1.5 Significance
The design of constant mesh gear box is used for increase and decrease speeds by changing of the gear ratios,
and also used for breaking systems. The design is high speed and less torque of constant mesh gear boxes. That
is from inclined plane and normal plane the gear will high speed and less torques.
1.6 Paper organizations
The project deals with the design of constant mesh gear box in
 Chapter one about introduction, problem statement, objective, methodology and significance of the
project.
 Chapter two deals with the definition, types, working -principle, components and other related
literatures for gear boxes.
 Chapter three deals with the design process mean geometrical analysis, bending moment analysis, force
analysis, torque analysis and stress analysis with suitable material selection.
 Chapter four and five deals with results, discussion, conclusion and recommendations. And at the end
of the design process we include three dimensional drawing, assemble drawing and two dimensional
drawing of constant mesh gear boxes based on Auto cad and machine drawing rules.

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CHAPTER -TWO
LITERATURE VIEW OF GEAR BOX
2.1 Definition
Gearbox is the one mechanical device from transmission system (i.e. Clutch, gear box, Propeller shaft,
Universal joints, differential, Rear axle, Wheel, Tires) and which provides speed and torque conversions from a
rotating power source to another device using gear ratios, including for a motor vehicle partly because of the
limitations of internal combustion engines. A gearbox is formed by mounting different gears in appropriate
speed ratios to obtain the desired variations in speed.

2.2 Working principle

 Gearboxes work on the principle of meshing of teeth, which result in the transmission of motion and
power from the input source to the output by using counter or intermediate shaft.
 In a constant mesh gear box, the output/main shaft gearwheels rotate on bushes and are in constant mesh
with the lay shaft gears.
 The appropriate gearwheel may then be locked to the output shaft and made to revolve with it by a dog
clutch splinted to the shaft and slide along it by the same sort of selector fork and collar as was used in
the sliding mesh gearbox.
2.3 Types of gearboxes
1 manual gearbox and
2 automatic gear box

2.3.1. Manual gear box: -is types of gear box which is controlled by humans or manually.
 Vehicles with manual transmission are usually cheaper.
 Better fuel consumption and better gear train efficiency.
 It offers the driver more control of the vehicle.
2.3.2. Automatic gear box: - is a type ofgear box which is controlled by automatically or controlled
by remotes or programmed.
 Vehicles with automatic transmission are costlier than those of manual transmission.
 It has not better fuel consumption.
2.4 Types of manual gearboxes
1. Sliding Mesh Gear box
2. Constant Mesh Gear Box
3. Synchromesh Gear Box

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1. Sliding Mesh Gear box

 In this type of gear box, the main shaft gear wheels’ slide on splines in the direction of selection to mesh
with the appropriate lay shaft gear for first, second, and third gears.
 For reverse the 'compound' idler gear slides along the shaft to mesh with main shaft and lay shaft first
gear wheels.
 To enable all this to happen all the gear teeth are cut straight.
 This type is no longer used in the modern motor vehicle, as the gears are difficult to change without
some noise occurring.
2. Constant Mesh Gear Box
 In a constant mesh gear box, the main shaft gearwheels rotate on bushes and are in constant mesh with
the lay shaft gears.
 The appropriate gearwheel may then be locked to the output shaft and made to revolve with it by a dog
clutch splined to the shaft and slide along it by the same sort of selector fork and collar as was used in
the sliding mesh gearbox.

Components of constant mesh manual gearbox

Gear: - is located in the gear box of vehicles which is used to transfer power from sources to receivers.
Shaft: - a rotating machine element which is used to transmit power from one place to another. The power is
delivered to the shaft by some tangential force and the resultant torque (or twisting moment) set up within the
shaft permits the power to be transferred to various machines linked up to the shaft. In order to transfer the
power from one shaft to another, the various members such as pulleys, gears etc., are mounted on it.
Keys: - 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.
Bearing: -A bearing is a machine element which support another moving machine element (known as journal).
It permits a relative motion between the contact surfaces of the members, while carrying the load.
Housing: - is another components of gear box which is support the gear and other components.
Lubricant: -is any interposed substance that reduces friction and wear. Lubricants are usually liquid but can be
a solid, such as graphite, TFE, or molybdenum disulphide, or a gas, such as pressurized air.

Parameters
product→ Manual vehicle transmission gear box

Four Speed Box Gear ratio

Top 1 Drive power → 74bhp@ 4000rpm
3 rd 1.3
2 nd 2.1 Drive torque → 195Nm @ (1500- 2500) rpm
1 st 3.4 Type → Constant Mesh
Reverse 3.5

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2.5Advantage and disadvantage of constant mesh gear box

Advantages of gear boxes
 Providing positive drive without sleep
 Suitable for high speed, high torque, power transmission
 Very high transmission ratio is practicable
 Compact machine train in a limited space
 Properly maintained gear system can run over decade

Disadvantage of gear box

 Needs proper lubrication system which involve high cost
 Needs proper alignment. misalignment gear train will damage with in short time.
 Miss aligned gear mesh or luck of lubrication will make noise and lubrication
 Spears costly and proper replacement gear is difficult to procure in cases
 Require skilled technical to maintain

Application

 For cutting, driving, milling, drilling application

 In Different Automobiles
 Industrial, agricultural, construction machines and
 Aircrafts
 It applies to different power plants. etc….

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CHAPTER THREE
DESIGN OF CONSTANT MESH GEAR BOX
The accuracy of the output of a gear depends on the accuracy of its material selection, design and
manufacturing. The correct manufacturing of a gear requires a number of prerequisite
calculations and design considerations.
The design consideration taken into account for gears design:
 Strength of the gear in order to avoid failure at staring torques or under dynamic
 Loading during running conditions.
 Gear teeth must have good wear characteristics.
 Selection of material combination.
 Proper alignment and compactness of drive
 Provision of adequate and proper lubrication arrangement.
 The speed reducer should operate safely and provide a safe environment for people
 Low cost is desirable and Small size to reduce the space used.
 High reliability and Low maintenance
 Smooth operation, low noise, and low vibration gear

Fig 3.1 Assembly of gear

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Engine torque: - from engine power (74bhp*0.746Kw/1bhp =55.204kw).

A) Input shaft power: - from input torque and speed

N=2500r.p.m
T=195Nm
2𝜋𝑁𝑇 2𝜋∗2500∗195
𝑃𝑑 = = = 51Kw
60 60
B) Mechanical Power loss: -difference of engine power and input shaft power.

𝑝𝑙 = 𝑝𝑑 = 𝑝𝑒 =(55.204-51.05) Kw=4.2Kw
The gear ratio can be determined by considering main shaft Gear speed and the speed of the
engine shaft but the gear ratio is already given in the specification of the project so determine the
speed and number of teeth of each of the gears from the gear ratio.

