AKSUM UNIVERSITY

COLLEGE OF ENGINEERING AND TECHNOLOGY

DEPARTMENT OF MECHANICAL ENGINEERING

DESIGN OF POWER TRANSMISSION SYSTEM

Group members ID number

Fukadu Fsaha...……0806/08…………
Arebu Jemal.…..….…..……2001/08

Balemaly Genetu………1847/08………
Mesele Kebede..……2259/08…………
Henok Birhanu………………...1245/08
Submitted to Mr. Kibrom M.
ACKNOWLEDGEMENT
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, Mr kibrom for given as
this project and guiding this project, 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.

We are very much thankful to them for all their support in conducting and writing up our work.
Moreover, we would like to express our 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 our
development of gear box, clutch and coupling. Without them, we would have been nowhere near
completing our project which we also learnt the importance of team working. Thanks to the almighty
GOD; GOD forgive as the life and hope to finish this project without any major problems.

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ABSTRACT
A transmission or gearbox provides speed and torque conversions from a rotating power source to
another device using different gear ratios. The transmission reduces the higher engine speed to the
slower wheel speed, increasing torque in the process. A transmission will have multiple gear ratios
with the ability to switch between them as speed varies. This switching may be done manually or
automatically. Directional control may also be provided, such as forward and reverse gears. Most
modern gearboxes are used to increase torque while reducing the speed of a prime mover output
shaft. This means that the output shaft of a gearbox will rotate at slower rate than the input shaft, and
this reduction in speed will produce a mechanical advantage, causing an increase in torque.

A Clutch is a machine member used to connect the driving shaft to a driven shaft, so that the
driven shaft may be started or stopped at will, without stopping the driving shaft. A clutch thus
provides an interruptible connection between two rotating shafts. The engagement and
disengagement of the shafts is obtained by means of a clutch, which is operated by a lever. The
clutch is located between engine and gear box. When the clutch is engaged, the power flows
from the engine to rear wheels through the transmission system and the vehicles move. When the
clutch is disengaged, the power is not transmitted to the rear wheels and the vehicle stops while
the engine is still running.

Shafts are usually available up to 7 meters length due to inconvenience in transport. In order to
have a greater length, it becomes necessary to join two or more pieces of the shaft by means of a
coupling.

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Nomenclature of gear box

Pi =power input =

Ni =input speed e =tooth error action

=speed of counter shaft WD =total dynamic load

No =speed of output shaft WT =steady load

=torque of counter shaft WI =increment load

Ti =torque of input shaft Ws =static tooth load

To =torque of output shaft Q =ratio factor

N =number of teeth =limiting load for wear

Pc =circular pitch K =load stress factor

Pd =diametral pitch X =over hang length

m =module WN =normal load

d =diameter of shaft WG =weight of gear

CD =center distance =critical speed of shaft

CR =contact ratio C10 =catalog rating

Z =length of action Fs =factor of safety

PN =normal base pitch Nomenclature of clutch

Wt =tangential force R =mean radius of friction surface

=radial force r1 =outer radius

W =resultant force r2 =inner radius

b =face width n =number of pairs of friction

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d =diameter of shaft t =thickness of flywheel

D =diameter of hub b =width of flywheel

L =length of hub Nomenclature of coupling

LS =solid length of D =outer diameter of sleeve

spring n` =total number d =diameter of shaft

of coil LF =free length of L =length of sleeve

spring P =pitch of coil l =length of key

CE =coefficient of fluctuation of energy

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List of figure
Figure 1 Sliding mesh gear box.......................................................................................................5
Figure 2 Constant mesh gear box....................................................................................................6
Figure 3 Synchromesh gear box......................................................................................................7
Figure 4 Spur gear.........................................................................................................................11
Figure 5 Helical gear.....................................................................................................................12
Figure 6 Bevel Gear.......................................................................................................................14
Figure 7 Internal gear....................................................................................................................16
Figure 8 positive clutch.................................................................................................................26
Figure 9 single disc or plate clutch................................................................................................28
Figure 10 multiple disc clutches....................................................................................................29
Figure 11 Sleeve or muff coupling................................................................................................31
Figure 12 Clamp or Compression Coupling..................................................................................32
Figure 13 Unprotected type flange coupling.................................................................................33
Figure 14 Bushed-pin flexible coupling........................................................................................34
Figure 15 Oldham coupling...........................................................................................................35
Figure 16 Universal (or................................Hooke’s) coupling 35
Figure 17 design methodology......................................................................................................38
Figure 18 representation of gear box.............................................................................................39
Figure 19 Terms used in gears.......................................................................................................41
Figure 20 force analysis.................................................................................................................48
Figure 21 stress analysis................................................................................................................50
Figure 22 Load acting on the gear.................................................................................................61
Figure 23 force on a disc clutch...................................................................................................106
Figure 24 uniform axial wear......................................................................................................108
Figure 25 springs.........................................................................................................................113

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List of table
Table 1 specification of the given design......................................................................................38
Table 2 Standard metric modules..................................................................................................42
Table 3 Minimum number of pinion teeth to avoid interference between a 20° full depth pinion
and full depth gears of various sizes..............................................................................................43
Table 4 values of tooth error in action (e) verses module.............................................................54
Table 5 values of flexural endurance limit....................................................................................55
Table 6 values of surface endurance limit.....................................................................................57
Table 7 Permissible values for coefficient of fluctuation of speed(CS)......................................116
Table 8 Coefficient of fluctuation of energy (CE) for steam and internal combustion engines . 117
Table 9 velocity of flywheel........................................................................................................117
Table 10 Proportions of standard parallel, tapered and gib head keys........................................122

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 Table of Contents
ACKNOWLEDGEMENT................................................................................................................i

ABSTRACT………………………………………………………………………………………ii

List of figure……………………………………………………………………………. ……….v

List of table……............................................................................................................................vi

CHAPTER ONE.............................................................................................................................1

Introduction………………………………………………………………………………………..1

1.1 Transmission.........................................................................................................................1

1.1.1.Functions of Transmission.............................................................................................2

1.1.2.Necessity of transmission...............................................................................................2

1.1.3.Types of transmission.....................................................................................................2

1.1.4.Comparison between Manual and Automatic Transmission..........................................8

1.1.5.Main components of transmission gear box...................................................................9

1.1.6.Material selection of gearbox.......................................................................................18

1.2.Introduction to clutch..........................................................................................................24

1.2.1.Function of clutch.........................................................................................................25

1.2.2.Types of clutch.............................................................................................................26

1.3.Introduction to coupling......................................................................................................30

1.3.1.Requirements of a good shaft coupling........................................................................30

1.3.2.Types of Shafts Couplings...........................................................................................30

CHAPTER TWO..........................................................................................................................36

Objectives………………………………………………………………………………………..36

2.1.General objectives of gear box...........................................................................................36

2.1.1.Specific objective of gear box......................................................................................36

2.2.General objective of clutch.................................................................................................36

2.2.1.Specific objectives of clutch........................................................................................36

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 2.3.General objective of coupling.............................................................................................37

2.3.1.Specific objectives of coupling....................................................................................37

CHAPTER THREE......................................................................................................................38

Detail design….............................................................................................................................38

3.1.Design methodology...........................................................................................................38

3.1.1.Design analysis.............................................................................................................38

3.1.2.Design of gear..............................................................................................................40

3.1.3.Bending stress (permissible working stress)................................................................51

3.1.4.Dynamic tooth stress....................................................................................................53

