UNIVERSITI TENAGA NASIONAL

COLLEGE OF ENGINEERING
DEPARTMENT OF MECHANICAL ENGINEERING

MEMB333
MACHINE DESIGN

PROJECT REPORT

PROJECT TITLE : PORTABLE AIR COMPRESSOR

SECTION : 1B
GROUP NUMBER : 3

GROUP MEMBERS:
1. ID: ME095818 NAME: MOHD SYAFIQ BIN MOHD FAUZI
2. ID: ME096271 NAME: MUHAMMAD FIRDAUS BIN MAT ISA
3. ID: ME094662 NAME: MUHAMMAD FARIS BIN MOHAMAD ROSLE
4. ID: ME094218 NAME: MUHAMMAD FAIQ IZAAN BIN ALIAS
5. ID: ME088973 NAME: MOHD RAZDAN H JAAFAR

LECTURER : OMAR SULIMAN ZAROOG, DR.

 TABLE OF CONTENT

NO. CONTENTS PAGE

1 ABSTRACT 1
2 OBJECTIVE 2
3 INTRODUCTION 3-4
4 LITERATURE REVIEW 5-10
GEAR DESIGN
5 DESIGN SPECIFICATIONS 11
6 GEAR 12 - 34
7 MATERIAL SELECTION 35 - 36
8 SHAFT 37 - 41
9 KEY 42 - 43
10 BEARING 44 - 45
11 LUBRICATION SCHEME 46
12 GEARBOX HOUSING 47 - 48
13 COST ANALYSIS 49
14 CONCLUSION 50
15 REFERENCES 51
16 APPENDIX 52 - 56
 ABSTRACT

Machine design is a subject that helps students to study about the theory of machine and design
the mechanism. In this course, we are requested to do a group project. In this project, students
are given a task to design a Portable Air Compressor. The task required us to design a gear-
box which consists of spur gears, rolling element bearings, shafts, keys or press fits, seals and
housing.

In order to investigate the mechanism, knowledge that we learn in static, dynamic

mechanic of material, theory of machine is used. We start with the design of the housing and
determine the length of the shaft. With that, we can then determine the factor of safety of the
shaft. After we got all the data and values, we can start to design the gear, bearing and the key.
Then, we can determine that the output key is the weakest.

Other than manual calculation, some computer program also being used to make to
progression of work faster. Those computer programs that used by student are programs that
we learned before. We used Microsoft Excel in our calculation, PTC Creo Paramatic for the
design and drawing of the gears, shaft, bearings and also the housing. With the help of these
software, we can get more accurate results and a better design of the gear-box.

At the end of this project, we finally came out with the most desirable gearbox based
on our assumption on the material and the calculation parts. Throughout the project, we had
learnt lot of things related to our subject, MEMB333 Machine Design. Besides that, we also
learn to develop teamwork, leadership skills, research skills, and creative thinking.

The design of the turbine gear box is basically depends on the skills of each group. For
us, this design that we are proposing satisfies all the required values and the selection of the
materials and cost involved makes our design more efficient and desirable for it to function in
a best condition in a portable air compressor system

1
 OBJECTIVE

The objective of the project is to allow us to have a chance to design a suitable dimension for
a gear-box that suit to be used in a portable air compressor. A good or a poor design is
depending on the safety factor. When the safety factor is too low, the mechanism will reach
failure and break. Thus, in order to achieve a successful designing of mechanism, the
mechanism must have a safety factor of 1 or higher than 1.

Other than designing the dimension, another objective of this experiment is to choose
a suitable material for this mechanism. By choosing a stronger material, a higher ultimate
strength can be obtained and consequently a higher safety can be obtained too. Another
advantage of choosing the suitable material is cost efficiency. It is better to choose a cheap
material that provide desired safety factor than choose an expensive material that provide over
high safety factor which will cause ‘over designed’.

2
 INTRODUCTION

The goal of this project is to design a conceptual single stage gear box for the portable air
compressor. An air compressor is a device that converts power using an electric motor, diesel
or gasoline engine into potential energy stored in pressurized air. By one several methods, an
air compressor forces more and more air into a storage tank, increasing the pressure. When
tank pressure reaches its upper limit, the air compressor shuts off. The compressed air is then
held in the tank until called into use. The energy contained in the compressed air can be used
for a variety of applications, utilizing the kinetic energy of the air as it is released and the tank
depressurizes. When tank pressure reaches its lower limit, the air compressor turns on again
and re-pressurizes the tank. The gear-box consists of two shafts, four bearings, a train gear and
a frame.

Figure 1: A typical air compressor

3
Spur gears are used for all of the drive components in the gear box. The input shaft will be
connected to the engine and the output shaft will be connected to the compressor as shown in
the below figure.

Figure 2: Diagram from the project manual

4
 LITERATURE REVIEW

A gear box is a machine which consists of a power source and a power transmission system,
which provides controlled application of the power. Merriam-Webster defines transmission as
an assembly of parts including the speed-changing gears and the propeller shaft by which the
power is transmitted from an engine to a live axle. Often transmission refers simply to the
gearbox that uses gears and gear trains to provide speed and torque conversions from a rotating
power source to another device. A gear train is formed by mounting gears on a frame so that
the teeth of the gears engage. Gear teeth are designed to ensure the pitch circles of engaging
gears roll on each other without slipping, this provides a smooth transmission of rotation from
one gear to the next. Transmission shafts, or just shafts, are used in virtually every piece of
rotating machinery to transmit rotary motion and torque from one location to another part of
machine.

Uses of Gearboxes:
Gearboxes, can use in different applications and industries, depends on their uses. Below are
given some industries that use gearboxes and their uses.

1. Cement Industry
In the cement industry, gearbox is used to increase the amount of engine torque
so that it generates sufficient result. It is said to be a torque when a solid material is
twisted and bended to generate power. These gearboxes are naturally higher in torque
and strength because of the heavy duty engines used in the industry.

2. Steel Industry
The machines and other components used in the steel industry are natural
hardwired; hence, there is a need for enduring and sturdy gearboxes which can handle
the pressure of machines. Planetary gearboxes, pinion gearboxes, and reduction
gearboxes are some of the kinds used in the steel industry, primarily for ensuring that
the machines in the steel metal products plant run smoothly.

There are still some others industry that uses gear box such as sugar industry, automobile
industry, paper industry and etc.

5
Types of Gearboxes
There are many types of gearboxes manufactured throughout the world. One of the main
differences between individual gearboxes is their performance characteristics. Choosing from
the various gearbox types is application dependent. Gearboxes are available in many sizes,
ratios, efficiencies and backlash characteristics. All of these design factors will affect the
performance and cost of the gearbox. There are several types of gearboxes which are listed
below with their names, physical properties, applications, advantages and disadvantages. The
main gear that we will be using in this project for the portable air compressor will be spur gears.

Spur Gears
Spur gears are made with straight teeth mounted on a parallel shaft. The noise level of spur
gears is relatively high due to colliding teeth of the gears which make spur gear teeth prone to
wear. Spur gears come in a range of sizes and gear ratios to meet applications requiring a certain
speed or torque output.

Figure 3: Spur Gear

Physical Properties of Spur Gear

Spur gears are typically constructed from metals such as steel or brass, and plastics such as
nylon or polycarbonate. The material used to construct spur gears may vary depending on the
manufacturer.
Note: Gears made from steel materials can be noisy when coming into contact with other gears
and also make them prone to wear.

6
Applications of Spur Gears:
Spurs gears are used in applications requiring a decrease in speed with high output torque.
 Cut-to-Length
 Packaging
 Speed Control
 Construction
 Power Plants

ADVANTAGES DISADVANTAGES
Cost effective Noisy
High gear ratios Prone to wear
Compact
High torque output
Table 1: Advantages and Disadvantages of spur gear

There are still a lot of different types of gears, such as Bevel Gears, Helical Gears, Worm Gears,
Planetary Gears and etc.