3.1 Working principle

 Gearboxes work on the principle of meshing of teeth, which result in the transmission of
motion and power from the input source to the output by using counter or intermediate
shaft.
 In a constant mesh gear box, the output/main shaft gearwheels rotate on bushes and are in
constant mesh with the lay shaft gears.
 The appropriate gearwheel may then be locked to the output shaft and made to revolve
with it by a dog clutch splined to the shaft and slide along it by the same sort of selector
fork and collar as was used in the sliding mesh gearbox.
Determine Speed of each gear
First determine the value of gear driver ratio for gear to pinion (G) When by assuming the
value of G = 2 and NDriver=2500rpm
𝑇𝑑𝑟𝑖𝑣𝑒𝑛 𝑁𝑑𝑟𝑖𝑣𝑒𝑟 2500𝑟𝑝𝑚
G= 𝑇𝑑𝑟𝑖𝑣𝑒𝑟 = 𝑁𝑑𝑟𝑖𝑣𝑒𝑛, 2= 𝑁𝑑𝑟𝑖𝑣𝑒𝑛
2500𝑟𝑝𝑚
Ndriven= = 1250 rpm
2

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 1st Gear ratio꞉

Fig 3.2 First gear

𝑠𝑝𝑒𝑒𝑑 𝑜𝑓 𝑑𝑟𝑖𝑣𝑒𝑟 𝑠ℎ𝑎𝑓𝑡
Gear ratio (G.R) =𝑠𝑝𝑒𝑒𝑑 𝑜𝑓 𝑑𝑟𝑖𝑣𝑒𝑛 𝑠ℎ𝑎𝑓𝑡
𝑁𝐴 𝑁𝐼
G1=𝑁𝐹 𝑁𝐷=3.4

But NF=NG= NH=NI= 1250rpm……… (On the same shaft)

𝑁𝐴
 G1=𝑁𝐷
𝑁𝐴 2500rpm
ND = G1 = 3.4

ND=735.3rpm
We know that the distance between the two shafts (main shafts lay shafts is constant then.)
2nd gear ratio꞉

Fig 3.3 Second gear

𝑁𝐴 𝑁𝐻
G2=𝑁𝐹 𝑁𝐶 =2.1 …………………… Equation (1) but, NF=NH=1250rpm
𝑁𝐴 𝑁𝐴 2500rpm
 G2=𝑁𝐶 , NC= G2 = NC=1190.5rpm
2.1

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 3rd gear ratio꞉

Fig 3.4 Third gear

𝑁𝐴 𝑁𝐺
G3=𝑁𝐹 𝑁𝐵=1.3 but, NF=NG
𝑁𝐴 2500rpm
 G3=𝑁𝐵 , NB = , NB =1923rpm
1.3

 Top gear: running speed (NA)=2500 rpm

Fig 3.5 Top gear

 Reverse gear ꞉

Fig 3.6 Reverse gear

𝑁𝐴 𝑁𝐽 𝑁𝐾 𝑁𝐴 𝑁𝐽 𝑁𝐽 𝑁𝐽
Gr= 𝑁𝐹 𝑁𝐾 𝑁𝐸 =3.5 , =3.5 , 1.25 𝑁𝐸=3.5 and 1.25 𝑁𝐸=3.5
𝑁𝐹 𝑁𝐸

𝑁𝐽 1250𝑅𝑃𝑀
NE=2.8= NE=714.3rpm
2.8

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Determine Teeth of each gear

 The 20° full depth system has a strong tooth to take heavy loads. so it selected this for
this design.
 The minimum number of teeth on the pinion in order to avoid interference is given as: -
Where, AW =Fraction by which the standard addendum for the pinion multiplied
TP= Number of teeth on the pinion,
TG= Number of teeth on the gear,
∅ =pressure angle and
G=2= gear ratio of pinion gear with the meshed counter gear
2𝐴𝑝
𝑇𝑃 =
√(1 + 𝐺(𝐺 + 2) 𝑠𝑖𝑛2 ∅ ) − 1
Assuming, modulus (m)=6, So AP=m*AW=6*1= 6mm
2∗6
𝑇𝑃 = = 𝟑0
√(1+2(2+2) sin 202 )−1)

 1st Gear ratio꞉

 TA+TF=TB+TG=TC+TH=TD+TI=TE+TJ+2Tk
 TA+TF =TD+TI……….………… ………………...Equation (1)
𝑇𝐹 𝑇𝐷 𝑇𝐵
 G1= 𝑇𝐴 𝑇𝐼 =3.4 but from G =𝑇𝐴=2

TF=2TA………………………Equation (2)
TF=2TA =2*30=60 ……...since, TA=TP =30
𝑇𝐹 𝑇𝐷 𝑇𝐷 𝑇𝐷
 G1= 𝑇𝐴 𝑇𝐼 =3.4  2* 𝑇𝐼 =3.4  𝑇𝐼 =1.7

TD=1.7TI…. ……………………...Equation (3)

By Substitute Equation (3) into Equation (1)

TA+TF =TD+TI30+60=1.7*TI+ TI TI= 34

Then, from Equation (1) TA+TF-TI =TDTD =90-34 =56

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 2nd gear ratio꞉

𝑇𝐹 𝑇𝐶
G2=𝑇𝐴 𝑇𝐻=2.1
𝑇𝐹𝑇𝐶 𝑇𝐶
= G2 2*𝑇𝐻 =2.1TC= 1.05* TH ……….Equation (1)
𝑇𝐴𝑇𝐻

TA+TF =90=TC+TH…… Equation (2)

By substitute the values of TA, TF& TC
TH=68-TC TF=90- 1.05TH TH=44 and
TC=90-44=46
 3rd gear ratio꞉

𝑇𝐹 𝑇𝐵
G3=𝑇𝐴 𝑇𝐺=1.3
𝑇𝐵
2*𝑇𝐺= 1.3  TB= 0.65* TG …………………..Equation (1)

TA+TF =TB+TG………………………….…… Equation (2)

We substitute the values of TA, TF& TB
TG=TA+TF –TB=90-0.65* TG
 1.65 TG=90 and
TG=55, TB= 0.65*55, TB=36
 Top gear: Teeth (TA)=30 and TF=60
 Reverse gear
𝑇𝐹 𝑇𝐾 𝑇𝐸 𝑇𝐹 𝑇𝐸
Gr=𝑇𝐴 𝑇𝐽 𝑇𝐾 =3.5 𝑇𝐴 𝑇𝐽 =3.5

𝑇𝐹 𝑇𝐸 𝑇𝐸
=3.52 𝑇𝐽 =3.5 TE=TJ*1.75 ……….…… Equation (1)
𝑇𝐴 𝑇𝐽

TA+TF =TK+TE+ TJ………………………...……… Equation (2)

Assuming that the idle gear teeth is Tk = 18
Substitute the values of TA, TF & Tk from Equation (1) into Equation (2)
𝑇𝐸
2 𝑇𝐽 =3.5  TE =1.75TJ

TA+TF =TK+TE+ TJ  90=18+1.75TJ+TJ

TJ=27, TE =1.75*TJ TE=34 And also,

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𝑁𝐽 𝑇𝐾 𝑇𝐽∗𝑁𝐽 27∗1250
=  NK = = = NK=1875 rpm
𝑁𝐾 𝑇𝐽 𝑇𝐾 18

Torque of Each Gear

Power is product of torque (T) and speed since power in =power out. (Energy conservation)
P=𝑻𝒊 ∗ 𝝎𝒊= 195𝑁𝑚 ∗ 2500𝑟𝑝𝑚 = 51Kw
Top gear
𝜔 2500
TF=𝑇𝐴 𝜔𝐴 = 195 Nm*1875 =389.6 Nm
𝐹

TF=TG=TH=TI=TJ=389.6 Nm……. Since they are in same shaft

3rd gear ratio
𝜔 1250
TB= TG𝜔𝐺 =389.6 Nm*1923 =253.25Nm
𝐵

2nd gear ratio

𝜔𝐻 1250
TC=TH 𝜔𝐶 =389.6*1190.5=409Nm

1st Gear ratio

𝜔𝐼 1250
TD=TI𝜔𝐷 =389.6*735.3 =662.3 Nm

Reverse gear

𝜔𝐽 1250
TE =TJ𝜔𝐸=389.6*714.3 =681.8Nm
𝜔𝐽 1250
TK=TJ =389.6*1875 =259.7 Nm
𝜔𝐾

Gear A B C D E F G H I J K
Speed (rpm) 2500 1923 1190.5 735.3 714.3 1250 1250 1250 1250 1250 1875
Tooth 30 36 46 56 34 60 55 44 34 27 18
Torque(Nm) 195 253.25 409 662.3 683.3 389.6 389.6 389.6 389.6 389.6 259.7

