ISSN : 2249-5762 (Online) | ISSN : 2249- IJRMET VOL.

2, ISSUE 1, APRIL
5770 (Print) 2012

A Novel Design of 7 Speed Manual Gear Box

1
U.S. Gupta, 2M.M. Patra
LPSC/ISRO, Valiamala, Trivandrum, India
1

2
General Motors Technical center India, Bangalore, Karnataka, India

Abstract power from engine to

Almost all automobiles as of today are driven by internal
combustion engines because of the high power to weight ratio,
relatively good efficiency and compact energy storage
associated with it. The major disadvantage with this engine is it’s
incapability of producing torque from the rest, which is the
characteristic of ideal traction hyperbola. This difference
between characteristics curve of the combustion engine and the
ideal traction hyperbola can be approximated by the use of a
gear box.
In this paper a gear box with 7 forward gears and 2 reverse
gears has been described. A normal 7 speed MT requires 8 gear
pairs to provide 7 forward and 1 reverse gear but this paper
presents a novel 7 speed MT designed with just 6 gear pairs
giving 7 forward and 2 reverse gears thereby saving both the
material cost as well as meeting the space constraints.

Keywords
Manual Transmission, Gear Design, Shaft Design, CATIA,
ANSYS & 3D Modeling of the Gearbox

I. Introduction
Automobiles are one of the most trusted and popular means of
transportation available in the world. With the invention of IC
engines, the application of automobile for transportation has
increased significantly contributing greatly towards a developing
civilization. Cheap transportation cost with safety in driving,
makes automobile as one of the best means available for
industrial applications. With more development in industrial
sector the numbers of automobiles in the road are also
increasing rapidly. But with the energy crisis, fluctuating price
of the petroleum fuels and environmental damage caused by the
automobiles, continuous research and development work is going
on to improve the overall vehicle efficiency.
In a developing country like India where people are very much
cost conscious, latest technology such as hybrid and electric
vehicles are not the immediate solution. If the conventional
vehicle is considered, its energy efficiency can be improved by
increasing the engine efficiency or by modifying the
transmission system of the vehicle that transfers power from
the engine to the wheel. Modifying the engine is costlier, at the
same time results achieved is also inferior against the
transmission modification [1]. Thus a considerable effort is
going on in the research area for the development of better
transmission that can enhance the vehicle energy efficiency.
Packaging is always an issue for an automobile as the
automotive industry is moving towards improving the fuel
economy and reduction of weight. Transmission, which is one
of the heavy components in an automobile when modified, can
help in optimizing the overall vehicle efficiency.
Even after the development of many new technologies in the
area of transmission like AT, AMT, DCT still the most
efficient transmission with best fuel economy available in the
present scenario is manual transmission [1]. Along with the
advantage of best fuel economy it also has some disadvantage
such as compromise in comfort and also the size of the
transmission. The MT uses compound gear train to transfer
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wheel whereas in the advanced technology planetary gear 5770 (Print)
trains are used which are more compact. Thus there is always a
scope of improving the MT from the compactness point of
view.
Thus, a novel approach to reduce the transmission size is proposed
here which has the potential to improve fuel economy, reduce
the material cost as well as solve the packaging constraint.

II. Gear Ratios for 7 Speed MT

To design a MT for a SUV, following specifications were
taken to estimate the gear ratios by referring [2].

Table 1: Specification of SUV

Max. Torque 320Nm @ 2700 rpm
Wheels and tires 235/70 R 16, 105 S
Wheel radius 600 mm.
Rolling resistances 0.0165
Vehicle mass 2780 kg.
Density of air 1.2251.2kg/m3
Coefficient of drag 0.3
Grade angle 15 degree
Considering requirements of a SUV, the Overall gear ratio was
calculated as
Overall gear ratio: Ig=16.81
Final reduction = 4.1
Ia=16.81/4.1 = 4.1
Considering progressive gear steps following results were
obtained
[2].

Table 2: Intermediate Gear Ratios

1st 2nd 3rd 4th 5th 6th 7th
4.1 2.553 1.749 1.318 1.093 1.00 0.77

III. Gear Design

1. Gear material : 16Mn5 Cr4 [3]
2. Module estimation based on Lewis equation [4]
3. Check for dynamic load on Buckingham equation
4. Check for wear strength and hardness estimation

IV. Shaft Design

1. Shaft material: C-50 hot rolled / forged [5].
2. Calculation of bending moment.
3. Calculation of maximum Twisting moment.
4. Estimation of shaft diameter Based on maximum shear
stress theory.
5. Check for allowable deflection of 0.01 x module.