Physical Properties of Gears:

The physical components of gearboxes vary from one gearbox type to another, as well as
differences between manufacturers. Most gearboxes are constructed from steel materials such
as iron, aluminium and brass. Unlike other gearbox types, spur gearboxes can also be made
with plastics such as polycarbonate or nylon. Other than the raw materials used, the orientation
of the gear teeth play a major role in the overall efficiency, torque and speed of the system.
Straight gear teeth gearboxes are typically used in low-speed applications. These gearboxes
can be noisy, and may have lower overall efficiency. Helical gearboxes are typically used in
high-speed applications. These gearboxes are quieter in operation than straight gear teeth
gearboxes, which may improve their overall efficiency.

7
How are Gearboxes Controlled?
The output of a motor (i.e. stepper, brushless, AC and brush motors) is used as the input of the
gearbox and controls the speed at which the gearbox rotates. The configuration below
illustrates the driver controlling the external motor, which is connected as the input shaft of the
gearbox. As a result, when the driver is powered, the motor shaft rotates inside the gearbox
causing the output shaft of the gearbox to rotate. The output speed and torque is dependent on
the internal configuration of the gearbox.

Figure 4: Gear-box control

How to Select the Appropriate Gearbox:

When considering a gearbox, many factors need to be considered to meet specific application
requirements:

1. Gear Ratio
Gear ratios are defined as the correlation between the numbers of teeth of two
different gears. Commonly, the number of teeth a gear has is proportional to its
circumference. This means that the gear with a larger circumference will have more
gear teeth; therefore, the relationship between the circumferences of the two gears can
also give an accurate gear ratio. For example, if one gear has 36 teeth while another
gear has 12 teeth, the gear ratio would be 3:1.

2. Output Torque
Output torque is dependent on the gear ratio used. To obtain a high output
torque, a large gear ratio would be selected. Using a large gear ratio will lower the
output shaft speed of the motor. Inversely, using a lower gear ratio, a smaller output
torque value would be delivered into the system, with a greater motor speed at the

8
 output shaft. This statement illustrates the relationship that both torque and speed are
inversely proportional to one another.

3. Speed (RPM)
Speed is proportional to the gear ratio of the system. For example, if the input
gear has more teeth than the output gear, the result will be an increase in speed at the
output shaft. On the other hand, having the reverse scenario with more gear teeth at the
output compared to the input will result in a decrease of speed at the output shaft. In
general, the output speed can be determined by dividing the input speed by the gear
ratio. The higher the ratio the lower the output speed will be and vice versa.

4. Gear Arrangement
Gear arrangement is an ingenious engineering design that offers various benefits
over the traditional fixed axis gear system design. The unique combination of both
power transmission efficiency and compact size allows for a lower loss in efficiency.
The more efficient the gear arrangement, (i.e. spur, helical, planetary and worm) the
more energy it will allow to be transmitted and converted into torque, rather than energy
lost in heat.

Another application factor to be taken into account is load distribution. Since

the load being transmitted is shared among multiple planets, the torque capacity is
increased. The higher number of planets in a gear system will increase the load ability
and enhance torque density. Gear arrangements improve stability and rotational
stiffness because of a balanced system, but it is a complex and costlier design.

In Figure 5, the gear arrangement on the left is a traditional fixed axis gear
system with a pinion driving a larger gear on an axis parallel to the shaft. On the right,
is a planetary gear design system with a sun gear (pinion) surrounded by more than one
gear (planet gears) and is encompassed in an outer ring gear. The two systems are
similar in ratio and volume, but the planetary gear design has three times the higher
torque density and three times the stiffness due to the increased number of gear contacts.
Other gear arrangements as mentioned in the Types of Gearboxes segment of this guide
are bevel, helical, cycloid, spur and worm.

9
 Figure 5: Fixed-axis versus Planetary Gear System

Fixed Axis Gear System Aspects Planetary Gear System

1 Volume 1
1 Torque 3
1 Stiffness 3
Table 2: Comparison between Fixed Axis Gear System and Planetary Gear System

Backlash
Backlash is the angle in which the output shaft of a gearbox can rotate without the input shaft
moving, or the gap between the teeth of two adjacent gears. It is not necessary to consider
backlash for applications which do not involve load reversals. However, in precision
applications with load reversals like robotics, automation, CNC machines, etc., backlash is
crucial for accuracy and positioning. Below are given some advantages and disadvantages of
gear-box.

Advantages Disadvantages
Low noise level Costlier than other drive systems
High efficiency Proper lubrication is necessary for smooth running
Poorly cut teeth may result in excessive vibration and noise
High reduction ratios
during operation
Increase in output torque Quality matters and adds to cost
Decrease in output speed
Durable
Table 3: Advantages and disadvantages of gear-box

10
 DESIGN SPECIFICATIONS

Motor : 2.5hp gasoline engine, 3800 rpm

Gear box : Single gear set

Gear ratio : 1500:3800 or 0.39:1

Engine : 2 stroke

Gears : Spur gears

Design life : 10 years

Weight and size : Minimal and compact

11
 GEAR

The simplest mean of transferring rotary motion from one shaft to another shaft is by using a
gear train. It consists of its own set of gear ratios that the gears have on each shaft. In our design
of the gear box for the portable air compressor, the gear ratio of the gear box is given as 0.39:1.
The gear train that was designed consists of two spur gears.

Original specifications:
POWER 2.5 hp
GEAR RATIO, mg 3800/1500 = 2.53
MAX CENTER DISTANCE (assumption) 9.5 in
PINION RPM 3800
LOAD TYPE Uniform Load
SAFETY FACTOR (assumption) 1.0
PRESSURE ANGLE 20°
PINION TEETH ≥ 18
Table 4: Preliminary specification

Using the tabulated values, we may assign initial values to the center distance, number of gear
teeth, diametral pitch and the pinion and gear diameters using the following equations and
correlations, respectively:

C = (Dp + Dg) / 2
mg = Ng / Np ∝ Dg / Dp
∴ mg = Dg / Dp
2.53 = Dg / Dp = Ng / Np

2.53Dp = Dg
C = (Dp + 2.53Dp) / 2 = (3.53Dp) / 2
9.5 in = (3.53Dp) / 2
Dp = 5.382 in (initial)

12
Ng = 2.53Np = 2.53 x 18
Ng = 45.54 = 46 (initial)
Dg = 2.53Dp = 2.53 x 5.382
Dg = 13.6165 (initial)

Diametral Pitch
The diametral pitch is given by the formula:
𝑁
𝑃𝑑 =
𝐷
For this design, any value derived from the equation above will be rounded up in order to meet
a value for the center distance that is below the minimum. Hence:

Pd = N / D = 18 / 5.382 = 3.3444
Pd = 3

Center Distance, C
The original maximum center distance, C = 9.5 in will have to be adjusted with respect to the
adjusted diametral pitch. Modifying the diametral pitch equations:

C = (Dp + Dg) / 2 = (Np + Ng) / 2Pd = (18 + 46) / (2 x 3)

C = 10.6667 in = 11 in > 9.5 in

Diameter Adjustment
Using diametral pitch equation, the diameters for the gear pair may be derived as follows;

Dp = Np / Pd = 18 / 3
Dp = 6 in

Dg = Ng / Pd = 46 / 3
Dg = 15.33 in

13
Contact Ratio
The contact ratio is given by the formula;
𝐶𝑅 = 𝐴𝑅⁄𝑃
𝑏

Where;
AB = Line of contact + AP + BP
Pb = (𝜋D/N) cos ∅ = (𝜋/Pd) cos ∅

Thus,
(𝐴𝑃 + 𝑃𝐵)
𝐶𝑅 =
(𝜋⁄𝑃 ) cos ∅
𝑑

To find the length of lines AP and BP, consider the figure below. An examination of the
figure yields the following relations:

Figure 6

14
α = 90 + ∅
β3 = arcsin [(PO3 sin α) / AO3)]
θ3 = 180 – (α – β3)
AP = (AO3 sin θ3) / sin α
β2 = arcsin [(PO2 sin α) / BO2)]
θ2 = 180 – (α – β2)
BP = (BO2 sin θ2) / sin α

The length of PO3, AO3, PO2, and BO2 can be expressed in term of the radii of the pinion
and the gear, and the addendum circle.