3.1.5.Static tooth stress..........................................................................................................55

3.1.6.Wear tooth stress..........................................................................................................56

3.1.7.Design of shafts............................................................................................................58

3.1.8.Shafts subjected to fluctuating loads............................................................................73

3.1.9.Critical speed of shaft...................................................................................................76

3.1.10.Deflection consideration............................................................................................78

3.1.11.Bearing Design...........................................................................................................98

3.1.12.Design of key...........................................................................................................101

3.2.Detail design of clutch......................................................................................................105

3.2.1.Design of a Disc or Plate Clutch................................................................................105

3.2.2.Shaft design of clutch.................................................................................................111

3.2.3.Design of hub.............................................................................................................112

3.2.4.Design of spring.........................................................................................................112

3.2.5.Design of flywheel.....................................................................................................116

3.2.6.Design of pressure plate (diaphragm)........................................................................119

3.2.7.Design of cover plate or clutch housing:....................................................................120

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 3.3.Detail design of coupling..................................................................................................120

3.3.1.Design of shaft...........................................................................................................120

3.3.2.Design of sleeve.........................................................................................................121

3.3.3.Design of key.............................................................................................................122

CHAPTER FOUR......................................................................................................................124

RESULT AND DISCUSSION...................................................................................................124

4.1. Result and discussion of gear box....................................................................................124

4.2. Result and discussion of clutch........................................................................................126

4.3. Result and discussion of coupling....................................................................................127

CHAPTER FIVE........................................................................................................................128

CONCLUSION...........................................................................................................................128

5.1.Conclusion of gear box.....................................................................................................128

5.2.Conclusion of clutch.........................................................................................................128

5.3.Conclusion of coupling.....................................................................................................129

References………………………………………………………………………………………130

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CHAPTER ONE

Introduction
1.1 Transmission
Transmission system transmits mechanical power from the engine to give kinetic energy to the
wheels. It is an interconnected system of gears, shafts, and other electrical gadgets that form a
bridge to transfer power and energy from the engine to the wheels. The complete set up of the
system helps to maintain the cruising speed of the vehicle without any disturbance to the
performance. The oldest variant of the transmission system in India is the manual transmission
that has undergone various modifications and alterations to form the present day automatic
transmission.

A transmission or gearbox provides speed and torque conversions from a rotating power source to
another device using different gear ratios. The transmission reduces the higher engine speed to the
slower wheel speed, increasing torque in the process. A transmission will have multiple gear ratios
with the ability to switch between them as speed varies. This switching may be done manually or
automatically. Directional control may also be provided, such as forward and reverse gears.

In motor vehicle applications, the transmission will generally be connected tothe crankshaft of
the engine. The output of the transmission is transmitted through chain drive, which in turn gives
motion the rear wheel.

Most modern gearboxes are used to increase torque while reducing the speed of a prime mover
output shaft. This means that the output shaft of a gearbox will rotate at slower rate than the
input shaft, and this reduction in speed will produce a mechanical advantage, causing an increase
in torque.

A Transmission is a machine in a power transmission system, which provides controlled

application of the power. Often the term transmission refers simply to the gear box that uses
gears and gear trains to provide speed and torque conversions from a rotating power source to
another device.

1
1.1.1. Functions of Transmission

 To provide the high torque at the time of starting, hill climbing, accelerating and
pulling a load since high tractive effort is needed.

 It permits engine crankshaft to revolve at high speed, while the wheels turn at
slower speeds.
 Variable torque by set of gears.
 Vehicle speed can be changed keeping engine speed same with certain limit.

 The transmission also provides a neutral position so that the engine and the road
wheels are disconnected even with the clutch in the engaged position.

 A means to back the car by reversing the direction of rotation of the drive is also
provided by the transmission.

1.1.2. Necessity of transmission

 Variation of resistance to the vehicle motion at various speeds.
 Variation of tractive effort of the vehicle available at various speeds.

1.1.3. Types of transmission

There are two major types of transmission, namely manual gear transmission and automatic gear
transmission

 Manual Transmission
 Sliding Mesh Gear box
 Constant Mesh Gear box
 Synchromesh Gear box
 Automatic Transmission
 Over drive (semi-automatic)
 Fluid drive or Fluid coupling

 Fully automatic

 Epicyclical gear box

 Free Wheeling unit

 Torque Convertor

2
1.1.3.1. Manual gear transmission
A manual transmission is a type of transmission used in motor vehicle applications. It uses a driver-
operated clutch engaged and disengaged by a foot pedal or hand lever, for regulating torque transfer
from the engine to the transmission; and a gear selector operated by hand or by foot.

Manual transmissions often feature a driver-operated clutch and a movable gear pedal. Most
automobile manual transmissions allow the driver to select any forward gear ratio at any time,
but some, such as those commonly mounted on motorcycles and some types of racing cars, only
allow the driver to select the next-higher or next-lower gear. This type of transmission is
sometimes called a sequential manual transmission.

In a manual transmission, the flywheel is attached to the engine's crankshaft and spins along with
it. The clutch disk is in between the pressure plate and the flywheel, and is held against the
flywheel under pressure from the pressure plate. When the engine is running and the clutch is
engaged, the flywheel spins the clutch plate and hence the transmission. As the clutch is
depressed, the throw out bearing is activated, which causes the pressure plate to stop applying
pressure to the clutch disk. This makes the clutch plate stop receiving power from the engine, so
that the gear can be shifted without damaging the transmission. When the clutch pedal is
released, the throw out bearing is deactivated, and the clutch disk is againheld against the
flywheel, allowing it to start receiving power from the engine.

There are two basic types of manual transmissions. The sliding-gear type and the constant mesh
design. With the basic and now obsolete sliding-gear type, nothing is turning inside the
transmission case except the main drive gear and cluster gear when the transmission is in neutral.
In order to mesh the gears, apply engine power to move the vehicle. One of the basic methods is
shown in Figure 1-1: Sliding Gear Transmission.

All modern transmissions are of the constant-mesh type, which still uses a similar gear
arrangement as the sliding-gear type. However, all the main shaft gears are in constant mesh with
the cluster gears as shown in Figure 1-2: Constant Mesh Transmission. This is possible because
the gears on the main shaft are not splinted to the shaft, but are free to rotate on it. With a
constant-mesh gearbox, the main drive gear, cluster gear and all the main shaft gears are always
turning, even when the transmission is in neutral.

3
 
Sliding mesh gear box

It is the simplest and oldest type of gear box. A sliding mesh gear box is similar to contact mesh
gear box, but differs in the way the individual gears are engaged.

In sliding mesh gear box the individual gear ratio is chosen by sliding the selected gear wheel
axially along the splined main output shaft until it meshes fully with the corresponding lay shaft
gear wheel clusters have to be of the super straight tooth form, so that when engaged there is no
side thrust unlike helical cut teeth. Sliding mesh gear box is

The clutch gear is rigidly fixed to the clutch shaft.

The clutch gear always remains connected to the drive gear of counter
shaft. The other lay shaft gears are also rigidly fixed with it.
Two gears are mounted on the main shaft and can be sliding by shifter yoke when shifter
is operated.
One gear is second and top speed gear and the other is the first and rivers speed gears all
gears used are spur gears.
A reverse idler gear is mounted on another shaft and always remains connected to reverse
gear of counter shaft.

In sliding mesh gear box a shaft of clutch called as clutch shaft on which rigidly fixed gear is
mounted called clutch gear.