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The geometry of helical gear

Fig 3.7 Helical gear

The type of helical gear selected for this design is single helical gear (not double). Therefore;
common terms (required parameters) are listed below.
 Helix angle; It is a constant angle made by the helices with the axis of rotation
 Axial pitch (circular pitch= p): It is the distance, parallel to the axis, between
similar faces of adjacent teeth. Axial pitch may also be defined as the circular
pitch in the plane of rotation or the diametric plane.
 Normal pitch (Pn): distance between similar faces of adjacent teeth along a helix
on the pitch cylinders normal to the teeth.
 Pitch circle: It is an imaginary circle which by pure rolling action, would give the
same motion as the actual gear.
 Pitch circle diameter. It is the diameter of the pitch circle. The size of the gear is
usually specified by the pitch circle diameter.
 Circular pitch: the distance measured on the circumference of the pitch circle
from a point of one tooth to the corresponding point on the next tooth.
 Addendum: radial distance of a tooth from the pitch circle to the top of the tooth.
 Dedendum: radial distance of a tooth from the pitch circle to the teeth bottom.
 Clearance: It is the radial distance from the top of the tooth to the bottom of the
tooth, in a meshing gear.
 Face width: It is the width of the gear tooth measured parallel to its axis.

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 Profile: It is the curve formed by the face and flank of the tooth.
 Fillet radius: the radius that connects the root circle to the profile of the tooth.
 Path of contact: the path traced by the point of contact of two teeth from the beg
 Total depth: It is equal to the sum of the addendum and Dedendum.
 Tooth thickness: It is the width of the tooth measured along the pitch circle.
 Tooth space: It is the space between the two adjacent teeth measured along the
 Module: It is the ratio of the pitch circle diameter (in mm) to the number of teeth.
As it is recommended by American Gear Manufacturer's Association.
 Proportions for Helical Gears
 Though the proportions for helical gears are not standardized, yet the following
are recommended
 by American Gear Manufacturer's Association (AGMA).
 Pressure angle in the plane of rotation,
 φ = 15° to 25°
 Helix angle, α = 20° to 30°
 Addendum = 0.8 m (Maximum)
 Dedendum = 1 m (Minimum)
 Minimum total depth = 1.8 m
 Minimum clearance = 0.2 m
 Thickness of tooth = 1.5708 m

Assume: - modulus of gear m=6

 Number of teeth=T
 Pitch circle diameter =D=mT
 Circular pitch =P= 𝜋*m= 𝜋*6=18.85
 Normal pitch (Pn): = P *cos ψ=18.85*cos30O=16.3mm/teeth
 Addendum (A) = 0.8*m= 0.8* 6=4.8mm
 Dedendum (Dd) = m =6mm
 Face width (B) =(1.15*P)/tan ψ= (1.15*15.7)/tan30=37.5mm
 Minimum total depth = 1.8*m=1.8*6=10.8mm
 Minimum clearance(c) = 0.2*6=1.2mm
 Thickness of tooth = 1.5708*m=1.5708*6=9.424mm

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pitch circle diameter

𝐷𝐴
a) Gear A꞉ m=𝑇𝐵 , DA=mTA , but,TA=30, DA=6*30 = 180mm
𝐷𝐵
b) Gear B꞉ m= 𝑇𝐵 , DB=mTB but,TB=36, DB=6*36 =216mm
𝐷𝐶
c) Gear C꞉ m= 𝑇𝐶 , Dc=mTC but, Tc=46, DC= 6*46 =276mm
𝐷𝐷
d) Gear D꞉ m= 𝑇𝐷 , DD=mTD but, TD=57, DD=6*57 =342mm
𝐷𝐸
e) Gear E꞉ m= 𝑇𝐸 , DE=mTE but, TE=48,DE= 6*48 =288mm
𝐷𝐹
f) Gear F꞉ m= 𝑇𝐹 , DF=mTF but, TF=60, DF=6*60 = 360mm
𝐷𝐺
g) Gear G꞉ m= 𝑇𝐺 , DG=mTG but, TG=55, DG =6*55 =330mm
𝐷𝐻
h) Gear H꞉ m= 𝑇𝐻 , DH=mTH but, TH=44,DH =6*44 =264mm
𝐷𝐼
i) Gear I꞉ m= 𝑇𝐼 , DI=mTI but, TI=34, DI =6*34 =204mm
𝐷𝐽
j) Gear J꞉ m=𝑇𝐽 , DJ=mTJ but, TJ=27, DJ= 6*27 =162mm
𝐷𝐾
k) Gear K꞉m= 𝑇𝐾 , DK=mTK but, TK=18,DK= 6*18 =108mm

Peripheral velocity for all gear

𝜋∗𝐷𝐴∗𝑁𝐴 𝜋∗180∗25000
 For top gear and pinion VA =VF = = =23.56m/s
60∗1000 60∗1000
𝜋∗𝐷𝐵∗𝑁𝐵 𝜋∗216∗1923
 For third gear VB = VG = = =21.74m/s
60∗1000 60∗1000

𝜋∗𝐷𝐶∗𝑁𝐶 𝜋∗276∗1990.5
 For second gear VC = VH = = =17.2m/s
60∗1000 60∗1000

𝜋∗𝐷𝐼∗𝑁𝐼 𝜋∗204∗1250
 For first gear VD =VI= 60∗1000 = =13.1m/s
60∗1000

 For reverse gear and pinion VE =VJ = VK

𝜋∗𝐷𝐾∗𝑁𝐾 𝜋∗118∗1875
VK = = = 𝟏𝟎.6 m/s
60∗1000 60∗1000

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Gear A B C D E F G H I J K
Diameter(mm) 180 216 276 342 288 360 330 264 204 162 108
Velocity(m/s) 23.5 21.7 17.2 13 10.6 23.5 21.7 17.2 13 10.6 10.6

3.2 Force analysis

Fig 3.8 Gear tooth

 φ =200 as higher pressure angle can produce a smaller pinion with a complaining
smaller and based on the most widely used presser angle.
 Helix angle (ψ) = 300, the helix angle is always measured on the cylindrical pitch
surface. Values of are not standardized but commonly range between 15° and 30°.
Lower values give less end thrust, but higher values tend to give smoother operation.
 tanφn =tan φ*cos ψ = tan 20*cos 30=0.3152 then, φn= 17.5o.

FORCE ANALYSIS ON HELICAL GEAR

 WN is the true normal force that acts perpendicular to the face of the tooth in the plane normal
to the surface of the tooth. Normal pressure angle:  Transverse pressure angle:T Helix angle:α

WT is the tangential force that acts in the transverse plane and tangent to the pitch circle of the
helical gear and that causes the torque to be transmitted from the driver to the driven gear.
Tacke, α =300, =20O

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Fig 3.9 Helical gear of side view

𝑇𝑜𝑟𝑞𝑢𝑒 𝑊 𝑊 𝑠𝑖𝑛𝜑 2𝑇
𝑊𝑇 = , but 𝑠𝑖𝑛𝜑 = 𝑊𝐴 𝑐𝑜𝑠𝜑 = 𝑊𝑇 𝑡𝑎𝑛𝜑 = 𝑐𝑜𝑠𝜑 , 𝑊𝑅 = 𝑊𝑇 ∗ 𝑡𝑎𝑛𝜑𝑊𝑇 =
𝑟𝑎𝑑𝑖𝑢𝑠 𝑅 𝑅 𝐷