PO3 = Rg
AO3 = Rg + 1/Pd
PO2 = Rp
BO2 = Rp + 1/Pd

Considering the sum of the pinion and gear radii, the center distance, equals 11.00”, i.e.

Rg + Rp = 11.0 in

The above equation has to be modified in anticipation of a hunting tooth. Considering the
length that a single tooth of the gear adds on the center distance:

(Rg + 1/2Pd) + Rp = 11 in + (1/2Pd) = 11 + 1 / (2×3)

(Rg + 1/2Pd) + Rp = 11.1667 in
let Rg’ = (Rg + 1/2Pd)
∴ C = Rg’ + Rp = 11.1667 in; 11.1667 + (1/3) = 11.5

The final equation for the contact ratio of the gear pair in term of the gear radius is given by
above equation. For the full derivation, see Appendix A.
(11.1667) sin 110 𝑥 sin 110
(11.5 − 𝑥) sin[70 − arcsin ( )] + (𝑥 + 1⁄3) sin[70 − arcsin ( )]
11.5 − 𝑥 𝑥 + 1⁄3
𝐶𝑅 =
(sin 110)(cos 20)(𝜋⁄3)

15
Using Microsoft Mathematics confirms that valid values for Rg include {0 < mp < 11.0”}

Figure 7

Plotting the value of the contact ratio (y-axis) with respect to the gear radius (x-axis) = (Rg +
1/2Pd) = ((15.33/2) + 1 / (2×3)) = 7.83 in ≅ 8.00 in, a value of contact ratio mp ≅ 1.70 is
obtained. Therefore, the diameters of the gear and the pinion are valid values for the design.

Addendum, a
The addendum is identified early on because it will be used to find whether or not interference
exists. It is given by the formula:

a = 1/Pd = 1/3
a = 0.333 in

Interference
Interference with Rp = Dp/2 = 6/2 = 3 in in and Rg = 8.00 in is determined graphically. Points
A and B do not exceed either points E and F. Hence, no interference occurs.

16
Pitch Line Velocity
After finalizing both the diameters of the pinion and the gear, the pitch line velocity, v may
now be determined.
v = 2πRpnp = 2π × 3 in × 3800 rpm
v = 71,628.31 in/min = 5969.03 ft/min

Face Width
After finalizing the diametral pitch, the face width can now be determined.
F = (8 ~ 16) / Pd = say 8/Pd = 8/3
F = 2.67 in

Other geometric dimensions of particular concern are solved as follows:

Dedendum, b
b = 1.25/Pd = 1.25/3
b = 0.4167 in

Clearance, c
c = b - a = 0.4167 – 0.333
c = 0.0837 in

Whole Depth, ht
ht = a + b = 0.333 + 0.4167
ht = 0.7497 in

Working Depth, hk
hk = 2a = 2 × 0.333
hk = 0.666 in.

Tooth Thickness, t
t = π/2 Pd = π/(2 × 3)
t = 0.5236 in

17
Base Circle Diameter
Db = D cos ϕ

Pinion
Dbp = 6 cos (20)
Dbp = 5.6381 in

Gear
Dbp = 15.33 cos (20)
Dbp = 14.4055 in

Circular Pitch
Pc = πD/N = π/Pd = π/3
Pc = 1.0472 in

Safety Factor, SF
There is no specified safety factor, thus in this project first will be assume to unity. This is
because the design will use the rating method employed by the American Gear Manufacturer’s
Association (AGMA), an empirical approach to determine factors to be applied in the design
rating, i.e., uncertainties from which the safety factor was deemed fit to be employed are now
evaluated by empirical means.

18
Updated Dimensional Summary
Preliminary dimensions for the involute spur gears are re-evaluated as follows:
POWER, P 2.5 hp
DIAMETRAL PITCH, Pd 3
FACE WIDTH, F 2.67 in
CENTER DISTANCE, c (rp + rg) 10.665 in
GEAR RATIO, mg np/ng = 3800/1500 = 2.53
NUMBER OF PINION TEETH, Np 18
NUMBER OF GEAR TEETH, Ng 46
PINION SPEED, np 3800
GEAR SPEED, ng 1500
PINION DIAMETER, Dp 6 in
GEAR DIAMETER, Dg 15.33 in
PITCH LINE VELOCITY, v 5969.03 ft/min
ADDENDUM, a 0.333 in
DEDENDUM, b 0.4167 in
CLEARANCE, c 0.0837 in
WHOLE DEPTH, ht 0.7497 in
WORKING DEPTH, hk 0.666 in
TOOTH THICKNESS, t 0.5236 in
BASE CIRCLE DIAMETER (PINION) 5.6381 in
BASE CIRCLE DIAMETER (GEAR) 14.4055 in
CIRCULAR PITCH 1.0472 in
SAFETY FACTOR 1
DRIVEN LOAD Uniform Load (Ko = 1)
Table 5: Updated dimensional summary

19
TORQUE AND FORCES
In order to proceed with the design, it will be necessary to find the value of the torque,
tangential force, radial force, and normal force acting on the gear pair assembly. These are
calculated by the following formulae, respectively:

T = 6600 H / 𝜔; lb-in
Where
H = power in horsepower
𝜔 = angular speed in rad/sec
Wt = 33000H / V; lbf
Where
H = Power in hp
V = Pitch line velocity in ft/min
Wr = Wt tan ϕ; lbf
Wn = Wt / cos ϕ; lbf

Applying the formulas for both the pinion and the gear:

Pinion
3800 × 2𝜋
𝑇 = (6600 × 2.5) / ( )
60
T = 41.45 lb-in

Wt = 33000(2.5) / 5969.03
Wt = 13.82 lbf

Wr = 13.82 × tan 20
Wr = 5.03 lbf

Wn = 13.82 / cos 20
Wn = 14.71 lbf

20
Gear
1500 × 2𝜋
𝑇 = (6600 × 2.5) / ( )
60
T = 105 lb-in

Value for Wt, Wr, and Wn for the gear is the same with the pinion.

Tabular Summary
Summarizing the computed values on a table:
PINION GEAR
TORQUE, T 41.45 lb-in 105 lb-in
TANGENTIAL FORCE, Wt 13.82 lbf 13.82lbf
RADIAL FORCE, Wr 5.03 lbf 5.03 lbf
NORMAL FORCE, Wn 14.71 lbf 14.71 lbf
Table 6: Torque and Forces

BENDING STRENGTH
𝑃𝑑 𝐾𝑚 𝐾𝐵
𝜎 = 𝑊𝑡 𝐾𝑜 𝐾𝑣 𝐾𝑠
𝐹 𝐽
𝑆𝐹 𝐾𝑇 𝐾𝑅
𝜎𝑎𝑙𝑙 ≥ 𝑆𝑡
𝑌𝑁
Where
Ko = Overload factor
Kv = Dynamic factor
Ks = Size factor
Km = Load distribution factor
KB = Rim factor
KT = Temperature factor
KR = Reliability factor
YN = Stress cycle factor

21
Overload Factor, Ko
The overload factor is determined by the use of the table below

Figure 8: Table of overload factors, Ko

There is no specific driven load stated in the project manual. However, the power source is not
specified. The design will limit its application to uniform power source. Therefore, Ko = 1.00.