4
 Figure 1 Sliding mesh gear box


Constant mesh gear box

Constant mesh gearbox is a type of transmission in which all or most of the gears are always in
mesh with one another, as opposed to a sliding gear transmission, in which engagement is
obtained by sliding some of the gears along a shaft in to mesh. In a constant mesh manual gear
box, gear ratios are selected by small clutches that connect the various gear sets to their shafts so
that power is transmitted through them.

It is the modified gear box introduced to overcome the limitations of the sliding mesh gear box.
In this type of gear box all the gears of the lay shaft, main shaft and clutch shaft are in constant
mesh with each other and the shifting of gear is obtained by dog clutch.

Dog clutch is sliding member on main shaft.Two dog clutches are used in constant mesh gear
box. One dog clutch is use between clutch gear and second gear and other dog clutch between
first gear and reverse gear. Counter shaft gears are fixed and constantly mesh with gears of main
shaft are used to get different speed ratio by dog clutch.

Advantages


Hassle free shifting, no long pressing the clutches
5
  Takes less time in shifting
 Reduced wear of the gear

 We can use helical gears instead of spur gears

 Efficiency of a constant mesh is high

 Noise and vibration are also reduced because of smooth constant meshing

Figure 2 Constant mesh gear box


Synchromesh gear box

A synchromesh gear box uses some friction cones and synchro rings to much the speed the
engine with the transmission. This is done automatically when the dog clutch slides to engage a
particular gear.

A synchromesh gear box is a usually manually operated transmission in which a change of gears
takes place between gears that are already revolving at the same speed.

Two synchromesh gears can engage with one another (running at different speeds) without any
jerking. Whereas non-synchromesh gears will cause jerking unless their mating speeds are equal.

6
Therefore double declutching is needed: one to disengage dog teeth from first gear and next time
to engage dog teeth with second gear.

In modern vehicle, helical gears and synchromesh devices used in gear box called as synchromesh
gear box. Synchromesh gear box is similar to constant mesh gear box, but in synchromesh gear box
synchromesh has improvement over it. It has the provision of synchromesh device which avoids the
necessity of double declutching. The parts which ultimately are to be engaged are first brought into
frictional contact which equalizes their speed, after which this may be engaged smoothly. This
reduces the unnecessary grinding noise which would occur due to the clatter.

In most cars however synchronous devices are fitted only in the higher gears and on the low and
reverse gear only dog clutches are provided. This done to reduce the cost.

Figure 3 Synchromesh gear box

1.1.3.2. Automatic Transmission

An automatic transmission, also called as self-shifting transmission, is a type of motor vehicle
transmission that can automatically change gear ratios as the vehicle moves, freeing the driver
from having to shift gears manually. Like other transmission systems on vehicles, it allows an

7
internal combustion engine, best suited to run at a relatively high rotational speed, to provide a
range of speed and torque outputs necessary for vehicular travel.

The most popular type found in automobiles is hydraulic automatic transmission.

Similar but larger devices are also used for heavy-duty commercial and industrial vehicles and
equipment. This system uses a fluid coupling in place of a friction clutch, and accomplishes gear
changes by hydraulically locking and unlocking a system of planetary gears. These systems have
a defined set of gear ranges, often with a parking pawl that locks the output shaft of the
transmission to keep the vehicle from rolling either forward or backward. Some machines with
limited speed ranges or fixed engine speeds, such as some forklifts and lawn mowers, only use a
torque converter to provide a variable gearing of the engine to the wheels.

Besides the traditional hydraulic automatic transmissions, there are also other types of automated
transmissions, such as Figure 1-3: Constant Variable Transmission Low and High Gear Ratio
transmission system. That free from the driver from having to shift gears manually, by using the
transmission's computer to change gear, if for example the driver were redlining the engine.
Despite superficial similarity to other transmissions, traditional automatic transmissions differ
significantly in internal operation and driver's feel from semiautomatics and CVT’s. In co conventional
automatic transmissions, a CVT uses a belt or other torque transmission scheme to
allow an "infinite" number of gear ratios instead of a fixed number of gear ratios. A semi-automatic
retains a clutch like a manual transmission, but controls the clutch through electro hydraulic. The
ability to shift gears manually, often via paddle shifters, can also be found on certain automated
transmissions semi-automatics. and CVT’s

1.1.4. Comparison between Manual and Automatic Transmission

 Manual Transmission
1. It is easier to build a strong manual transmission than an automatic one. This is because a
manual system has one clutch to operate, whereas an automatic system has a number of clutch
packs that function in harmony with each other.

2. Manual transmissions normally do not require active cooling, because not much power is
dissipated as heat through the transmission.

8
3. Manual gearshifts are more fuel efficient as compared to their automatic counterpart.

Torque convertor used to engage and disengage automatic gears may lose power andreduce
acceleration as well as fuel economy.

4. Manual transmissions generally require less maintenance than automatic transmissions. An

automatic transmission is made up of several components and a breakdown of even a single
component can stall the car completely

 Automatic Transmission
1. The manual transmission locks and unlocks different sets of gears to the output shaft to
achieve the various gear ratios, while in an automatic transmission; the same set of gears
produces all of the different gear ratios.

2. Automatic vehicles are easier to use, especially for the inexperienced driver. Manual system
requires better driving skills, whereas with an automatic, the clever system does it all on its own.
This holds a greater advantage for new and inexperienced drivers and also helps during
congested traffic situations where it becomes difficult to change gears every second.

3. Automatic transmission requires less attention and concentration from the driver because the
automatic gears start functioning as soon as the system feels the need of a gear change. For vehicles
with manual gear shifts, the driver has to be more alert while driving and better coordinated.

4. There is no clutch pedal and gear shift in an automatic transmission car. Once you put the
transmission into drive, everything else is automatic.

5. Automatic vehicles have better ability to control traction when approaching steep hills or
engine braking during descents. Manual gears are difficult to operate on steep climbs.

1.1.5. Main components of transmission gear box

1. Gear
2. Shaft
3. Bearing

9
1.1.5.1. Gear
A gear is a kind of machine element in which teeth are cut around cylindrical or cone shaped
surfaces with equal spacing. By meshing a pair of these elements, they are used to transmit
rotations and forces from the driving shaft to the driven shaft. Gears can be classified by shape as
involutes cycloidal and trochoidal gears. A cycloid is the curve traced by a point on the
circumference of a circle which rolls without slipping on a fixed straight line. Also, they can be
classified by shaft positions as parallel shaft gears, intersecting shaft gears, and non-parallel and
non-intersecting shaft gears. The history of gears is old and the use of gears already appears in
ancient Greece in B.C. in the writing of Archimedes.


Types of Gears
There are many types of gears such as:

 Spur gears
 Helical gears

 Gear rack

 Bevel gear

 Worm gears

 Internal gear etc.

These can be broadly classified by looking at the positions of axes such as parallel shafts,
intersecting shafts and non-intersecting shafts.

It is necessary to accurately understand the differences among gear types to accomplish

necessary force transmission in mechanical designs. Even after choosing the general type, it is
important to consider factors such as: dimensions (module, number teeth, helix angle, face width,
etc.), standard of precision grade (ISO, AGMA, DIN), need for teeth grinding and/or heat
treating, allowable torque and efficiency, etc.

It is best to start with the general knowledge of the types of gears as shown below. But in
addition to these, there are other types such as face gear, herringbone gear (double helical gear),
crown gear, hypoid gear, etc.