V. Solid Model of Gear Box

A. Parametric Design
Parametric design implies the use of parameters to define a
form when what is actually in play is the use of relations. It is
also known as relational modeling or variation design or
constraint based design. It is a method of linking dimensions
and variables

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to geometry in such a way that when its values change, the
parts design changes as well. A parameter is a variable to
which other variables are related, and these other variables can
be obtained by means of parametric equations. In this manner,
design modifications and creation of a family of parts can be
performed in remarkably quick time compared with the
redrawing required by traditional CAD. Parametric modification
can be accomplished with a spreadsheet, script, or by manually
changing dimension text in the digital model [6].

B. Input Parameters for Involute Gear Profile

Various input parameters used in 3D modeling of involute gear
profile are as follows.
1. Pressure angle : ”a”
2. No of teeth : “z”
3. Module : ”m”

C. 3D Model of 7 Speed MT for

SUV
Pitch circle radius : “r”
Outer circle radius : “Rk”
Fig. 2: Secondary Map of an IC Engine Without and with
Root circle radius : ”Rf”
Gearbox
Base circle radius : ”Rb”
[2]
D. Variable Parameters
A normal 7 speed MT will match the traction curve much better
1. No of teeth : “z”
than lower speed MT. A normal 7 speed MT offers 7 forward
2. Pressure angle : ”a”
gears & 1 reverse gear using 8 gear pairs & 5 synchronizers
3. Module : ”m” making it quite bulky, but this current design of 7 speed MT
offers 7 forward gears & 2 reverse gears with just 6 gear pairs &
E. Parametric Relations: [7-8] 4 synchronizers as shown in fig. 3, thereby saving the material
cost, manufacturing cost of 2 gear pairs (4 gears), 1
synchronizer & also meeting the space constraints especially in
case of passenger vehicles (SUV’s). The overall length & weight
is also less as compared to normal 7 speed MT.
The 7 speed MT has an input shaft, an output shaft, a counter
shaft & 6 gear pairs along with 4 synchronizers. To operate the
1st gear, power flows from input shaft to counter shaft via
counter gear A & then to output shaft by operating the 1st
synchronizer on output shaft. For selecting 2nd gear power
flows through counter gear B instead of A by operating the
synchronizer at counter gear and then to output shaft. The
power flow diagram fig. 4, gives a brief overview of gear
selection in the 7 speed MT.

Fig. 1: 3D Parametric Model of 7 Speed Gearbox Developed in

CATIA

F. Advantage of using the New Concept packaging complication also increases thus there is a tradeoff
The higher the number of gears the better is the approximation between the more number of gear ratio and packaging
between the Engine characteristics curve and Traction complication [2].
hyperbola. As with higher number of ratios the engine traction
available touches the traction hyperbola in more number of
points. But with the higher number of gears the design and

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Fig. 3: Comparison of Ordinary 7 speed MT with our Concept

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Fig. 4: Power Flow Diagram for 7 Speed Gear Box

Table 3: Showing the Exact no Teeth & Gear Reductions for 7 Speed MT
Teeth on Teeth on Final reduction in By
Gear name
counter output gear box calculation
(progressiv
e)
COUNTER A 37 18 2.055600
COUNTER B 31 24 1.291700
1st GEAR A 18 37 4.225309 4.1000
2nd GEAR B 18 37 2.655093 2.5537
3rd GEAR A 28 27 1.982143 1.7490
4th GEAR B 28 27 1.245536 1.3186
5th GEAR A 35 20 1.174608 1.0930
7th GEAR B 35 20 0.738095 0.7700
6 GEAR
th
Direct Drive 1.00 1.0000

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VI. Stress Analysis by us around the tooth root is similar to the one obtained by
After designing the 7 speed MT a theoretical analysis of gears researchers.
was performed to study the stress patterns developed & compare
it with theoretical calculations. It is widely agreed that both
experimental and theoretical analysis of spur gears can be
performed using a 2D approach. This approach presumes that
the load is uniformly distributed along the tooth face (on a line
parallel with shaft axis) and, in the most cases, only a single
tooth is taking into account. Yet many 3D analysis of the spur
gears have been accomplished in order to investigate if the
development of fillet stress in the axis shaft direction can be
ignored or what is the variation of this stress [9-10]. The stress
analysis is further subdivided in two parts Bending stress
analysis & contact analysis.
General hypothesis followed for stress analysis is as follows
[11]
1. The geometry of the tooth and the gear is obtained using
mathematical formulations in CATIA V5R10. The tooth
Fig. 5: SOLID 186 Element
profile is involute.
2. The geometry of the gear includes rim geometry with a
solid
geometry and defined ratio parameters as per standards.
3. The number of the teeth taking into account is three, in
order to simulate the single and double pair teeth in
contact, over the whole roll angle.
4. The complete gear is also selected for bending analysis.
5. The load applied is modeled both for torque model and
force
loaded at the profile points.