Dynamic Factor, Kv
The dynamic factor is determined using the figure below:

Figure 9: Qv diagram represented graphically

22
Since the transmission grade Qv is not specified, assumption will be made according to the type
of load and pitch line velocity. In this project, we assume the application is the same as
automotive transmission, which has Qv of 10-11. By the pitch line velocity method, it is
suggested to have Qv = {12, 13, 14} for pitch line velocity v over 4000 fpm (5969.03 fpm).

Figure 10: Quality numbers, Qv

For a high grade rating, Qv = 10 will be used. Applying the formula for curves 5 ≤ Qv ≤ 11
Equations below were used to calculate the bending stress for the gears and gear wear.

𝐴 + √𝑉𝑡 𝐵
𝐾𝑣 = ( )
𝐴

A = 50 + 56(1-B)

B = 0.25(12-QV)2/3

Table 7: Bending stress calculation

23
 𝐴 + √𝑉𝑡 𝐵 83.7736 + √5969.03 0.3969
𝐾𝑣 = ( ) = ( ) = 𝟏. 𝟗𝟐𝟐
𝐴 83.7736
B = 0.25(12 - 10)2/3 = 0.3969
A = 50 + 56(1 – 0.3969) = 83.7736

Size Factor, Ks
The size factor may be taken as unity for most gears provided that the materials are properly
selected for the size. For this design, Ks = 1.00.

Load Distribution Factor, Km

ANSI/AGMA 2001-D04 defines the load distribution factor as “...the peak load intensity
divided by the average, or uniformly distributed, load intensity; i.e., the ratio of peak to mean
loading.” It is affected by two components, namely the face load distribution factor Cmf, which
accounts for the distribution of load along the face width, and the transverse load distribution
factor Cmt, which accounts for the distribution of load among the teeth that share the transmitted
load instantaneously. I.e.,

𝐾𝑚 = 𝐶𝑚𝑓 + 𝐶𝑚𝑡

Since there is no standard rating method for the transverse load distribution factor, it can be
assumed that Cmt = 1.00.

The empirical method of calculating for the Cmf may be used provided the design meets certain
criteria that are explained in Appendix C. Its formula is given as:

𝐾𝑚 = 𝐶𝑚𝑓 = 1 + 𝐶𝑚𝑐 (𝐶𝑝𝑓 𝐶𝑝𝑚 + 𝐶𝑚𝑎 𝐶𝑒 )

Where
Cmc = lead correction factor
Cpf = pinion proportion factor
Cp = is pinion proportion modifier
Cma = mesh alignment factor
Ce = mesh alignment correction factor

24
The value of Cmc is rated either as 1.00 for uncrowned teeth or 0.8 for crowned teeth. For this
design, with uncrowned teeth, Cmc = 1.00.

For face width 1.0 < F ≤ 17, Cpf is defined by the formula;
𝐹 2.67
𝐶𝑝𝑓 = − 0.0375 + 0.0125𝐹 = − 0.0375 + 0.0125(2.67) = 𝟎. 𝟎𝟒𝟎𝟒
10𝐷𝑝 10(6)

Cpm is based on the location of the gear pair from their respective distances from their bearing
centrelines. Consider the figure:

Figure 11

Cpm is 1.0 for straddle mounted pinions with (S1/S) < 0.175; Cpm is 1.1 for straddle mounted
pinions with (S1/S) ≥ 0.175. For this design, the pinions will be located at the center of the
bearing line, hence (S1/S) < 0.175. ∴ Cpm = 1.00

The mesh alignment factor, Cma, can be obtained from the figure and table below:

Figure 12: Mesh Alignment Factor

25
 Table 8: Conditions for mesh alignment factor

For this design, precision enclosed gear units will be used. Using the graph and the empirical
values above, the mesh alignment factor is computed with the formula:
𝐶𝑚𝑎 = 𝐴 + 𝐵𝐹 + 𝐶𝐹 2 = 0.0675 + (0.0128)(2.67) − (0.926 × 10−4 )(2.672 )
∴ Cma = 0.101

The mesh alignment correction factor Ce is used to modify the mesh alignment factor. It is
rated as either 0.8 if alignment is improved upon assembly, etc., or 1.00 if no further
improvement with the alignment is made. For this design, the latter scenario is assumed, hence
Ce = 1.00.

Substituting the obtained values for the factors yields:

𝑲𝒎 = 𝑪𝒎𝒇 = 1 + 1((0.0404 × 1) + (0.101 × 1)) = 𝟏. 𝟏𝟒𝟏𝟒

Rim Factor, KB
This factor is only modified for thin rimmed gears. Current information is insufficient to find
out whether or not rimmed gear is more appropriate for the design. However, the graph11
shows that for a certain range of backup ratio mb = ht/tR ≥ 1.2 the rim factor is at unity. Rimmed
or not, this limit shall be observed so that KB = 1.0.

Figure 13: Rim factor, KB

26
Geometry Factor, J
Calculation for the geometry factor for the bending stress of spur gears is relatively complex.
It is simplified, however, with the aid of the figure below.

Figure 14: Spur-gear geometry factors, J

It logically follows then that the pinion and the gear will each have a different geometry factor
J. Thru inspection:
Jp ≅ 0.32
Jg ≅ 0.415

Substituting all the calculated values of the factors for the pinion yields bending stress:
𝑃𝑑 𝐾𝑚 𝐾𝐵
𝜎 = 𝑊𝑡 𝐾𝑜 𝐾𝑣 𝐾𝑠
𝐹 𝐽
3 (1.1414)(1)
𝜎𝑝𝑖𝑛𝑖𝑜𝑛 = 13.82(1)(1.922)(1) = 𝟏𝟎𝟔. 𝟒𝟓 𝒑𝒔𝒊
2.67 0.32

Substituting all the calculated values of the factors for the gear yields bending stress:
𝑃𝑑 𝐾𝑚 𝐾𝐵
𝜎 = 𝑊𝑡 𝐾𝑜 𝐾𝑣 𝐾𝑠
𝐹 𝐽
3 (1.1414)(1)
𝜎𝑔𝑒𝑎𝑟 = 13.82(1)(1.922)(1) = 𝟖𝟐. 𝟎𝟖 𝒑𝒔𝒊
2.67 0.415

27
Reliability Factor, KR
The reliability factor accounts for the normal statistical distribution of failure amongst gear
units. Refer to the table below. For this design, a 0.99 reliability will be used, i.e., one failure
in 10000, hence, KR = 1.00.
Reliability KR (Yz)
0.9999 1.5
0.999 1.25
0.99 1.00
0.90 0.85
0.5 0.70
Table 9: Reliability factor, KR

Temperature Factor, KT
The temperature factor is usually taken as unity for temperature range 32< °F <250 (0 < °C <
121). For this design, it will be assumed that the normal operating conditions will observe this
limit; hence, KT = 1.00.

Stress Cycle Factor, YN

The bending stress number adjusts the allowable stress numbers for the required cycles of
operation. It is given figure below. For number of cycles N exceeding 107, the upper limit of
the shaded region in the graph will be used.

Figure 15: Stress-cycle factor, YN

28
 𝑌𝑁 = 1.358𝑁 −0.0178

In which N shall be determined by the formula:

𝑁 = 60𝐿𝑞
Where
L = Number of life hours
q = Number of contacts per revolution

It is stated in the manual that “Design life of the gearbox is 10 years in continuous operation”.
Thus, 10 years are equivalent to;
8760 ℎ𝑜𝑢𝑟𝑠
𝐿(𝑖𝑛 ℎ𝑜𝑢𝑟𝑠) = 10 𝑦𝑒𝑎𝑟𝑠 × = 𝟖𝟕, 𝟔𝟎𝟎 𝒉𝒐𝒖𝒓𝒔
1 𝑦𝑒𝑎𝑟
For q, a value of unity is designated because the gear pair only mesh with one another in each
revolution, q = 1.0.