10
 
Spur Gear

Gears having cylindrical pitch surfaces are called cylindrical gears. Spur gears belong to the
parallel shaft gear group and are cylindrical gears with a tooth line which is straight and parallel
to the shaft. Spur gears are the most widely used gears that can achieve high accuracy with
relatively easy production processes. They have the characteristic of having no load in the axial
direction (thrust load). The larger of the meshing pair is called the gear and smaller is called the
pinion.

 Use of spur gears

These gears find wide application in a number of fields including:

o Automobiles
o Textiles
o Industrial engineering

Materials used to manufacture these gears are used keeping in mind certain factors including
design life, power transmission requirements, noise generation.

Figure 4 Spur gear


Helical Gear

Helical gears are used with parallel shafts similar to spur gears and are cylindrical gears with
winding tooth lines. They have better teeth meshing than spur gears and have superior quietness
and can transmit higher loads, making them suitable for high speed applications. When using

11
helical gears, they create thrust force in the axial direction, necessitating the use of thrust
bearings. Helical gears come with right hand and left hand twist requiring opposite hand gears
for a meshing pair

Figure 5 Helical gear

The difference between spur gear and helical gear

Helical gears are used for parallel shaft drives. They have teeth inclined to the axis. Hence for the
same width, their teeth are longer than spur gears and have higher load carrying capacity. Their
contact ratio is higher than spur gears and they operate smoother and quieter than spur gears.

Helical gears are having a helix angle while in spur gears there is no helix angle. Helical gears
are used for high speed transmission since there produce less noise as compared as spur gears.

Helical gears have high life as compared spur gears as in spur gear there is suddenly thrust due to
mating of teeth in short interval of time while in helical gears there is no such sudden mating of
single teeth as teeth mate over a range of time.

Helix gears produce radial as well as axial thrust force due to helix while in spur gear only radial
force is present and no axial forces are acting. So, stronger bearing must be used with helix
gears. But to overcome this there are herringbone gears and double helix gears also.

 Use of helical gears

These gears are used in areas requiring high speed, large power transmission, or where noise
prevention is important.

12
  Automobile
 Textile
 Aerospace
 Conveyors
 Gear Rack

Same sized and shaped teeth cut at equal distances along a flat surface or a straight rod is called a
gear rack. A gear rack is a cylindrical gear with the radius of the pitch cylinder being infinite.

By meshing with a cylindrical gear pinion, it converts rotational motion into linear motion. Gear
racks can be broadly divided into straight tooth racks and helical tooth racks, but both have straight
tooth lines. By machining the ends of gear racks, it is possible to connect gear racks end to end.

 Use of rack gears

The gear is commonly used in steering mechanism of cars. Other important applications of rack
gears include:

 Construction equipment
 Machine tools
 Conveyors
 Material handling
 Roller feeds
 Bevel Gear

Bevel gears are useful when the direction of a shafts rotation needs to be changed. They are usually
mounted on shafts that are 90 degrees apart, but can be designed to work at other angles as well.

The teeth on bevel gears can be straight, spiral or hypoid. Straight bevel gear teeth actually have
the same problem as straight spur gear teeth –as each tooth engages; it impacts the corresponding
tooth all at once.

Bevel gears have a cone shaped appearance and are used to transmit force between two shafts
which intersect at one point (intersecting shafts). A bevel gear has a cone as its pitch surface and
its teeth are cut along the cone. Kinds of bevel gears include straight bevel gears, helical bevel

13
gears, spiral bevel gears, miter gears, angular bevel gears, crown gears, zero bevel gears and
hypoid gears.

Figure 6 Bevel Gear


Use of bevel gears
These gears find wide application in a number of fields including:

o Automotive industry
o Textile industry
o Industrial engineering product
 Spiral Bevel Gear

Spiral bevel gears are bevel gears with curved tooth lines. Due to higher tooth contact ratio, they
are superior to straight bevel gears in efficiency, strength, vibration and noise. On the other hand,
they are more difficult to produce. Also, because the teeth are curved, they cause thrust forces in
the axial direction. Within the spiral bevel gears, the one with the zero twisting angle is called
zero bevel gear.


Screw Gear

Screw gears are a pair of same hand helical gears with the twist angle of 45° on non-parallel, non-
intersecting shafts. Because the tooth contact is a point, their load carrying capacity is low and they
are not suitable for large power transmission. Since power is transmitted by the sliding of the

14
tooth surfaces, it is necessary to pay attention to lubrication when using screw gears. There are
no restrictions as far as the combinations of number of teeth.


Worm Gear

A worm gear is a device consisting of a threaded shaft (a worm) that mates with a gearwheel (the
worm wheel), so that rotary motion can be transferred between two shafts at right angle to each
other.

In worm gears, as the worm revolves, the worm wheel also revolves but the rotary motion is
transmitted through a 90 degree angle.

A worm gear is used to transmit motion or power between right angled shafts when a high ratio
reduction is necessary.

A screw shape cut on a shaft is the worm, the mating gear is the worm wheel, and together on
non-intersecting shafts is called a worm gear. Worms and worm wheels are not limited to
cylindrical shapes.

There is the hour-glass type which can increase the contact ratio, but production becomes more
difficult.

Due to the sliding contact of the gear surfaces, it is necessary to reduce friction. For this reason,
generally a hard material is used for the worm, and a soft material is used for worm wheel. Even
though the efficiency is low due to the sliding contact, the rotation is smooth and quiet. When the
lead angle of the worm is small, it creates a self-locking feature.


Use of worm gears
These gears find application in:

 Electric motors
 Automotive components

The gears can operate under difficult conditions and have the ability to achieve large speed
reductions. The gears also transmit high loads at high speed ratios.

15
 
Internal gear

Internal gears have teeth cut on the inside of cylinders or cones and are paired with external
gears. The main use of internal gears is for planetary gear drives and gear type shaft couplings.

There are limitations in the number of teeth differences between internal and external gears due
to involutes interference, trochoid interference and trimming problems. The rotational directions
of the internal and external gears in mesh are the same while they are opposite when two external
gears are in mesh.

Figure 7 Internal gear

 Use of internal gears

 Light duty applications
 Rollers

 Indexing

Classification of types of gears from the point of positional relations of the attached
shafts

 When the gears two shafts are parallel (parallel shafts) Spur gear, rack, internal
gear and helical gear, etc.
 Generally, they have high transmission efficiency.
 When the gears’ two shafts intersect each
 Bevel gear is in this category. Generally, they have high transmission efficiency.
 When the gears’ two shafts are not paralle

16
  Worm gear and screw gear belong in this group. Because of the sliding contact,
the transmission efficiency is relatively low.
 Existence of teeth grinding
Existence of teeth grinding greatly affects the performance of gears. Therefore, in considering types
of gears, teeth grinding is an important element to consider. Grinding the teeth surface makes gears
quieter, increases force transmission capacity and affects the precision class. On the other hand, the
Addition of teeth grinding process increases cost and is not suitable for all gears. To obtain high
precision other than by grinding, there is a process called shaving using shaving cutters.


Kinds of tooth shape

To broadly classify types of gears by their tooth shape, there are involutes tooth shape, cycloid
tooth shape and trochoid tooth shape. Among these, involutes tooth shape is most commonly
used. They are easy to produce and it has the characteristic of being able to correctly mesh even
when the center distance is slightly off. Cycloid tooth shape is mostly used in clocks and
trochoid tooth shape is mainly in pumps.

1.1.5.2. Shaft
A shaft is a metallic, rotating and oscillating rod that rotates continually to transfer movement or
torque in the machine. Shaft is usually used to connect other components of machine that cannot
be connected due to distance between them and to allow relative motion between them.