𝑡𝑎𝑛𝜑𝑛 = 𝑡𝑎𝑛𝜑 ∗ 𝑐𝑜𝑠𝛼

𝑡𝑎𝑛𝜑𝑛 = 𝑡𝑎𝑛20𝑜 ∗ 𝑐𝑜𝑠300
𝜑𝑛 = 𝟏𝟕. 𝟓𝟎

Gear A
2𝑇 2×195𝑁𝑚
𝑊𝑇 = 𝑊𝑇 =
𝐷 90×10−3

WT = 2.16KN
𝑊𝐴 = 𝑊𝑇 𝑡𝑎𝑛𝛼WA= 2.16KN * tan (300) =1.24KN
𝑊𝑅 = 𝑊𝑇 𝑡𝑎𝑛𝜑WR=2.16KN* tan (200) = 0.78KN
𝑊𝐵 = 𝑊𝑇 𝑐𝑜𝑠𝛼 WB =2.16KN*COS (30) =1.8KN
𝑊 1.8
𝑊 = 𝑐𝑜𝑠𝜑𝐵  W = cos(17.5)W = 1.9KN
𝑛

By using the above method, we get the value of all gear

Gear A B C D E F G H I J K
WT (KN) 2.16 2.34 2.96 3.87 4.75 2.16 2.36 2.95 3.78 4.8 4.8
WA (KN) 1.24 1.3 1.7 2.23 - 1.25 1.36 1.7 2.18 - -
WR (KN) 0.78 0.8 1.07 1.4 1.71 0.78 0.85 1.07 1.37 1.74 1.74
WB (KN) 1.8 2.02 2.56 3.35 - 1.87 2.04 2.15 3.27 - -
W (KN) 1.9 2.12 2.68 3.51 5 1.96 2.13 2.67 3.42 5.1 5.1

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3.3 Strength Analysis

From the material properties
0.912
𝛿s =105 N/mm2, δe=84 N/mm2 y=1.154- Cs=1.25 𝛿𝐸𝑆 =630 N/mm2
𝑇

Face width of the gear is given by;

WT = δw*b*π*m*y
b = 1.15∗𝜋∗𝑚 = 1.15∗𝜋∗6𝑚𝑚
= 𝟑𝟕𝒎𝒎
𝑡𝑎𝑛∝ tan 30°

Working Stress
Gear A,
𝑊𝑇 0.912
δWa = ,but y = 0.154 − = 0.1236
𝜋∗𝑚∗𝑏∗𝑦 30

𝑊𝑇 2.05×10⌃3 𝑁
𝛿𝑊𝐴 = 𝜋∗𝑚∗𝑏∗𝑦= 𝜋∗6𝑚𝑚∗37𝑚𝑚∗0.1236

=23.8N/mm2
Similarly,
Gears Tangential force WT ( N) Y Working stress δw
(N/mm2)
A 2.05 ×103 0.1236 23.8
B 2.24 ×103 0.1286 25
C 2.86 ×103 0.134 30.6
D 3.76 ×103 0.138 39
E 4.7×103 - -
F 2.10 ×103 0.1388 21.7
G 2.3 ×103 0.137 24
H 2.84 ×103 0.133 30.6
I 3.64 ×103 0.127 41
J 4.8 ×103 - -
K 4.8 ×103 - -

NB; b & m are the same for all gears.

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Dynamic tooth load

From table where, e = toot error
e = 0.04 c = deformation factor
c = 228 N/mm v=
v = 11.25*10⌃3 mm/s WT = tangential force
b = force width
Dynamic tooth load will be;
21 𝑉(𝑏∗𝑐+𝑊𝑇 )
Wd = WT +
21𝑣+√(𝑏∗𝑐+𝑊𝑇 )
𝑁
21∗11.25×10⌃3(37𝑚𝑚∗228 +2.050
𝑚𝑚
Gear A, Wd = 2.05 KN +
21∗11.25×10⌃3 𝑚𝑚/𝑠+√(37∗228+2050

2477317.5×10⌃3𝑁𝑚𝑚/𝑠
Wd = 2050N +
24192.3×10⌃3 𝑁𝑚𝑚/𝑠

21∗11.25×10⌃3𝑚𝑚/𝑠(37∗228+2050)
WDA = 2050 + 𝑚
221∗11.5×10⌃3 +√37∗228+2050
𝑠

2477317.5×10⌃3
= 2050N +
241602.4012

WDA = 12.3KN
Based on the above formula, the dynamic load of all gears are listed as follow;
Gears Tangential force (WT) Dynamic tooth load (WD)
KN KN
A 2.05 12.3
B 2.24 12.9
C 2.86 14.15
D 3.76 15.95
E 4.7 13.4
F 2.1 12.6
G 2.3 13.03
H 2.84 14.1
I 3.64 15.7
J 4.8 15.2
K 4.8 13.7

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Static tooth load

Since, b = 37mm Where, b = force width
m = 6mm m = module
𝛿e = 84N/mm2 𝛿 e= endurance stress
0.912
Y = 0.154- y = Lewis factor
𝑇

T = number of teeth
Static load is given by,
Ws = π*𝛿e*b*m*y Ws =static load
= π*84N/mm2*37mm*6mm*0.1236
Y = 7.24KN
0.912
Gear A, Y = 0.154- =0.1236
30

Gears Y Static load (WS)

KN
A 0.1236 7.24
B 0.1286 7.5
C 0.134 7.85
D 0.138 8.08
E 0.137 8.07
F 0.1388 8.13
G 0.137 8.026
H 0.133 7.79
I 0.127 7.44
J 0.131 8.06
K 0.132 7.9

3.5 Design of Shaft

Shafts are the members of the gearbox that transmit the rotary motion of the gears to subsequent
stages and also transmit power from one stage to the other. They are also the members on which
the gears are mounted. The shafts are coupled to the bearings to enable the shafts to rotate
without much friction. Power transmission shafting is a vital element of all rotating machinery.
This report summarizes design methods, based on strength considerations, for sizing shafts and
axles to withstand both steady and fluctuating loads. The effects of combined bending, torsional,
and axial loads are considered along with many application factors that are known to influence
the fatigue strength of shafting materials. Methods are presented to account for variable-
amplitude loading histories and their influence on limited-life designs.

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Shaft layout in constant mesh gearbox

It is simplest type of gear box out of the available gear boxes. Four speeds Constant Mesh Gear
Box (Which includes one reverse gear) consists of three shafts
a. Input (clutch or driving) shaft: -it has one gear which is rigidly fixed. This input shaft
usually forms a direct link between the engine and gearbox.
b. Main (output or driven) shaft: -it is the splined final shaft in the internal running gear shafts
and has four gears on it; the main shaft can be clamped due to dog clutch by the shifter yoke by
operating the shift lever.
c. Counter (lay) shaft; It used to transmit motion and power from a driving shaft to output shaft
and it has four gears which are rigidly connected.

Material selection for shafts

The material used for shafts should have the following properties;
 It should have high strength
 It should have good machinability
 It should have low notch sensitivity factor
 It should have good heat treatment properties
 It should have high wear resistance properties
Based on the above properties we have select stainless steel for our design of shafts (input shaft,
counter shaft, and main shaft).
Steel is the most extensively used material for machine components. By suitably varying the
composition, thermal treatment, and mechanical treatment, manufacturers can obtain a
tremendous range of mechanical properties.

Stainless Steels
Stainless steels contain, by definition, a minimum of 10.5 percent chromium. Wrought stainless
steels are austenitic, ferrite, martens tic, or precipitation hardening

Stresses (load) in Shaft

 Shear stresses due to transmission of torque i.e. due to torsion load.
 Bending stresses (tensile or compressive) due to the force acting upon machine elements
like gear and pulley etc. . . ..
 As well as due to the weight of the shaft itself.
 Stresses due to combined torsion and bending load.
 Shafts subjected to axial load in addition to combined twisting and bending loads in
designing of this shaft considered.
N.B In this design the influence of axial load is not much. So, it is neglected on each designing.