Evaluating for both the gear and the pinion:

(Nc)pinion = 60 × 87600 × 3800 × 1
(Nc)pinion = 2 x 1010
(Nc)gear = 60 × 87600 × 1500 × 1
(Nc)gear = 7.88 x 109

Substituting the values of Np and Ng to YN formula:

(YN)pinion = 1.3558 × (2 x1010)-0.0178
(YN)pinion = 0.89
(YN)gear = 1.3558 × (6.88 x 109)-0.0178
(YN)gear = 0.91

29
Substituting the values of St, SF, KT, KR, and YN to for both the gear and the pinion yields:
𝑆𝐹 𝐾𝑇 𝐾𝑅
𝜎𝑎𝑙𝑙 ≥ 𝑆𝑡
𝑌𝑁

Pinion:
(1)(1)(1)
𝜎𝑎𝑙𝑙 ≥ 106.45 = 𝟏𝟏𝟗. 𝟔𝟏 𝒑𝒔𝒊
0.89

Gear:
(1)(1)(1)
𝜎𝑎𝑙𝑙 ≥ 82.08 = 𝟗𝟎. 𝟐𝟎 𝒑𝒔𝒊
0.91

Allowable bending stress numbers, St

𝑆𝐹 = 1 = 𝑆𝑡 ⁄𝜎
(𝑆𝑡 )𝑝𝑖𝑛𝑖𝑜𝑛 = 𝑆𝐹 × 𝜎 = 1 × 106.45 = 106.45 𝑝𝑠𝑖
(𝑆𝑡 )𝑔𝑒𝑎𝑟 = 𝑆𝐹 × 𝜎 = 1 × 82.08 = 82.08 𝑝𝑠𝑖

Tabular Summary
Summarizing the values for the bending strength in a table:
ALLOWABLE BENDING STRESS NUMBER
Pinion ≤ 119.61 psi
Gear ≤ 90.20 psi
STRESS CYCLE FACTOR
Pinion 0.89
Gear 0.91
TEMPERATURE FACTOR, KT 1
RELIABILITY FACTOR, KR 1
BENDING STRESS VALUE
Pinion 106.45 psi
Gear 82.08 psi
GEOMETRY FACTOR
Pinion 0.32
Gear 0.415
OVERLOAD FACTOR, Ko 1
SIZE FACTOR, Ks 1
LOAD DISTRIBUTION FACTOR, Km 1.251
RIM FACTOR, KB 1
Table 10: Summary

30
CONTACT STRENGTH
The contact strength is determined by the allowable contact stress number, which, in turn, is
determined by the contact stress number Sc. The formulae for the two are as follows:
𝐾𝑚 𝐶𝑓 1⁄
𝜎𝑐 = 𝐶𝑝 (𝑊𝑡 𝐾𝑜 𝐾𝑣 𝐾𝑠 ) 2
𝑑𝑝 𝐹 𝐼
𝑆𝐹 𝑘𝑇 𝑘𝑅
𝜎𝑐,𝑎𝑙𝑙 ≥ 𝑆𝑐
𝑍𝑁 𝐶𝐻

Where
Cp = elastic coefficient
Cf = surface condition factor
I = pitting geometry factor
ZN = pitting resistance stress cycle factor
CH = hardness ratio factor.

All other variables have been previously identified. The remaining unknown factors shall be
accordingly identified.

Assume using AGMA class A5 steel, through hardened to 400HB and Grade 1;
𝑆𝑐 = 322𝐻𝐵 + 29100 = 322(400) + 29100 = 𝟏𝟓𝟕, 𝟗𝟎𝟎 𝒑𝒔𝒊

In order to simplify the computation by using the calculations the following assumptions were
made;
 Cf is well-finished and the gear is made by conventional methods, Cf = 1.
 The Poisson’s ratio, v = 0.3 is assumed for both the material.
 Uniform load and source is also assumed, Ca = 1.
 For steel, the design material, v = 0.3 and E = 30000 ksi, Cp = 2300.

Pitting Geometry Factor, I

Likewise, with the bending geometry factor J, the pitting geometry factor I requires a relatively
complex procedure to identify. For this design, a simplified approach will be taken based from
the pressure angle and the number of teeth of the pinion and the gear ratio. Consider the figure
below:

31
 Figure 16: Pitting Geometry Factor

Plotting the corresponding value of I for Np = 18 and gear ratio 2.53, I ≅ 0.09

Substituting the unknown variables from with the values from table and the new calculated
values yields:
1.1414 1 1⁄
𝜎𝑐 = 2300(13.82 × 1 × 1.922 × 1 × ) 2 = 𝟏𝟎, 𝟓𝟒𝟔. 𝟗𝟎 𝒑𝒔𝒊
6 × 2.67 0.09

Stress Cycle Factor, ZN

The contact stress number also adjusts the allowable stress numbers for the required cycles of
operation. It is given by the graph:

Figure 17: Pitting resistance stress-cycle factor ZN

32
For a number of load cycles greater than 107, the shaded region shall be used to identify ZN.
Using the formula for the upper region:
𝑍𝑁 = 1.4488𝑁 −0.023

The values of N for the gear and the pinion have been previously identified, (Nc)pinion = 2 x
1010 and (Nc)gear = 7.88 x 109.

Substituting these values to ZN equation yields:

(ZN)pinion = 1.4488(2 x 109)-0.023
(ZN)pinion = 0.89
(ZN)gear = 1.4488(7.88 x 109)-0.023
(ZN)gear = 0.86

Hardness Ratio Factor, CH

The value of CH for the pinion is set at 1.0. The value of CH for the gear is either set at 1.0 or
otherwise depending upon the gear ratio, surface finish of the pinion, and/or hardness of the
pinion and the gear. For this design, it is initially assumed that the hardness ratio factor for the
gear CH = 1.0 until further information regarding the material of the gear is decided.

Substituting the values for the variables:

𝑆𝐹 𝑘𝑇 𝑘𝑅
𝜎𝑐,𝑎𝑙𝑙 ≥ 𝑆𝑐
𝑍𝑁 𝐶𝐻

Pinion:
(1)(1)(1)
𝜎𝑐,𝑎𝑙𝑙 ≥ (157,900) = 𝟏𝟕𝟕, 𝟒𝟏𝟓. 𝟕𝟑 𝒑𝒔𝒊
(0.89)(1)

Gear:
(1)(1)(1)
𝜎𝑐,𝑎𝑙𝑙 ≥ (157,900) = 𝟏𝟖𝟑, 𝟔𝟎𝟒. 𝟔𝟓 𝒑𝒔𝒊
(0.86)(1)

33
Tabular Summary
Summarizing the values for the contact strength in a table:
ALLOWABLE CONTACT STRESS NUMBER
Pinion ≤ 177,415.73 psi
Gear ≤ 183,604.65 psi
STRESS CYCLE FACTOR
Pinion 0.89
Gear 0.86
BENDING STRESS NUMBER
Pinion 10,546.90 psi
Gear 10,546.90 psi
GEOMETRY FACTOR
Pinion 0.09
Gear 0.09
Table 11: Summary

34
 MATERIAL SELECTION

Brinell Hardness
The safety factor is constrained to 1 for bending with the gears having a 99% reliability. For
both the gears steel is chosen as the preferred material because of the superior tensile strengths.
Due to this fact, steel was chosen and based on the calculations done on the spreadsheet and
by hand, this fact is proven to be true. The following equations were used in the calculation to
find the Brinell Hardness, HB.

Given the allowable contact stress number and the allowable bending stress number previously
calculated, it will be necessary to select a relatively stronger type of steel because the value
barely pass the allowable contact stress. With the contact stress as the governing stress for this
design, consider the figure below:

Figure 18: Brinell Hardness, HB

Required Brinell hardness number is calculated for both the gear and the pinion for both Grades
1 and 2.