Shaft form the important element of machines. They are elements that support rotating parts like
gear and pulleys and it turn are themselves supported by bearings resting in the rigid machine
housing. The shafts perform the function of transmitting power from one rotating member to
another supported by it or connected to it. Thus, they are subjected to torque due to power
transmission and bending moment due to reactions on the members that are supported by them.
A shaft is to be distinguished from axles which also support rotating members but does not
transmit power. Shafts are always made to circular cross section and could be either solid or
hollow. The shaft are classified as straight, cranked, flexible or articulated. Straight shaft are
commonest to be used for power transmission. Such shafts are commonly designed as stepped
cylindrical bars, that is, they have various diameters along their length, although constant
diameter shaft would be easy to produce.

17
They are mainly classified in to two types.

1. Transmission shafts are used to transmit power between the source and the machine
absorbing power; e.g. counter shafts and line shafts.
2. Machine shafts are the integral part of the machine itself; e.g. crankshaft.

1.1.5.3. Bearing
A bearing is a machine element that constrains the relative motion to only the desired motion, and
reduces friction between moving parts. Bearings are manufactured to take pure radial loads, pure
thrust loads, or a combination of the two kinds of loads. In a rolling bearing the starting friction is
about twice the running friction, but it is still negligible in a comparison with the starting friction of a
sleeve bearing. Load, speed, and the operating viscosity of the lubricant di affect the frictional
characteristic of a rolling bearing. It is probably mistake to describe a rolling bearing as
“antifriction”, but the term is used througho

The purpose of the bearings

• To support the shaft,

• To bear and transfer loads/forces acting on shaft,
• To reduce the friction,
• Improve efficiency of machine.
• Commonly used component for power transmission shafts.

1.1.6. Material selection of gearbox

1.1.6.1. Factors of material selection
There are three factors that are most important when selecting a gear material. They are strength,
durability, and cost, which include both the cost of material and the cost of manufacturing. While
the importance of these factors may vary from one project to another, the key to material
selection is finding the right combinations of physical properties that satisfy the requirements of
the project at the lowest cost.

1.1.6.2. Mechanical properties of materials

1. Strength

18
First, you have to consider the core High“necessi tensile strength:-If you use a material with a low or
insufficient tensile strength, you could
experience a failure when dealing with static loads. Static loads exert a consistent amount of
force over time.

High endurance:-If you use a material will low or insufficient endurance, you could experience a
failure when dealing with dynamic loads. Dynamic loads change pressure or force over time.

Low friction coefficient: - Because gears are moving parts in a complex system, they need to be
made of materials that aren’t particularly

2. Rigidity

This is the resistance of a material to deflection under a bending force. Its specified by the elastic
modulus of a material. Modulus of elasticity is the ratio of the applied stress to the corresponding
strain in the elastic limit of a material.

3. Resistance to fatigue:

Fatigue is defined as the progressive and localized structural damage of a material under cyclic
loading. Thus, fatigue strength, expressed in terms of the fatigue limit or endurance limit of a
material means the stress below which a material will not fail in fatigue.

4. Ductility

Ductility is a measure of the degree of plastic deformation that has been sustained at fracture. A
material that experiences very little or no plastic deformation upon fracture is termed brittle.

5. Resilience

Resilience is the capacity of a material to absorb energy when it is deformed elastically and then,
upon unloading, to have this energy recovered. The associated property is the modulus of
resilience, which is the strain energy per unit volume required to stress a material from an
unloaded state up to the point of yielding.

6. Toughness

19
Toughness is a mechanical term that is used in several contexts; basically, it is a measure of the
ability of a material to absorb energy up to fracture. Specimen geometry as well as the manner of
load applications is important in toughness determinations. A related property is fracture toughness
to which is indicative of a material’s resistan

7. Hardness

Another mechanical property that may be important to consider is hardness, which is a measure
of a material’s resistance to localized pla
Quantitative hardness techniques have been developed over the years in which a small indenter is
forced into the surface of a material to be tested, under controlled conditions of load and rate of
application. The depth or size of the resulting indentation is measured, which in turn is related to
a hardness number; the softer the material, the larger and deeper the indentation, and the lower
the hardness index number.

8. Damping capacity

The damping capacity of a material is defined as energy dissipated as heat by a unit volume of the
material during a completely reversed cycle of stress. It is related to internal friction in the material
and depends on maximum stress. The critical value suggested for engineering design is the value at
the endurance limit. High damping capacity is desirable in most machine parts to reduce
accumulation of harmful resonant stresses, vibration, and to decrease noise in machine tools.

1.1.6.3. Common gear materials

Gears can be made of all sorts of materials, including many types of stainless steel, steel, brass,
bronze, cast iron, aluminum and plastics.

I. Steel

Steel is the most common material overall, although over the years, we have worked with all of
the material types mentioned. Steel is often most desirable because it offers a winning
combination of high strength to weight ratio, high resistance to wear, the ability to enhance the
physical properties through treatment, and competitive pricing.

20
Steels are, essentially, alloys of iron and carbon, containing up to 2 % of carbon. Steel is made
by oxidizing away the impurities that are present in the iron produced in the blast furnace.

Pure metal objects are used where good electrical conductivity, good thermal conductivity, good
corrosion resistance or a combination of these properties are required. Therefore alloys are mainly
used for structural materials since they can be formulated to give superior mechanical properties.

Because of its high tensile strength and low cost, it is a major component used in automobiles,
buildings, infrastructure, tools, ships, machines, appliances and weapons.

Chemical composition: C=0.45%, Mn=0.75%,P=0.04% max, S=0.05% max

* 3 3
Density: 7.872 10 kg/m

Modulus of elasticity: 201 GPa

0 * -6 0 -1
Thermal expansion (20 c): 11.7 10 c

Specific heat capacity: 486 J/(kg*k)

Thermal conductivity: 50.9 W/(m*k)

-
Electric resistivity: 1.62*10 7ohm*m

Tensile strength (hot rolled): 565 mpa

Yieldstrength(hot rolled): 310 mpa

Elongation (hot rolled): 16%

Hardness (hot rolled): 84 RB

Steel is used to manufacture gears like- spur gear, helical gear, rack gear and bevel gear.

II. Stainless steel

The stainless steels are highly resistant to corrosion. Their predominant alloying element is
Chromium with a concentration of at least 11 wt%. Corrosion resistance may also be enhanced
by nickel and molybdenum additions. They are divided into three classes:

21
Ferritic steels: contain 12-27% chromium.

Martensitic steels: contain 12% chromium and no nickel.

Austenitic steels: contain 18% chromium and 8% nickel

It is usedto manufacture gears like spur gear, helical gear, bevel gear, worm gear and internal gear.

III. Brasses

Zinc is the predominant alloying element. αbrasses are relatively soft, ductile, and easily cold
worked. Brass alloys having higher zinc content contain both αand βphases at room temperature.
The βphase has an ordered body centered cubic (BCC) crystal structure and is harder and
stronger thanphase;αconsequently, α+βalloys are generally hot worked. Some of the common
brasses are yellow, naval, and cartridge brass, muntzmetal, and gilding metal.

It is used to manufacture gears like; spur gear, helical gear, rack gear and worm gear.