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3.5.1Design of input shaft

Fig 3.10 Input shaft

Wr = 750 N Wnet = Wr-WA = 750-53.5= 693.5 N

W = 37.57 N
WA = 56. L = 300mm

∑ Fy = RA + RB +693.5 = 37.5
RA + RB = -656
+∑MA = 0, 693.5*300m+RB*250 = 37.5*125mm, RB*250 = -208050
RB*250 = -203362.5, RB = -813.45 N =813.45 N upward.
RA = -656-RB = -656-(-813.45)= 813.45-656
RA= 157.45 N

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Section one

0 ≤ × ≤ 125
∑Fy = 0, V = RA = 157.45 N
+∑M = 0, M = RA× = 157.45×
M=0 at x = 0, at x = 125 M = 19681.25Nmm

Section two

125 ≤ × ≤ 250
+∑FY = 0, V = RA - W1 = 157.45-37.5, V = 119.95 N
+∑M = 0, M = RA X – W1 (X-125)
= 157.45 X – 37.5 X + 4687.5, M = 119.95 X + 4687.5
M at x = 125, M = 119.95 (125) + 4687.5=19681.25 Nmm
At x = 250, M = 119.95 (250) + 4687.5= 34675 Nmm

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Section three

250 ≤ × ≤ 300
∑Fy = 0, V = RA - (W1 + RB) =157.45 - (37.5 + 813.45) =- 693.5 N
+∑M = 0, M = RA X – (RB * (X – 250) + W1 (X – 125))
M = 157.45 X - (813.45 (X - 250) + 375.5 (X -125)
M= 157.45 X - (813.45 X - 203362.5 + 37.5 X – 4687.5),
M= 157.45 X - ( -208050 + 850.95 X), M = 208050 - 693.5 X
at x = 250,M = 208050 – 693.5 (250) =34675 N
at x = 300, M = 208050 – 693.5 (300) =0

Shear and bending moment diagram

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3.2 Force analysis

From the above diagram
Max. shear force V = 693.5 N compressive
Max. bending moment = 34.6 Nm
 The shaft is subjected to combined load (Twisting and bending)
 Maximum transferred torque is
T = 195 Nm
Equivalent twisting moment
Te = √𝑀2 + 𝑇 2

= √( 34.6 𝑁𝑚 )2 + ( 195 𝑁𝑚 )2
= 198 Nm
16𝑇𝑒 16∗198𝑁∗103𝑚𝑚
Maximum shear stress on the shaft will be , Ʈmax = =
𝜋𝑑3 𝜋( 50 )3

Ʈmax = 8.07N/mm2
Equivalent bending moment is given by,
1
Me = 2 ( M + √𝑀2 + 𝑇 2 )
1
= 2 ( M+Te )
1
= 2 ( 34.6Nm + 198 Nm )

Me = 116.3Nm
Maximum bending stress will be,
32 𝑀𝑒 32∗116.3𝑁𝑚∗103
𝛿𝑏 = =
𝜋𝑑3 𝜋( 50 )3

𝛿𝑏 = 9.477N/mm2

3.5.2 Design of main shaft

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Fig 3.11 Main shaft

WB = 91.8 N WE = 162.45 N
WC = 148.3 WD = 226 N
WrB = 1800 N WrD = 1710 N
Wrc = 1040 N WrD = 1370 N
Net force,
At B, W1 = WrB - WB =800-91.8 = 708.2 N
At C, W2 = Wre – wc 1040-148.3
= 891.7 N
At D, W3 = WrD – WD = 1370 – 226
= 1144N
At E, W4 = WrE – WE = 1710-162.45
= 1547.55N
Let us find reaction force,
∑y = 0, R = W1+W2+W3+W4 =708.2+891.7+1144+1547.55= 4291.45 N

Section one

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0 ≤ × ≤ 50
∑Fy = 0, V=R = 4291.45 N
∑M = 0, M = -RX = -4291.45X
at x = 0…... M = 0
x = 50……. M = -4291.45 (50), M = -214572.5 Nm

Section two
50 ≤ 𝒙 ≤ 𝟏𝟓𝟎
∑y = 0, V = R-W4 = 4291.45- 1547.55,V = 8743.9 N
M = 1547.55 (X - 50) – 4291.45 (X)= 1547.55X – 77377.5 - 4291.45X
M = -2743.9X – 77377.5
at x = 50 M = -2743.9 (50) – 77377.5 = - 214572.5Nmm
at x = 150 M = -2743.7 (150) – 77377.5= -488932.5Nmm

Section three

150 ≤ 𝑿 ≤ 𝟐𝟔𝟎
V = 4291.45 – (1547.55 + 1144),V= 1600 N
∑M = 0, M = -RX + (W3 (X -260) + W4 (X – 50))
M = -4291.45X + (1144 (X-200) 1547.55 (X – 50))
= -4291.45X + (1144X 228800 + 1547.55X – 77377.5)
= -4291.45X + ( -306177.5 + 2691.55X)
M = -1600X – 306177.5
at x = 150, M = - (1600 (150) + 306177.5), = -546,177.5Nm
at x = 260, M = -1600 (260) -306177.5= -722177.5 Nm

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Section four
260 ≤ 𝑿 ≤ 𝟒𝟏𝟎
∑Fy = 0, V = R- (W2+W3+W4), V = 4291.45- (1144 + 1547.55 +
891.7)
V = 708.2 N
∑M = 0, M = (W2 (X-310) + W3(X-150) + W4 (X-50)-R(X)
= 891.7(X-310) +1144(X-150) +1547.55(X-50) -4291.45X
= 891.7X-276427+1144X-171600+1547.55X-77377.5-4291.45X
M = -708.2X – 525404.5
at x = 260, M = -708.2(260)-525404.5, M = -709536.5Nm
at x = 410, M = -708.2(410)-525404.5, M = -81566.5

Section five

∑Fy = 0, V=R-(708.2+891.7+1144+1547.55)
= 4291.45 -(4291.45)
V=0
+∑M = 0, M = (W1+W2+W3+W4)
= (W1(X-410) +W2(X-310) +W3(X-150) +W4(X-50)- 4291.45(X)
= (708.2(X-410) +891.7(X-310) +1144(X-150) +1547.55(X-501) -4291.45(X)
= (708.2X-290362 +891.7X-276427+1144X-171600+1547.55X-77377.5)-4291.45X
= (4921.45X-815766.5)-4291.45X
M = -815766.5

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Shear force and bending moment diagram

Obliviously from the graph,

Vmax =4291.5 N, Mmax = -815.7KNmm= -815.7Nm
The main shaft is subjected to combined loading (bending and twisting moment)
 Maximum transferred torque is
T = 683.3Nm
 Equivalent twisting moment will be
Te = √𝑇 2 + 𝑀2
=√(683.3)2 + (815.7)2
= 1064.08Nm
 Maximum shear stress will be
16𝑇𝑒 16∗1064.08𝑁𝑚
Ʈmax = = 3.14∗(50)3 ∗10−9
𝜋𝑑3
= 43.35Mpa
 Equivalent bending moment will be
1
Me = 2(M+Te)
1
= 2(815.7Nm+1064.08Nm)
Me = 939.9Nm
 Maximum bending stress will be
32𝑀𝑒 32∗939.9𝑁𝑚
𝛿𝑏max = = 3.14∗(50)3 ∗10−9
𝜋𝑑3
= 76.6, MN/m2
 The smallest cross sectional area on the shaft will be
𝜋 3.14
A = 4 𝑑2 = (50)2
4
= 1963.5mm2