35
Grade 1: HB = (𝜎𝑐,𝑎𝑙𝑙 - 29100) / 322
Pinion Gear
HB = (10,550 - 29100) / 322 HB = (96307.8 - 29100) / 322
HB = 208.55 HB = 208.72

Grade 2: HB = (𝜎𝑐,𝑎𝑙𝑙 - 34300) / 349

Pinion Gear
HB = (96254.11 - 34300)/349 HB = (96307.8 - 34300)/349
HB = 177.52 HB = 177.67

∴ All the HB values are lower than assumption, 400HB. Thus, the 400HB is chosen.

Therefore, it can be concluded that the material is able to withstand the load. The reason why
AGMA class A5 steel, through hardened to 400HB and Grade 1 is chosen because this material
is able to withstand the high-load that exerts on the gear train.

Tabular Summary
Summarizing the values for the material selection in a table:
MATERIAL
Pinion AGMA class A5 steel, through hardened to
Gear 400HB and Grade 1
HARDNESS
Pinion AGMA class A5 steel, through hardened to
Gear 400HB and Grade 1
Table 12: Material and Hardness

36
 SHAFT

Among the forces acts as a load on the shaft is the weight of the gear. The weight of the gear
helps us determine the stress that acts on the shaft. The material utilized in the design of the
shaft is chosen based on cost consideration and the complexity of design of the entire gearbox.

In this project, we assume that both shafts using the same material thus they will have
the same Ultimate tensile strength (Sut) and yield strength (Sy). We use SAE 1018 Cold-Rolled
Steel because it inexpensive, low-carbon, cold-rolled steel.
Sut = 64 kpsi Sy = 54 kpsi

SAE1018 (Cold-Rolled) was chosen as it had the better safety factor and contributing to a safe
design compared to the others. Furthermore, this material is the cheaper choice compared to its
counterparts. Therefore, this material is chosen as our preferred choice among the other
options.

Uncorrected fatigue strength Steels

𝑆𝑒 ’ = 0.5𝑆𝑢𝑡 = 0.5(64000) = 𝟑𝟐𝟎𝟎𝟎 𝒌𝒑𝒔𝒊

By referring to book of Machine Design, 10th Edition by Robert L. Norton, Chapter 6;

LOAD kc = 1 (bending load)
SIZE kb = 1
Machine rolled
SURFACE a = 2.70 b = -0.265
𝑏 −0.265 )
𝑘𝑎 = 𝑎𝑆𝑢𝑡 = 2.7(64 = 0.84
TEMPERATURE kd = 1
RELIABILITY ke = 0.897 (90% reliability)
𝑆𝑒 = 𝑘𝑎 𝑘𝑏 𝑘𝑐 𝑘𝑑 𝑘𝑒 𝑆𝑒′
MODIFIED ENDURANCE LIMIT 𝑆𝑒 = (0.84)(1)(1)(1)(0.897)(32000)
𝑺𝒆 = 𝟐𝟒𝟏𝟏𝟏. 𝟑𝟔 𝒌𝒑𝒔𝒊
Table 13: Modified Endurance Limit, Se

37
SHAFT 1 (INPUT)
For the calculation regarding the 1st shaft, few forces and stresses were determined. The axial
force is due to the weight of the gear that acts on the centre of the shaft. Here we assumed that
the weight of the gear acts at the centre of the shaft. The torque that acts on the shaft is the
product of the power input from the motor.

1. Motor Specifications:
Pin = Tin x Win
Input Power, Pin : Pin = 2.5hp = 1.86425kW
Input Work, Win : Win = 3800rpm

2. Maximum and minimum force (Input shaft)

𝑇𝑚𝑎𝑥
𝐹𝑇𝑚𝑎𝑥 =
𝑟𝑝
Where;
Tmax = maximum torque exerts on the input shaft through pinion = 41.45 lb.in
rp = 3 in
Thus,
41.45
𝐹𝑇𝑚𝑎𝑥 = = 𝟏𝟑. 𝟖𝟐 𝒍𝒃
3
𝐹𝑇𝑚𝑖𝑛 = 𝟎 𝒍𝒃

3. Maximum and minimum resultant force

𝐹𝑇𝑚𝑎𝑥 13.82
𝐹𝑚𝑎𝑥 = = = 𝟏𝟒. 𝟕𝟏 𝒍𝒃
cos 20 cos 20

4. Maximum and minimum moment

Assume gears will be centred between the supported bearings, set 5 in apart.
Therefore, length of shaft is 5 in.
𝐹𝑚𝑎𝑥 × 𝑙 14.71 × 5
𝑀𝑚𝑎𝑥 = = = 𝟏𝟒. 𝟕𝟏 𝒍𝒃. 𝒊𝒏
5 5
𝐹𝑚𝑖𝑛 × 𝑙 0 × 5
𝑀𝑚𝑖𝑛 = = = 𝟎 𝒍𝒃. 𝒊𝒏
5 5

38
 5. Mmean and Malternating
𝑀𝑚𝑎𝑥 + 𝑀𝑚𝑖𝑛 𝑀𝑚𝑎𝑥 − 𝑀𝑚𝑖𝑛
𝑀𝑚 = & 𝑀𝑎 =
2 2
14.71
𝑀𝑚 = 𝑀𝑎 = = 𝟕. 𝟑𝟓𝟓 𝒍𝒃. 𝒊𝒏
2

6. Finding Tm and Ta
𝑇𝑚𝑎𝑥 + 𝑇𝑚𝑖𝑛 𝑇𝑚𝑎𝑥 − 𝑇𝑚𝑖𝑛
𝑇𝑚 = & 𝑇𝑎 =
2 2
41.45
𝑇𝑚 = 𝑇𝑎 = = 𝟐𝟎. 𝟕𝟐𝟓 𝒍𝒃. 𝒊𝒏
2

7. Bending and torsional stress in the keyway

𝐾𝑓 = 1 + 𝑞(𝐾𝑡 − 1)
Notch sensitivity of the material is found from Shigley’s Mechanical
Engineering Design, 10th Edition, Chapter 6, Figure 6-20 and Figure 6-21. For bending,
q = 0.50 and for torsion q = 0.57 for assumed notch radius of 0.01 in. Therefore;
𝐾𝑓 = 𝐾𝑓𝑚 = 1 + 0.5(3.0 − 1) = 𝟐
𝐾𝑓𝑠 = 𝐾𝑓𝑠𝑚 = 1 + 0.57(3.0 − 1) = 𝟐. 𝟏𝟒

8. Input diameter
Assume Nf = 2.5
3
𝑑𝑖𝑛𝑝𝑢𝑡 𝜋
𝑁𝑓 =
√(𝑘𝑓 𝑀𝑎 ) + 3 (𝑘𝑓𝑠 𝑇𝑎 ) √(𝑘𝑓𝑚 𝑀𝑚 ) + 3 (𝑘𝑓𝑠𝑚 𝑇𝑚 )
2 2 2 2
4 4
32 [ 𝑆𝑒 + 𝑆𝑢𝑡 ]

√(𝑘𝑓 𝑀𝑎 ) + 3 (𝑘𝑓𝑠 𝑇𝑎 ) √(𝑘𝑓𝑚 𝑀𝑚 ) + 3 (𝑘𝑓𝑠𝑚 𝑇𝑚 )

3 2 2 2 2
√32𝑁𝑓 4 4
𝑑𝑖𝑛𝑝𝑢𝑡 = ×[ + ]
𝜋 𝑆𝑒 𝑆𝑢𝑡

√(2 × 7.355)2 + 3 (2.14 × 20.725)2 √(2 × 7.355)2 + 3 (2.14 × 20.725)2

3
√32(2.5) 4 4
𝑑𝑖𝑛𝑝𝑢𝑡 = ×[ + ]
𝜋 24111.36 64000

𝑑𝑖𝑛𝑝𝑢𝑡 = 𝟎. 𝟑𝟗𝟏𝟏 𝒊𝒏

39
SHAFT 2 (OUTPUT)
For the calculation regarding the 2nd shaft, few forces and stresses were determined. The axial
force is due to the weight of the gear that acts on the centre of the shaft. Here we assumed that
the weight of the gear acts at the centre of the shaft. The torque that acts on the shaft is the
result of the torque of the gear. The torque output of the shaft is calculated based on the ratio
of the gear, as shown in the formulas given below.