IV. Bronze

The phosphor bronze is widely used for worm gears and spur gears in order to reduce wear of the
worms which will be excessive with cast iron or steel. The bronzes are alloys of copper and
several other elements, including tin, aluminum, silicon, and nickel. These alloys are somewhat
stronger than the brasses, yet they still 22 have a high degree of corrosion resistance. Generally
they are utilized when, in addition to corrosion resistance, good tensile properties are required.

V. Plastics

They have a wide variety of combinations of properties. Some plastics are very rigid and brittle;
others are flexible, exhibiting both elastic and plastic deformations when stressed, and sometimes
experiencing considerable deformation before fracture. Plastic materials may be either
thermoplastic or thermosetting.

1. Thermoplastics

These are also known as thermo softening plastics. They have very weak Van Der Waals forces.
They are polymers that liquefy on heating and when cooled, they form a very 25 glassy state. They

22
are easily molded and extruded into films, fibers and packaging materials. E.g.
Polyvinylchloride, polyethylene

2. Thermosetting plastics

These are polymers that cure irreversibly. Once cooled and hardened, they return to their shapes
but cannot return to their original form. The curing is by heating or through a chemical reaction.
They can be used for automobile parts, aircraft parts and tires.

Examplesare vulcanized rubber and epoxy resins.

It is used to manufacture gears like; spur gear, rack gear, bevel gear and internal gear.

VI. Aluminum

It is white metal produced by electrical processes from its oxide (alumina), which is prepared
from clayey mineral called bauxite. It is a light metal having specific gravity 2.7 and melting
point 658°C. The tensile strength of the metal varies from 90 MPa to 150 MPa.

In its pure state, the metal would be weak and soft for most purposes, but when mixed with small
amounts of other alloys, it becomes hard and rigid. So, it may be blanked, formed, drawn, turned,
cast, forged and die cast. Its good electrical conductivity is an important property and is widely
used for overhead cables. The high resistance to corrosion and its non-toxicity makes it a useful
metal for cooking utensils under ordinary condition and thin foils are used for wrapping food
items. It is extensively used in aircraft and automobile components where saving of weight are
an advantage. Also it is used to manufacture gear like: worm gear and internal gear.

VII. Cast iron

The cast iron is obtained by re-melting pig iron with coke and limestone in a furnace known as
cupola. It is primarily an alloy of iron and carbon. The carbon contents in cast iron vary from 1.7
per cent to 4.5 percent. It also contains small amounts of silicon, manganese, phosphorous and
sulphur. The carbon in acast iron is present in either of the following two forms:

1. Free carbon or graphite, and

2. Combined carbon or cementite.

23
Since the cast iron is a brittle material, therefore, it cannot be used in those parts of machines
which are subjected to shocks. The properties of cast iron which make it a valuable material for
engineering purposes are its low cost, good casting characteristics, high compressive strength,
wear resistance and excellent machinability. The compressive strength of cast iron is much
greater than the tensile strength.

Cast iron is used to manufacture different gears such as: spur gear, helical gear, rack gear, bevel
gear, worm gear and internal gear.

Following arethe values of ultimate strength of cast iron:

Tensile strength=100 to 200 mpa

Compressive strength =400 to 1000 mpa

Shear strength =120 mpa

1.2. Introduction to clutch

A clutch is a machine member used to connect a driving shaft to a driven shaft so that the driven
shaft may be starter or stopped at will, without stopping the driving shaft. The engagement and
disengagement of the shafts is obtained by means of a clutch, which is operated by a lever.

A clutch is a mechanism which enables the rotary motion of one shaft to be transmitted at wills
the second shaft, whose axis is coincident with that of first.

The clutch is located between engine and gear box. When the clutch is engaged, the power flows
from the engine to rear wheels through the transmission system and the vehicles move. When the
clutch is disengaged, the power is not transmitted to the rear wheels and the vehicle stops while
the engine is still running.

A clutch is a mechanical device which provides driving force to another mechanism, typically by
connecting the driven mechanism to the driving mechanism. Its opposite component is a brake,
which inhibits motion. Clutches are useful in devices that have two rotating shafts. In these devices,
one shaft is typically attached to a motor or other power unit (the driving member), and the other
shaft (the driven member) provides output power for work to be done. In a drill, for instance, one

24
shaft is driven by a motor, and the other drives a drill chuck. The clutch connects the two shafts
so that they can either be locked together and spin at the same speed (engaged), or be decoupled
and spin at different speeds (disengaged).

The energy necessary for the motion of a vehicle is transmitted by the engine to the wheels
through the flywheel, the clutch system and the drive line. The clutch takes the energy from the
flywheel and transmits it to the driveline. During the engagement process, the friction torque acts
up on the friction surfaces of the clutch as an engaging force for the drive line. A part of the
energy transmitted through the drive line is transformed in to other forms of energy by positive
damping effects. It is disengaged by operating the clutch pedal i.e. by pressing the pedal towards
the floor of the vehicle. The clutch is engaged when the vehicle has to move and is kept in the
engaged position when the vehicle is moving. The clutch also permits the gradual taking up of
the load, when properly operated; it prevents jerky motion of the vehicle and thus avoids putting
undue strain on the remaining parts of the power transmission. It has only one clutch plate,
mounted on the splines of the clutch shaft. This is the most commonly used type. The flywheel is
mounted on the crankshaft, and rotates with it. The pressure plate is fixed on the flywheel
through the pressure plate is fixed on the flywheel through the clutch springs. The plate rotates
freely on the clutch shaft. It can also remove axially along the clutch shaft. The axial movement
of the pressure plate is effected by pressing the clutch pedal. The end of the clutch shaft rests and
rotates freely in the pilot bearing housed at the center of the flywheel. The splined portion of the
clutch shaft carries the clutch plate whose details.

The clutch is disengaged when;

 Starting the engine

 Shifting the gears

 Stopping the vehicles

 Idling the engine

1.2.1. Function of clutch

 Used to engagement or disengagement of a gear when the vehicle is stationary

and the engine is running.

25
  Used to transmit the power to the road wheels smoothing without shock to the
transmission system while setting wheel in motion.

 Used to the engaging of gears when the vehicle is in motion without damaging the
gear wheels.
 Used to engaging and disengaging the engine power from gear box.
1.2.2. Types of clutch
There are two types of clutch. These are:

1) Positive clutch
2) Friction clutch

1.2.2.1. Positive clutch

They are used when a positive drive is required. The simple type of a positive clutch is a jaw or
claw clutch, it permits one shaft to drive another through a direct contact or interlocking jaws.
The clutch consist of two halves, one permanent fastened to the driving shaft by means of a key,
the other half is movable and is free to slide axially on the driven shaft, but prevented from
turning relatively to its shaft by means of a feather key. This type of clutch will transmit power
in either direction of rotation. Is used when where the clutch must be engaged and disengaged
while in motion.

(a) Square jaw clutch (b) spiral jaw clutch

Figure 8 positive clutch

1.2.2.2. Friction clutch

Has its principal application in the transmission of power of shaft and machines which must be
started and stopped frequently, also found in cases in which power is to be delivered to machines
partially fully loaded. Force of friction is used to start the driven shaft from rest and gradually

26
brings it up to the proper speed without excessive slipping of the friction surfaces. In operating
such a clutch, Care should be taken so that the friction surfaces engage easily and gradually bring
the driven shaft up to the proper speed. Proper alignment of the bearing must be maintained and
should be located close to the clutch. It may be noted that:

 Contact surfaces should develop a frictional force that may pick up and hold the load
with reasonably low pressure between the contact surfaces.

 The heat of friction should be rapidly dissipated and tendency to grab should be at a
minimum.