A. Bending Stress

1. Segmental Analysis B. Analysis Results

A finite element model with a segment of three teeth is By comparing fig. 6, [10], with the results obtained by our
considered for analysis. The boundary conditions used are analysis in fig. 7 & fig. 8, we can see that the stress distribution
similar to the one proposed by Von Eiff Et Al. [9]. The obtained
geometry was created in CATIA V5R10 & was imported to
ANSYS workbench for stress analysis under static load. The
1st gear of the gear box was selected for static analysis as it
transmits the highest torque so the bending moment is highest in
1st gear. A standard spur gear with module 3mm, number of
teeth 18, pressure angle 20 degrees, is considered for analysis.
The element selected for bending stress analysis of the gear
teeth is SOLID 186. The gear material having modulus of
elasticity equal to 2.1x105 N/mm2 and poison’s ratio equal to
0.3 is considered for bending stress analysis. A uniform
pressure of 3000 N/mm2 was applied on a line along the one of
the face of the gear tooth. The bore and the sides of the gear
were fixed to make it similar to a cantilever beam. The FEA
results of stresses developed are comparable with the
theoretical stresses calculated using the Lewis equation [4].

2. Analysis of Complete Gear

A finite element model of 1st gear of the gear box with all teeth
is considered for the analysis. The boundary conditions used
are similar to the one proposed by Von Eiff et al., [9]. The
geometry was created in CATIA V5R10 & was imported to
ANSYS workbench for stress analysis under static load.
A standard spur gear with module 3mm, number of teeth 18,
pressure angle 20 degrees, is considered for analysis. The FEA
results of stresses developed are comparable with the stress
calculated using the Lewis equation [4].

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Fig. 6: 2D Deformed Model & Stresses for Gear Under Load

[10]

Fig. 7: Stress Distribution in the Gear Tooth

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Fig. 10: Von Mises Contour [13]

Fig 8: Stress Distribution on the Gear VIII. Conclusion

This new design for the 7 speed MT offers benefit from all side
VII. Contact Analysis ranging from better overall efficiency of the vehicle by higher
Gear tooth analysis is performed to achieve high load capacity approximation to the traction hyperbola, improvement of fuel
with reduced weight of gears & reduce rotation delay between economy as well as reduction of material cost by eliminating 2
driver & driven caused due to elastic deformation, gear pairs and finally the space constraints.
manufacturing defects & assembly misalignment. This leads to The detailed 3D parametric model was developed in CATIA so
very serious tooth impact causing noise, vibration & that the design modifications and creation of a family of parts
development of local stresses on or beneath the surface of can be performed in remarkably quick time thereby avoiding
contact which are major causes of gear failure. Thus a contact redrawing as required by traditional CAD. The geometry
analysis of gear teeth was performed in ANSYS so as to ensure created in CATIA V5R10 & was imported to ANSYS
smooth reliable power transmission & estimate the surface workbench for performing stress analysis & results were
hardness for gears used in 7 speed MT. ANSYS supports three comparable with theoretical calculations.
contact models: node-to-node, node-to- surface, and surface-to- This design can also be used in case of high speed gear boxes
surface. An eight noded Iso-parametric plane stress quadratic for commercial vehicles. The same concept can be developed
quadrilateral element was used to build the finite element by offering 4 reductions at counter & 4 reductions after it giving
models of these two teeth. The type of contact was node to us a compact 16 speed MT having 16 forward gears & 4
surface. The target surface was chosen in the gear tooth and reverse gears with just 8 gears pairs for commercial vehicles.
meshed by 2D target element while the contact surface was
chosen in the pinion tooth with 2D contact element. In ANSYS
IX. Abbreviations
software, these two elements are (Targe169) and (Conta175)
MT Manual transmission
respectively [12]. By comparing fig. 10 [13], with the plots
LMV Light motor vehicle
obtained by our analysis in fig. 9, we can see that the stress
SUV Sports utility vehicle
distribution obtained by us around the point of contact is
AT Automatic transmission
similar to the one obtained by researchers. Based on surface
AMT Automated manual transmission
fatigue strength calculations the estimated hardness was found
DCT Dual clutch transmission
to be 475BHN.
Z No of teeth
Fr Wheel resistance
FR Rolling friction coefficient
Fst Gradient resistance
FL Air resistance
Fa Acceleration resistance
F Force
Ia Reduction in gear box
Ig Overall reduction
T Torque transmitted
ηtotal Efficiency of gear
box rdyn Dynamic radius
m Module
Rk Outer circle radius
Rf Root circle radius
Rb Base circle radius
R Pitch circle radius
Fig. 9: Nodal Solution Showing the Stress Distribution A Pressure angle

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