1. Specifications:

Gear ratio: 𝑚𝑔 = 2.53

𝑇𝑖𝑛
Output Torque: 𝑇𝑜𝑢𝑡 =
𝑚𝑔
Thus,
41.45
𝑇𝑜𝑢𝑡 = 𝑇𝑎 = 𝑇𝑚 = = 𝟏𝟔. 𝟑𝟖 𝒍𝒃. 𝒊𝒏
2.53

2. Output diameter
Assume Nf = 2.5
3
𝑑𝑖𝑛𝑝𝑢𝑡 𝜋
𝑁𝑓 =
√(𝑘𝑓 𝑀𝑎 ) + 3 (𝑘𝑓𝑠 𝑇𝑎 ) √(𝑘𝑓𝑚 𝑀𝑚 ) + 3 (𝑘𝑓𝑠𝑚 𝑇𝑚 )
2 2 2 2
4 4
32 [ + ]
𝑆𝑒 𝑆𝑢𝑡

√(𝑘𝑓 𝑀𝑎 ) + 3 (𝑘𝑓𝑠 𝑇𝑎 ) √(𝑘𝑓𝑚 𝑀𝑚 ) + 3 (𝑘𝑓𝑠𝑚 𝑇𝑚 )

3 2 2 2 2
√32𝑁𝑓 4 4
𝑑𝑜𝑢𝑡𝑝𝑢𝑡 = ×[ + ]
𝜋 𝑆𝑒 𝑆𝑢𝑡

√(2 × 7.355)2 + 3 (2.14 × 16.38)2 √(2 × 7.355)2 + 3 (2.14 × 16.38)2

3
√32(2.5) 4 4
𝑑𝑜𝑢𝑡𝑝𝑢𝑡 = ×[ + ]
𝜋 24111.36 64000

𝑑𝑜𝑢𝑡𝑝𝑢𝑡 = 𝟎. 𝟑𝟔𝟔𝟎𝟓 𝒊𝒏

40
DEFLECTION ON THE SHAFT

A shaft deflects transversely due to the load applied. The angular deflection, θ, for a shaft of
length, l, shear modulus, G, polar moment of inertia, J, with torque, T is:
𝑇𝑙
𝜃=
𝐺𝐽

Where;
𝜋𝑑4
𝐽=
32
l = Length of shaft
T = Torque experience at shaft
G = 11.7 Mpsi (Steel carbon)

SHAFT 1
𝜋𝑑4 𝜋(0.3911)4
𝐽= = = 0.0023 𝑖𝑛4
32 32
𝑇𝑙 (20.725)(5)
𝜃= = = 3.85 × 10−3
𝐺𝐽 (11.7 × 106 )(0.0023)

SHAFT 2
𝜋𝑑4 𝜋(0.36605)4
𝐽= = = 0.0018 𝑖𝑛4
32 32
𝑇𝑙 (20.725)(5)
𝜃= = = 4.92 × 10−3
𝐺𝐽 (11.7 × 106 )(0.0018)

41
 KEY

The main function of a key is to transfer the torque from the shaft to the gear. The ASME
defines a key as “a demountable machinery part which, when assembled into key-seats,
provides a positive means for transmitting torque between the shaft and hub.” Keys in general
will undergo under two modes of failures; shear and bearing. The key was chosen in the design
is the parallel key. This type of key is chosen, as it is the most common type of key. The length
of the key should be less than about 1.5 times the shaft diameter to avoid excessive twisting
with shaft deflection.

Key (Input Shaft)

Assume that safety factor, n = 2
Shaft diameter = 0.3911 in = 9.93394 mm
t = 0.3911/1.5 = 0.2607 in = 6.62178 mm
𝑇𝑚𝑎𝑥 − 𝑇𝑚𝑖𝑛 41.45
𝑇= = = 20.725 𝑙𝑏. 𝑖𝑛
2 2
𝑇 20.725
𝐹= = = 105.98 𝑙𝑏
𝑟 0.3911/2
2(105.98)(2)
𝐿= = 0.0264
0.2607(61.5𝑘𝑝𝑠𝑖)
Width, W : 0.2607 in
Height, H : 0.2607 in
Length, l : 0.0264 in

The values shown above, shows the values of the width and height of the key at the input shaft.

Material (Input shaft)

The material used for the key here is AISI 1080 (cold rolled) carbon steel.
Sy = 420 MPa = 61.5 kpsi and Sut = 770 MPa = 112 kpsi

42
Calculations
Below is the formula required to compute for the key:
𝑇𝑚𝑎𝑥 − 𝑇𝑚𝑖𝑛
𝑇𝑎 =
2
𝐴𝑠ℎ𝑒𝑎𝑟 = 𝑤𝑙
𝑇𝑎
𝐹𝑎 =
𝑟
𝐹𝑎
𝜏𝑎 =
𝐴𝑠ℎ𝑒𝑎𝑟

Key (Output shaft)

Similar equations were used to compute for the dimensions of the key slot of the output shaft,
except this time, we had to make the output shaft the weakest link in the whole gearbox, by
ensuring a safety factor of 1.5. Therefore, in order to achieve this condition, the following
dimensions were determined and it complied with standards set as stated for the key of the
input shaft:

Assume that safety factor, n = 1.5

Shaft diameter = 0.3911 in = 9.93394 mm
t = 0.3911/1.5 = 0.2607 in = 6.62178 mm
𝑇𝑚𝑎𝑥 − 𝑇𝑚𝑖𝑛 41.45
𝑇= = = 20.725 𝑙𝑏. 𝑖𝑛
2 2
𝑇 20.725
𝐹= = = 105.98 𝑙𝑏
𝑟 0.3911/2
2(105.98)(1.5)
𝐿= = 0.0198
0.2607(61.5𝑘𝑝𝑠𝑖)
Width, W : 0.2607 in
Height, H : 0.2607 in
Length, l : 0.0198 in

The values shown above, shows the values of the width and height of the key at the input shaft.

Material (Output shaft)

The material used for the key here is AISI 1080 (cold rolled) carbon steel.
Sy = 420 MPa = 61.5 kpsi and Sut = 770 MPa = 112 kpsi

43
 BEARING

The bearings utilized in the design of the gearbox are ball bearings. Ball bearings use a retainer
that keeps the balls properly spaced around the raceway. The assumptions made in the
computation regarding the bearings was that the tangential forces were assumed to be equally
distributed to both bearings. Several factors were considered during the consideration of the
bearing, such as the diameter of the shaft, the dynamic loading and the static loading, in order
to calculate the factor of safety for the bearing. The fatigue life of the bearing was determined
based on the reliability factor that was provided to be 99% reliable, using the equation given
below;

𝑐
𝐿10 = ( )3 𝐾𝑅 = 0.21 (𝑅𝑒𝑙𝑖𝑎𝑏𝑖𝑙𝑖𝑡𝑦, 𝑅𝐷 = 99%)
𝑝
𝐶𝑜
𝑁= 𝐿𝑝 = 𝐾𝑅 𝐿10
𝑝
60𝐿𝐷 𝑛𝐷
𝐿𝐷 𝑥𝐷 1⁄
𝑥𝐷 = 𝐶10 = = 𝑎𝑓 𝐹𝐷 ( 1⁄ )
𝑎
𝐿10 𝐿𝑅 𝑥𝑜 + (𝜃 − 𝑥𝑜 )(1 − 𝑅𝐷 ) 𝑏
Table 14: Equations for Bearing

There are two bearings (both fixed). The reaction forces are calculated based on the maximum
torque of the shaft. The dynamic load ratings and static load ratings are determined using Table
11-2 (Shigley’s Mechanical Design 10th Edition) based on the shaft diameter. Thereafter, the
load life of the ball bearing is computed based on the equations given above.