 The surfaces should be backed by a material stiff enough to ensure a reasonably uniform
distribution of pressure.

1.2.2.2.1. Types of friction clutch

1. Disc or plate clutch (single or multiple disc clutch)
2. Cone clutch and
3. Centrifugal clutch
 Single disc or plate clutch

A single plate friction clutch consisting of a clutch disk between the flywheel and a pressure
plate. Both the pressure plate and the flywheel rotate with the engine crank shaft or the driving
shaft. Both sides of clutch disc are faced with friction material (usually of ferrodo).

The clutch disc is mounted on the hub which is free to move axially along the splines of the
driven shaft but not turn able towards the transmission input shaft.

The pressure plate pushes the clutch plate towards the flywheel by asset of strong springs which
are arranged radially inside the body.

The bearing is mounted upon a forked shaft and moves forward when the clutch pedal is pressed.

By pressing the clutch pedal down, the thrust bearing moves towards the flywheel by means of
linkage force, and press the longer end of the lever in wards.

27
 Figure 9 single disc or plate clutch

Advantages

 Simple and inexpensive and need little maintenance.

 Gear changing is easier than the cone clutch because the pedal movement is less.

 It is more reliable because it does not suffer from disadvantages of binding of cone.

Disadvantages

 The springs have to be more stiff hence greater force required to disengage.
 Multiple disc clutches

During clutch engagement, spring pressure forces the pressure plate towards engine flywheel.
This causes the friction plates and the steel driven plates to be held together.

Friction locks them together tightly. Then the clutch basket, drive plates, driven plates, clutch
hub and the gear box input shaft all spin together as one unit.

Now power flows from the clutch basket through the plates to the inner clutch hub and in to them
in shaft of the transmission.

The clutch gets released or disengaged when the clutch pedal is pressed. This causes the clutch
pressure plate to be moved away from the drive and driven plates, overcoming the clutch spring
force.

This movement of the pressure plate, relieves the spring pressure holding the drive and driven
plates together. Then the plates float away from each other and slip axially.
28
Thus, the clutch shaft speed reduces slowly. Finally, the clutch shaft stops rotating. Power is no
longer transferred in to the transmission gear box.

Figure 10 multiple disc clutches

Advantages

 Increase the amount of torque to be transmitted.

 Decrease the pedal effort to operate the clutch.

 Decrease the weight of the clutch.

 Decrease the moment of inertia of the clutch.

 Increase in better acceleration.

Disadvantages

 Heavy.
 Too expensive.

1.2.2.3. Materials for friction surface

The material used for lining of friction surfaces of a clutch should have the following
characteristics.

1. Have high and uniform coefficient of friction.

2. Not be affected by moisture and oil.
3. Ability to withstand high temperature caused by slippage.
29
 4. Have high heat conductivity.
5. Have high resistance to wear and scoring.

1.3. Introduction to coupling

Shafts are usually available up to 7 meters’lengthdue to inconvenience in transport. In order to
have a greater length, it becomes necessary to join two or more pieces of the shaft by means of a
coupling.

Shaft couplings are used in machinery for several purposes, the most common of which are the
following:

1. To provide for the connection of shafts of units that are manufactured separately such as a
motor and generator and to provide for disconnection for repairs or alternations.

2. To provide for misalignment of the shafts or to introduce mechanical flexibility.

3. To reduce the transmission of shock loads from one shaft to another.

4. To introduce protection against overloads.

5. It should have no projecting parts.

Note: A coupling is termed as a device used to make permanent or semi-permanent connection

where as a clutch permits rapid connection or disconnection at the will of the operator.

1.3.1. Requirements of a good shaft coupling

A good shaft coupling should have the following requirements:

1. It should be easy to connect or disconnect.

2. It should transmit the full power from one shaft to the other shaft without losses.
3. It should hold the shafts in perfect alignment.
4. It should reduce the transmission of shock loads from one shaft to another shaft.
5. It should have no projecting parts.

1.3.2. Types of Shafts Couplings

Shaft couplings are divided into two main groups as follows:

30
1.3.2.1. Rigid coupling.
It is used to connect two shafts which are perfectly aligned.

Following types of rigid coupling are important from the subject point of view:
(a)Sleeve or muff coupling.
(b)Clamp or split-muff or compression coupling, and
(c)Flange coupling.
1.3.2.1.1. Sleeve or Muff-coupling
It is the simplest type of rigid coupling, made of cast iron. It consists of a hollow cylinder whose
inner diameter is the same as that of the shaft. It is fitted over the ends of the two shafts by means
of a gib head key. The power is transmitted from one shaft to the other shaft by means of a key
and a sleeve. It is, therefore, necessary that all the elements must be strong enough to transmit
the torque. The usual proportions of a cast iron sleeve coupling are as follows: Outer diameter of
the sleeve, D = 2d + 13 mm and length of the sleeve, L = 3.5 d

Where d is the diameter of the shaft.

Figure 11 Sleeve or muff coupling.

1.3.2.1.2. Clamp or Compression Coupling

It is also known as split muff coupling. In this case, the muff or sleeve is made into two halves and
are bolted together. The halves of the muff are made of cast iron. The shaft ends are made to a butt
each other and a single key is fitted directly in the keyways of both the shafts. One-half of the muff is
fixed from below and the other half is placed from above. Both the halves are held together by means
of mild steel studs or bolts and nuts. The number of bolts may be two, four or six. The nuts

31
are recessed into the bodies of the muff castings. This coupling may be used for heavy duty and
moderate speeds.
The usual proportions of the muff for the clamp or compression coupling are:
Diameter of the muff or sleeve, D = 2d + 13 mm, Length of the muff or sleeve, L = 3.5 d
Where d = Diameter of the shaft

Figure 12 Clamp or Compression Coupling

In the clamp or compression coupling, the power is transmitted from one shaft to the other by
means of key and the friction between the muff and shaft.

1.3.2.1.3. Flange Coupling

A flange coupling usually applies to a coupling having two separate cast iron flanges.

Each flange is mounted on the shaft end and keyed to it. The faces are turned up at right angle to
the axis of the shaft. One of the flange has a projected portion and the other flange has a
corresponding recess.

This helps to bring the shafts into line and to maintain alignment. The two flanges are coupled
together by means of bolts and nuts. The flange coupling is adopted to heavy loads and hence it
is used on large shafting.

32
 Figure 13 Unprotected type flange coupling

This helps to bring the shafts into line and to maintain alignment. The two flanges are coupled
together by means of bolts and nuts. The flange coupling is adopted to heavy loads and hence it
is used on large shafting.

1.3.2.2. Flexible coupling.

It is used to connect two shafts having both lateral and angular miss-alignment. Following types
of flexible coupling are important from the subject point of View:
(a) Bushed pin type coupling,
(b) Universal coupling, and
(c) Oldham coupling.

33
1.3.2.2.1. Bushed pin flexible coupling
A bushed-pin flexible coupling, is a modification of the rigid type of flange coupling.

The coupling bolts are known as pins. The rubber or leather bushes are used over the pins. The
two halves of the coupling are dissimilar in construction. A clearance of 5 mm is left between the
face of the two halves of the coupling.

In designing the bushed-pin flexible coupling, the proportions of the rigid type flange coupling
are modified. The main modification is to reduce the bearing pressure on the rubber or leather
bushes and it should not exceed 0.5 N/mm2.

Figure 14 Bushed-pin flexible coupling.