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 The smallest second moment of area is given by

𝜋 3.14
A = 64 𝑑 4 = (50)2
64
306796.15mm4
 The centroid of the shaft is
Y = 171mm
 The least diameter of the shaft is

d = 50mm
Therefore, the maximum shear stress due to shear force is that
𝑄𝐴𝑦 4291.45N∗1963.5mm2 ∗171mm
Ʈ= = , Ʈ =94MN/m2
𝐴𝑏 306796.15mm4 ∗50mm

3.5.3Design of lay shaft

Fig 3.12 Lay shaft

Design of the shaft is based on its strength. The overall distance of the shaft is decided depending
on the face width of the gears, dog clutch length, and clearance between gears, dog clutch and
bearings. Let’s assume; the lengths for the lay shaft:

First section

𝟎 ≤ 𝑿 ≤ 𝟓𝟎
∑ 𝐹𝑌 = 0 𝑅𝐴 + 𝑅𝐵 = 6488

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∑ 𝑀𝐴 = 0 𝑅𝐵 (620) =102050+1047.7*210+1210*310+1447*470+1773.2*570
=51000+22017+37200+680090+1010724
𝑹𝑨 =2723.7𝑹𝑩 =3764.2

∑ 𝐹𝑌 =V=2724
M= 𝑅𝐴 *X=2724X
M=0 … ……………….@ X=0
M=136200 ……………@ X=50
Second section
∑ 𝐹𝑌 = 0
𝑉 = 2724 − 1020
V=1704

50≤ 𝒙 ≤ 𝟐𝟏𝟎
∑M = 0

M=2724X-1020(X-50), M=2724X-1020X+51000
M=1704X+51000
M=136.2 ………………………@X=50
M=408.84………………………@X=210

Third section

210≤ 𝒙 ≤ 𝟑𝟏𝟎
∑ 𝐹𝑌 = 0 V=2724-(1020+1047.8)
=656.3N

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∑M = 0

M=2724X-(1047.7(X-210) +1020(X-50)), M=2724X-(1047.7X-220.017+1020X-51000)

M=2724X-(2067.7X-271017), M=656.3X+271017
M=408.84 NM……………………….@X=210
M=474.47NM………………………...@X=310

Fourth section

310≤ 𝒙 ≤ 𝟒𝟕𝟎

∑ 𝐹𝑌 = 0

V=𝑅𝐴 -(W1+W2+W3) , V=2724-(1020+1047.7+1200)

V=-543.7
∑ M = 0 , 𝑀 =𝑅𝐴 X - (W3(X-310) + W2(X-210) + W1(X-50)
𝑀 =2724X - (1200(X-310) + 1047.7(X-210) + 1020(X-50))
M=2724X - (1200X-372000 + 1047.7X – 220017 + 1020X - 51000), M=2724X - (3267.7X - 643017)
M=643017 - 543.7X
M=474.47……………………………@X=310
M=387.47……………………………@X=470

Fifth section
470≤ 𝒙 ≤ 𝟓𝟕𝟎

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∑ 𝐹𝑌 = 0
V=𝑅𝐴 - (W1 + W2 + W3 + W4) , V=2724-(1020+1047.7+1200+1447)
V=-1990.7 , ∑M = 0
𝑀 =𝑅𝐴 X - (W4(X - 470) + W3(X - 310) + W2(X - 210) + W1(X - 50)
𝑀 =2724X - (1447(X-470) + 1200(X-310) + 1047.7(X-210) + 1020(X-50))
M=2724X - (1447X – 680090 + 1200X – 372000 + 1047.7X – 220017 + 1020X - 51000)
M=2724X - (4714.7X – 1323107), M=1323107 - 1990.7X
M=387.47NM……………………………………@X=470
M=188.4NM…………………………………….@X=570

Sixth Section

570≤ 𝒙 ≤ 𝟔𝟐𝟎
∑ 𝐹𝑌 = 0, V=𝑅𝐴 - (W1 + W2 + W3 + W4 + W5) , V=2724 - (1020 + 1047.7 + 1200 + 1447 + 1773.2)
V=-3764
∑ M = 0, 𝑀 =𝑅𝐴 X - (W5(X-570) + W4(X-470) + W3*(X-310) + W2(X-210) + W1(X-50)
𝑀 =2724X - (1773.2(X-570) + 1447(X-470) + 1200(X-310) + 1047.7(X-210) + 1020(X-50))
M=2724X - (1773.2X – 1010724 + 1447X – 680090 + 1200X – 372000 + 1047.7X – 220017 + 1020X - 51000)
M=2724X - (6488X - 2333831), M=2333831 - 3764X
M=188.4NM…………………….@X=570
M=0……………………………... @X=620

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Shear Force and Bending Moment Diagram

Since the counter shaft has different diameters for the purpose of stress concentration. So
We have to calculated second moment of inertia for each element (diameter)
I=I1+I2+I3+I4+I5+I6
𝜋 𝜋
I6=64 𝑑64 =64 504 =306796𝒎𝒎𝟒
𝜋 𝜋
I5=64 𝑑54 =64 634 =773271.6𝒎𝒎𝟒
𝜋 𝜋
I4=64 𝑑44 =64 804 =2010619.3𝒎𝒎𝟒
𝜋 𝜋
I3=64 𝑑34 =64 1004 =4908738.5𝒎𝒎𝟒
𝜋 𝜋
I2=64 𝑑24 =64 1104 =7186884.04𝒎𝒎𝟒
𝜋 𝜋
I1=64 𝑑14 =64 504 =306796𝒎𝒎𝟒

I total= I1+I2+I3+I4+I5+I6
=15493105.47𝒎𝒎𝟒
Y= centroid =55mm
𝑀 𝜎
=
𝐼 𝑌
Bending stress (MAX) is given by
𝑀 ∗ 𝑌 474470𝑁𝑚𝑚 × 55𝑚𝑚
𝜎𝑏 = =
𝐼 15493105.47𝑚𝑚4

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= 1.68N/𝒎𝒎𝟐
Maximum shear force on the shaft is
F=3764N
Shear force maximum at 570≤ 𝑥 ≤ 620 section of the shaft .due to this the maximum shear stress will occur at
this section.
Equivalent twisting moment is given by
𝜋
𝑇𝑒 =√𝑀2 + 𝑇 2 =16 𝜏𝑚𝑎𝑥 ∗ 𝑑 3
32 𝑀 32 𝑇
𝜏𝑚𝑎𝑥 = 1/2√𝜎𝑏 2 + 4𝜏 2 𝜎𝑏 = , 𝜏=
𝜋𝑑3 𝜋𝑑3

16 𝑇𝑒
𝜏𝑚𝑎𝑥 =
𝜋𝑑 3
Maximum torque transmitted will be
T=389.6NM, M=474.47NM
Since the shaft is subjected to combined load. The equivalent twisting moment will be,

𝑇𝑒 = √𝑀2 + 𝑇 2 =√(474.47)2 + (389.6)2 =√225121.78 + 151788.16

= 613.9NM ≈ 614NM
The maximum shear stress is given by
16 𝑇𝑒 16∗614𝑁∗1000𝑚𝑚
𝜏𝑚𝑎𝑥 = =
𝜋𝑑3 𝜋∗503

= 25 N/𝒎𝒎𝟐
Equivalent bending moment will be

𝑀𝑒 = ½(M+√𝑀2 + 𝑇 2 ), 𝑀𝑒 = ½(474.47 + √(474.47)2 + (389.6)2 ) = ½ (474.47 + 614NM)