INPUT BEARING
𝑑𝑖𝑛𝑝𝑢𝑡 = 𝟎. 𝟑𝟗𝟏𝟏 𝒊𝒏 = 𝟗. 𝟗𝟑𝟑𝟗𝟒 𝒎𝒎 = 𝟏𝟎 𝒎𝒎
Bore = 10 mm
Based on table 11-2,
C10 = 5.07 kN and Co = 2.24 kN
Wt = 13.82 lbf = 61.47 N
P = Wt / 2 = 13.82 / 2 = 6.91 lbf = 30.74 N
Ldesign = (60) (3800 rev/min) (87600 hours) = 2 x 1010 rev
Lrated = (C10/P)3 = (5.07kN/30.74N) = 4,486,547.69 rev
N = (Co/P) = (2.24kN/30.74N) = 72.87 > 1 (PASSED)

44
OUTPUT BEARING
𝑑𝑖𝑛𝑝𝑢𝑡 = 𝟎. 𝟑𝟔𝟔𝟎𝟓 𝒊𝒏 = 𝟗. 𝟐𝟗𝟕𝟔𝟕 𝒎𝒎 = 𝟏𝟎 𝒎𝒎
Bore = 10 mm
∴ (Same bearing as input)
Based on table 11-2,
C10 = 5.07 kN and Co = 2.24 kN
Wt = 13.82 lbf = 61.47 N
P = Wt / 2 = 13.82 / 2 = 6.91 lbf = 30.74 N
Ldesign = (60) (3800 rev/min) (87600 hours) = 2 x 1010 rev
Lrated = (C10/P)3 = (5.07kN/30.74N) = 4,486,547.69 rev
N = (Co/P) = (2.24kN/30.74N) = 72.87 > 1 (PASSED)

45
 LUBRICATION SCHEME

Lubricant such as petroleum oil is essentially incompressible at the levels of compressive stress
encountered in the bearing, but it readily shears. Thus, it becomes the weakest material in the
interface and its low shear strength reduces the coefficient of friction between the contact
surfaces.

Lubrication of the gears is also of utmost importance. All gear sets must be lubricated
to avoid premature failure from one of the surface-failure modes as discussed during the
Machine Design lecture.

Gear lubricants are typically petroleum-based oils of differing viscosity depending on

the application. The gear oil that is chosen highly depends on the type of load and the rotational
speed of the gears.

As for the bearing and the other rotatory components in the gearbox, a lubricant that is
sufficient to dissipate heat and avoid overheating and adhesive or abrasive wear would be
sufficient. Such lubricant could be the ISOVG100.

ISOVG100 has a naturally high viscosity index. Serious viscosity changes due to
temperature fluctuations, are minimized. Also because of the low volatility of the product - at
high temperatures and very high vacuums - oil consumption and the risk of oil thickening is
reduced to a minimum.

Furthermore, full synthetic ISOVG100 is inhibited with high performance anti-wear

and anti-foam additives, as well as with anti-rust and anti-corrosion additives.

46
 GEARBOX HOUSING

The gearbox housing is a non-rotating member of the gearbox. It is the centre part of the
gearbox, to fix all the components like bearings, flanges, shafts and spiral bevel gears. The base
to fit the gears with a defined tooth bearing and backlash are the angle of the housing and the
offset of axis of the holes. This guarantees the optimum running of the gears and quality of
transmission.

Gearbox housings are generally made from plastic called nylon. The heat is normally
dissipated by radiation through the gearbox housing surfaces and through convection to the
surrounding air, surrounding structures and components. There is a bearing pocket in the
gearbox housing. An additional bearing is inserted into it that centres the shaft ensuring proper
alignment and a permanent seal. The gearbox housing alignment should be inspected well at
periodic intervals. Here is a sample of the gearbox housing:

Figure 19: A sample of a gearbox housing

The housing gearbox material that has been chosen is; AISI1015 (cold drawn) with long
fiberglass fill. The material is chosen because it is low ductility and has uniform composition.

47
Dimension of Gearbox housing
The housing gearbox in this project is a rectangular cuboid. As mentioned before the length of
the shafts are 5 in and outer diameter of the pinion is 5.6381 in and the outer diameter of the
gear as the output is 14.4055 in. Shown below is the calculation of the housing gearbox:

Length : 5.6381 + 14.4055 + 0.3937 = 20.4373 in

Height : Total height = 14.4055 + 0.3937 = 14.7994 in
Width : 5 + 0.3937 = 5.3937 in

Note
10mm (0.3937 in) is the extra space from both sides for avoiding any failure or damage.

48
 COST ANALYSIS

PARTS MASS (kg) COSTS (RM)

GEARS 14.20 7.10

SHAFTS (Keys and Bearings) 4.86 2.41
HOUSING 20 15.00

TOTAL 39.06 24.51

Table 15: Mass and cost of each part

Hence, the total mass of the gearbox is around 39.06 kg. The raw material cost was about
RM24.51, including the workmanship, the total costs reach about RM200.

49
 CONCLUSION

Designing is not an easy process. In this project, we are required to design a portable air
compressor which requires the knowledge of statics, dynamics, mechanics of materials,
programming, CAD laboratory and machine design. We have learnt the steps and processes in
designing a gearbox which consists of spur gears, bearings, shafts, keys, lubricants and as well
as housing.

Other than that, we also learnt about the methods and ways to apply the formulas learnt
in Machine Design correctly while maintaining the specifications required in the designing
process. Valid and acceptable assumptions such as number of teeth gear, the length of keys and
the ratio of gear have been made in this project to complete the whole designing processes.

In addition, we have also taken into consideration the weight as well as the size of the
gear-box for 10 years continuous operation. We also have managed to identify the weak link
in this design so that we can determine the failure of the gear-box. As an engineer, we should
always apply what we have learnt in our studies so that we can appreciate what we have, create
and implement new things for future generation.

Overall, we enjoy designing the project although it is a very challenging task. A few
challenges we faced was the not knowing what material to pick, what dimensions suit best and
the dimensions didn’t telly on or another. After all, we manage to overcome the problems.
From the project we have done, we know that the minimum safety factor for all components
are more than 1. Therefore, we can now conclude that the objective of this project is achieved.
Lastly, we want to take this opportunity to thank our Machine Design lecturer, Dr. Omar
Suliman Zaroog for his guidance and support in completion of this project successfully.

50
 REFERENCES

1. Mechanical Engineering Design. 10th ed. Shigley’s, 2015. Print.

2. "Bhpetrol". Bhpetrol.com.my. N.p., 2016. Web. 3 Aug. 2016.

3. Media, Miller. "Cycloidal Gearbox, Reduction Gear, Gear Head, Gear Manufacturer,

4. Nabtesco".Nabtescomotioncontrol.com. N.p., 2016. Web. 4 Aug. 2016.

5. "Product & Service Category Results". Globalspec.com. N.p., 2016. Web. 4 Aug. 2016.

6. "What Is A Gearbox? (With Pictures)". wiseGEEK. N.p., 2016. Web. 22 July 2016.

51
APPENDIX A

Figure 20: Gear

Figure 21: Pinion

52
Figure 22: Input shaft

Figure 23: Output shaft

53
 Figure 24: Bearing

Figure 25: Input and Output key

54
 Figure 26: Housing

Figure 27: Gears assembly

55
 4
2
3

5 7

9
6

Figure 28: Exploded view of the gearbox

Item No. Item Quantity

1 HOUSING 1
2 INPUT SHAFT 1
3 INPUT KEY 2
4 PINION 1
5 INPUT BEARING 2
6 OUTPUT SHAFT 1
7 OUTPUT KEY 1
8 GEAR 1
9 OUTPUT BEARING 2

56