𝑴𝒆 = 544.2NM
Maximum bending stress will be
32 𝑀 32∗544.2𝑁∗1000𝑚𝑚
𝜎𝑏 𝑚𝑎𝑥 = = = 44.34N/𝒎𝒎𝟐
𝜋𝑑3 𝜋∗503

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3.6 SELECTION OF BEARING

A bearing is a machine element which support another moving machine element (known as
journal). It permits a relative motion between the contact surfaces of the members, while
carrying the load. In order to reduce frictional resistance and wear and in some cases to carry
away the heat generated, a layer of fluid (known as lubricant) may be provided. The lubricants
are used in bearings to reduce friction between the rubbing surfaces and to carry away the heat
generated by friction. The lubricant used to separate the journal and bearing is usually a mineral
oil refined from petroleum, but vegetable oils, silicon oils, greases etc., may be used

3.6.1 Classification of Bearings

Though the bearings may be classified in many ways, yet the following are important from the
subject point of view:
1. Depending upon the direction of load to be supported. The bearings under this group are
classified as: (a) Radial bearings, and (b) Thrust bearings.
In radial bearings, the load acts perpendicular to the direction of motion of the moving element
while in thrust bearings, the load acts along the axis of rotation.
Note: These bearings may move in either of the directions

Fig 3.13 Bearing

2. Depending upon the nature of contact. The bearings under this group are classified as: (a)
Sliding contact bearings, and (b) Rolling contact bearings.
a) In sliding contact bearings, the sliding takes place along the surfaces of contact between the
moving element and the fixed element. The sliding contact bearings are also known as plain
bearings.
b) In rolling contact bearings, the steel balls or rollers, are interposed between the moving and
fixed elements. The balls offer rolling friction at two points for each ball or roller.
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3.7 SELECTION OF LUBRICATION

When one surface moves over another there is always some resistance to movement and the
force which opposes movement, is called friction if the friction is low and steady there will be
smooth, easy movement at the other extreme the friction may be great or uneven that movement
becomes challenging or the surfaces can over heat or be seriously damaged. Lubrication are
always liquid or semi liquids, but may be solids, gasses or any combination of solids, liquids and
gases. In addition to reducing or controlling friction, lubricants are usually expected to reduce
wear and often to prevent overheating and corrosion.
The lubricants are used in bearings to reduce friction between the rubbing surfaces and to carry
away the heat generated by friction. It also protects the bearing against corrosion.
All lubricants are classified into the following three groups:
1. Liquid, 2. Semi-liquid, and 3. Solid.
The liquid lubricants usually used in bearings are mineral oils and synthetic oils. The mineral oils
are most commonly used because of their cheapness and stability. The liquid lubricants are
usually preferred where they may be retained.
Basic classes of lubrication Lubricants can usually divide in four basic classes:
Oils; is a general term used to cover all liquid lubricants, whether they are mineral oils, natural
oils, synthetics, and process fluids. This is selected for this design
Greases; there are oil, which contain thickening agent to make them semi sold, but it is
sometimes convenient to include ant size pastes and semi fluid greases under the same leading.
Dry lubrication; there include any lubricants which are used in solid form and may be bulk
solid; point like coatings or loose powders.
Gases – the gases usually used in gas can be used which will not attack the bearings, or itself
decomposed
Lubrication method Lubrication 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 up to 14m/s. at higher velocity the coil splashed and the teeth receives

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in adequate quantity of lubricant. Above 0.7mm of depth of gears tooth may dip in to lubricant
for high speed gear, for low speed gear may immerse up to a depth of 100mm.

Properties of Lubricants
1. Viscosity It is the measure of degree of fluidity of a liquid.
2. Oiliness It is a measure of the lubricating qualities under boundary conditions where base
metal to metal is prevented only by absorbed film.
3. Density This property has no relation to lubricating value but is useful in changing the
kinematic viscosity to absolute viscosity
4. Viscosity index.The term viscosity index is used to denote the degree of variation of
viscosity with temperature.
5. Flash point. It is the lowest temperature at which an oil gives off sufficient vapour to
support a momentary flash without actually setting fire to the oil when a flame is brought
within 6 mm at the surface of the oil.
6. Fire point. It is the temperature at which an oil gives off sufficient vapour to burn it
continuously when ignited.
7. Pour point or freezing point. It is the temperature at which an oil will cease to flow
when cooled.

3.8 DESIGN OF KEY

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. A keyway is a slot or recess in a shaft and hub of the pulley to
accommodate a key.

3.8.1 Types of Keys

The following types of keys are important from the subject point of view:
1. Sunk keys,
2. Saddle keys,
3. Tangent keys,
4. Round keys, and
5. Splices.

3.8.1.1 Sunk Keys

The sunk keys are provided half in the keyway of the shaft and half in the keyway of the hub or
boss of the pulley.

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Rectangular sunk key. A rectangular sunk key is shown in Fig. 13.1. The usual proportions of
this key are: Width of key, w = d / 4; and thickness of key, t = 2w / 3 = d / 6 where d = Diameter
of the shaft or diameter of the hole in the hub. The key has taper 1 in 100 on the top side only.

Fig 3.14 Sunk keys

From standard formulas,

𝑤 = 𝑑⁄4 = 50⁄4 = 12.5𝑚𝑚

𝑡 = 2𝑤⁄3 = 𝑑⁄6 = 50⁄6 = 8𝑚𝑚

𝐿 = 1.57𝑑 = 1.57 × 50 = 78𝑚𝑚

3.9.1.1Forces acting on a Sunk Key

When a key is used in transmitting torque from a shaft to a rotor or hub, the following two types
of forces act on the key:
1. Forces (F1) due to fit of the key in its keyway, as in a tight fitting straight key or in a tapered
key driven in place. These forces produce compressive stresses in the key which are difficult to
determine in magnitude.
2. Forces (F) due to the torque transmitted by the shaft. These forces produce shearing and
compressive (or crushing) stresses in the key.
In designing a key, forces due to fit of the key are neglected and it is assumed that the
distribution of forces along the length of key is uniform.

Fig 3.15 force acting on a sunk key

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3.9.1.2Strength of a Sunk Key

Let T = Torque transmitted by the shaft,
F = Tangential force acting at the circumference of the shaft,
d = Diameter of shaft,
l = Length of key,
w = Width of key.
t = Thickness of key, and
τ and σc = Shear and crushing stresses for the material of key.

Considering shearing of the key

The tangential shearing force acting at the circumference of the shaft,
𝐹 =𝐴×𝜏 = 𝐿×𝑊×𝜏 where A – area resisting shearing
Torque transmitted by the shaft
𝑑 𝑑
𝑇=𝐹× =𝐿×𝑊×𝜏×
2 2
50
195𝑁𝑚 = 𝐹 × , 𝐹 = 2 × 195⁄50 × 10−3 = 7.8 × 103 𝑁
2
3
𝐹 = 𝐿 × 𝑊 × 𝜏𝜏 = 𝐹⁄𝐿𝑊 = 7.8 × 10 ⁄(7.8 × 10−3 ∗ 12.5 × 10−3 )

𝜏 = 8 × 106 𝑁⁄𝑚2 = 𝟖 𝑵⁄
𝒎𝒎𝟐
Considering crushing of the key, the tangential crushing force acting at the circumference
of the shaft.
𝑡
𝐹 = 𝐴 × 𝜎𝑐 = 𝑙 × 2 × 𝜎𝑐 Where A= area of resisting crushing
−3
7.8 × 103 𝑁 = 78 × 10−3 × 8 × 10 ⁄2 × 𝜎𝑐

2 × 7.8 × 103 𝑁
𝜎𝑐 = = 𝟐𝟓 𝑵⁄
78 × 8 × 10−6 𝒎𝒎𝟐

3.9 Design of housing

Dimensions of the housing is mainly depending on the size of the gears inside and centre
distance between the shafts. And also some amount of clearance will be added according to the
standards. From simple logic, the length of the housing is equal to the length of lay (counter)
shaft.
Length of lay shaft= (Lc)

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𝒍𝒄 = 𝟔𝟐𝟎𝒎𝒎 = 𝑳𝒉 ( length of housing)

The height of the housing depends on
1. Centre distance between the shafts
2. Larger diameter of gear on the main shaft
3. Larger diameter of shaft on the counter shaft
Centre distance between the shafts
C= (radius of gear in the main shaft + radius of gear in the lay shaft)
𝐶 = 𝑅𝐴 + 𝑅𝐹 = 90 + 180 = 𝟐𝟕𝟎𝒎𝒎
Where RA=radius of gear ‘A’
RF=radius of gear ‘F’
𝐷𝐿𝑀 = 𝟑𝟒𝟐𝒎𝒎 where 𝐷𝐿 = larger diameter of gear on main shaft
𝑅𝐿𝑀 = 𝟏𝟕𝟏𝒎𝒎𝑅𝐿 = larger radius on main shaft
𝑅𝐿𝐶 = 𝟏𝟖𝟎𝒎𝒎𝑅𝐿𝐶 = larger radius on lay shaft
Clearance at the bottom of housing between the larger gear and housing wall is,
𝒉𝒍 = 𝟐𝟎𝒎𝒎……………………………...(assumption)
Upper clearance which is between the larger gear on the main shaft and the roof of housing will
be,
𝒉𝒖 = 𝟏𝟎𝟎𝒎𝒎……………………………...it is assumed
Based on the presence of bars which are used for engaging and dis engaging the hub (dog clutch)
to the gear.
𝐻 = 𝑅𝐶 + 𝑅𝐿𝑀 + 𝑅𝐿𝐶 + ℎ𝑏 + ℎ = 270 + 171 + 180 + 20 + 100
𝐻 = 𝟕𝟒𝟏𝒎𝒎

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CHAPTER FOUR
RESULT AND DISCUSSION
4.1 Results from design of clutch
Friction plate
1. Internal radius → 110mm (0.11m)
2. Outer radius → 150mm (0.15)
3. Normal Force → 2480N
4. Normal Pressure → 0.076MPa.
5. Min pressure → 0.066MPa.
6. Max. Pressure → 0.09MPa.

Coil spring
1. Number of Spring → 4
2. Number of active turns → 5
3. Force of spring → 1015.6 N
4. Diameter of wire → 6mm (0.006m)
5. Diameter of coil → 24mm (0.024m)
6. Spring constant → 10.5 MN/m
7. Max. deflection → 0.1mm
8. Free length → 42.115mm
9. Solid length → 42mm

Hub
1. Inner Diameter of hub → 50mm
2. Outer Diameter → 100mm
3. Thickness → 16mm
4. Length of hub → 125mm

Bolt and Nut

1. Diameter → M10
2. Core diameter → 8.16mm
3. Tension load → 14200N
4. Crushing stress → 271.5MPa
5. Height of nut → 10mm

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4.2 Results from design of constant mesh gear box

Results from gears
Gear A B C D E F G H I J K
Speed (rpm) 2500 1923 1190.5 735.3 714.3 1250 1250 1250 1250 1250 1875
Tooth 30 36 46 56 34 60 55 44 34 27 18
Torque(Nm) 195 253.25 409 662.3 683.3 389.6 389.6 389.6 389.6 389.6 259.7

Gear A B C D E F G H I J K
Diameter(mm) 180 216 276 342 288 360 330 264 204 162 108
Velocity(m/s) 23.5 21.7 17.2 13 10.6 23.5 21.7 17.2 13 10.6 10.6

Gear A B C D E F G H I J K
WT (KN) 2.16 2.34 2.96 3.87 4.75 2.16 2.36 2.95 3.78 4.8 4.8
WA (KN) 1.24 1.3 1.7 2.23 _ 1.25 1.36 1.7 2.18 _ _
WR (KN) 0.78 0.8 1.07 1.4 1.71 0.78 0.85 1.07 1.37 1.74 1.74
WB (KN) 1.8 2.02 2.56 3.35 _ 1.87 2.04 2.15 3.27 _ _
W (KN) 1.9 2.12 2.68 3.51 5 1.96 2.13 2.67 3.42 5.1 5.1
Gears Tangential force WT ( N) Y Working stress δw
(N/mm2)
A 2.05 ×103 0.1236 23.8
B 2.24 ×103 0.1286 25
C 2.86 ×103 0.134 30.6
D 3.76 ×103 0.138 39
E 4.7×103
F 2.10 ×10⌃3 0.1388 21.7
G 2.3 ×10⌃3 0.137 24
H 2.84 ×10⌃3 0.133 30.6
I 3.64 ×10⌃3 0.127 41
J 4.8 ×103
K 4.8 ×103

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Gears Tangential force (WT) Dynamic tooth load (WD)

KN KN
A 2.05 12.3
B 2.24 12.9
C 2.86 14.15
D 3.76 15.95
E 4.7 13.1
F 2.1 12.6
G 2.3 13.03
H 2.84 14.1
I 3.64 15.7
J 4.8 14.6
K 4.8 12.3

Gears Y Static load (WS)

KN
A 0.1236 7.24
B 0.1286 7.5
C 0.134 7.85
D 0.138 8.08
E 0.136 8.02
F 0.1388 8.13
G 0.137 8.026
H 0.133 7.79
I 0.127 7.44
J 0.123 7.23
K 0.112 7.56

4.2.1Results from design of shaft

This is what we have calculate in our design about shafts

Shafts Min Max Max Bending Max. Max. Max. Shear Length Torque
Diameter Diamete Moment Shear Bending Stress (m)
r (Nm) Force Stress (MN/m2) (Nm)
(N) (MN/m2)
Input 0.05m 0.05m 34.6 694 9.5 8.1 0.3 195
Counter 0.05m 0.11m 474.5 3764 85 25 0.62 389.6
Main 0.05m 0.08m 815.7 4291 77 94 0.52 683

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Results from design of key

 Type of key → Rectangular sunk key
 Width of key → 0.012m
 Thickness of key → 0.008m
 Length of key → 0.078m
 Torque transmitted → 195Nm
 Shear stress → 8MN/m2
 Crushing Stress → 25MN/m2

Results from design of housing

 Height of housing → 0.741m
 Length of housing → 0.62m

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CHAPTER FIVE
CONCLUSION AND RECOMMENDATION
In this project, the main objective was to design a manual transmission system which reduces the
speed while increasing torque. We have discussed about manual transmission system and its
parts in detail. Mainly, we have designed and calculated the fundamentals parts of single plate
clutch and manual constant mesh gearbox such as; friction plate, pressure plate, diaphragm
spring, spring coils, cover plate, gears, shafts, bearings, keys, housing and lubrication needed for
them is analyzed and suggested accordingly at the end the design is checked and proved safe.
Finally, we would like to suggest that extending this project in detail and further analysis can be
made in software to know the most venerable parts of the design.

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MECHANICAL DESIGN 2012 E.C

REFERENCE
[1] R.S. Khurmi, J.K.Gupta, ‘A Textbook of Machine Design’, fourth edition, S.Chand and
company ltd, New Delhi
[2] Robert c. juvenile ‘Fundamentals of machine component design’ 5th edition.
[3] Joseph Edward Shigley and Charles R. Mischke, ‘mechanical engineering design’ Mcgraw
international edition.
[4] Design of Machine Elements by V. B. Bhandari.

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