1.3.2.2.2. Oldham Coupling

It is used to join two shafts which have lateral mis-alignment. It consists of two flanges A and B
with slots and a central floating part E with two tongues T1 and T2 at right angles.

34
The central floating part is held by means of a pin passing through the flanges and the floating
part. The tongue T1 fits into the slot of flange A and allows for ‘to and fr shafts, while the tongue T2 fits into
the slot of the flange B and allows for vertical relative motion
of the parts. The resultant of these two components of motion will accommodate lateral
misalignment of the shaft as they rotate.

Figure 15 Oldham coupling

1.3.2.2.3. Universal (or Hooke’s) Coupling

A universalcouplingoris usedHooke’toconnect two shafts whose axes intersect at a small angle.
The inclination of the two shafts may be constant, but in actual practice, it varies when the
motion is transmitted from one shaft to another. The main application of the universal ors Hook coupling is
found in the transmission from the gear box to the differential or back axle of the automobiles. In such a
case,ach endweof theusepropellertwoshaft, Hooke connecting the gear box at one end and the differential on the
other end.

Figure 16 Universal (or Hooke’s) coupling

35
CHAPTER TWO

Objectives
2.1. General objectives of gear box
The general objective of our project is to design a gear box with power of 3kw, speed 1500rpm,
gear ratio 8 using parallel shaft and 2 stage reduction process. And our gear box works 8 hours
per day and 7 days per week with the working life of 10 years.

2.1.1. Specific objective of gear box

 The specific objective of this project is to design the gear box components, to draw a
parts and assembly drawing to analyze stress and loads on a gear box.
 Select a material with desire properties for the design of gear box.
 To calculate geometric analysis (force and stress analysis).

 This project also aims at designing and finding stress, efficiency expected life of gear teeth.

 To show there may be uniform stress distribution over the entire body, which is the
indication for most effective use of the material in the body.
 How to redact the given speed by using gear ratio.
 So come up with a design procedure for the design of gear box.

2.2. General objective of clutch

The general objective of this design project is to design a single plate clutch having a power of 3
KW and a speed of 1500 rpm.

2.2.1. Specific objectives of clutch

 The specific objective of this project is to design the clutch components, to draw a parts
and assembly drawing to analyze stress and loads on a clutch.
 Select a material with desire properties for the design of clutch.
 To calculate geometric analysis (force and stress analysis).

36
 2.3. General objective of coupling
The general objective of this design project is to design a sleeve or muff coupling with a power of
3 KW and a speed of 1500 rpm.

2.3.1. Specific objectives of coupling

 The specific objective of this project is to design the sleeve components, to draw a parts
and assembly drawing to analyze stress and loads a on the coupling.
 Select a material with desire properties for the design of sleeve coupling.
 To calculate geometric analysis (force and stress analysis).

 So come up with a design procedure for the design of sleeve coupling.

37
CHAPTER THREE

Detail design
3.1. Design methodology

Figure 17 design methodology

Design specification

Power Input Gear Type Number Hours(H/D) Days(D/W) Year

input(KW) speed(rpm) ratio of (life)
reduction
3 1500 8 parallel 2 8 7 10
Table 1 specification of the given design

3.1.1. Design analysis

Given data:

Power input (pi) =3kw

Input speed (Ni) =1500rpm

38
 n4

n1

input shaft output shaft

2:1 4:1

counter shaft

n3

n2

Figure 18 representation of gear box

60 3 60

Input torque (Ti) = ∗ =3∗10∗ =19.1Nm

2 Ni 2π∗1500

Assume the gear ratio between the gear of the input shaft and first gear of the counter shaft is 2:1
and the gear ratio between the second gear of counter shaft and the gear of output shaft is 4:1.

Speed of the counter shaft ( )

1500 = 2= 2 =750

Speed of the output shaft ( )

750 = 4 = 4 =187.5

Torque of the counter shaft ( )

= 1∗ =2∗19.=38.2

Torque of the output shaft ( )

= 2∗ =4∗38.2=152.8

39
 3.1.2. Design of gear
3.1.2.1. Terms used in Gears
The following terms, which will be mostly used in this chapter, should be clearly understood at
this stage. These terms are illustrated in Fig. 19

1. Pitch circle. It is an imaginary circle which by pure rolling action, would give the same
motion as the actual gear.
2. Pitch circle diameter. It is the diameter of the pitch circle. The size of the gear is usually
specified by the pitch circle diameter. It is also called as pitch diameter.
3. Pressure angle or angle of obliquity. It is the angle between the common normal to two gear
teeth at the point of contact and the common
The standard pressure angles are 14.5° and 20°.
4. Addendum. It is the radial distance of a tooth from the pitch circle to the top of the tooth.
5. Dedendum.It is the radial distance of a tooth from the pitch circle to the bottom of the tooth.
6. Addendum circle. It is the circle drawn through the top of the teeth and is concentric with the
pitch circle.
7. Dedendum circle. It is the circle drawn through the bottom of the teeth. It is also called root
circle.
8. Circular pitch. It is the distance measured on the circumference of the pitch circle from a
point of one tooth to the corresponding point on the next tooth. It is usually denoted by pc.
Mathematically,
Circular pitch, = where D = Diameter of the pitch circle, and

n= Number of teeth on the wheel.

A little consideration will show that the two gears will mesh together correctly, if the two wheels
have the same circular pitch.
9. Diametral pitch. It is the ratio of number of teeth to the pitch circle diameter in millimeters. It
denoted by Pd.
Mathematically, Diametral pitch, = =
, where n= Number of teeth, and

D = Pitch circle diameter

40
 Figure 19 Terms used in gears

10. Module. It is the ratio of the pitch circle diameter in millimeters to the number of teeth. It is
usually denoted by m.
Mathematically, Module, =

11. Clearance. It is the radial distance from the top of the tooth to the bottom of the tooth, in a
meshing gear. A circle passing through the top of the meshing gear is known as clearance circle.
12. Total depth. It is the radial distance between the addendum and the dedendum circle of a
gear. It is equal to the sum of the addendum and dedendum.
13. Working depth. It is radial distance from the addendum circle to the clearance circle. It is
equal to the sum of the addendum of the two meshing gears.
14. Tooth thickness. It is the width of the tooth measured along the pitch circle.
15. Tooth space. It is the width of space between the two adjacent teeth measured along the
pitch circle.
16. Backlash. It is the difference between the tooth space and the tooth thickness, as measured
on the pitch circle.
17. Face of the tooth. It is surface of the tooth above the pitch surface.
18. Top land. It is the surface of the top of the tooth.
19. Flank of the tooth. It is the surface of the tooth below the pitch surface.

41
20. Face width. It is the width of the gear tooth measured parallel to its axis.
21. Path of contact. It is the path traced by the point of contact of two teeth from the beginning
to the end of engagement.
22. Length of the path of contact. It is the length of the common normal cut-off by the
addendum circles of the wheel and pinion.

-1
Metric module (mm) Equivalent Pd (in )
1 25.4
1.25 20.32
1.5 16.93
2 12.7
3 8.47
4 6.35
5 5.08
Table 2 Standard metric modules

42
 Minimum pinion teeth Maximum gear teeth
17 1309
16 101
15 45
14 26
13 16

Table 3 Minimum number of pinion teeth to avoid interference between a 20° full depth pinion
and full depth gears of various sizes.

The gear on the counter shaft is smaller from the gears on the gear box which is pinion gear (n3)

Determining number of teeth of pinion gear:

From the above table 3.2 we take pressure angle ( ) = 20° for correct center distance.
From the above table 3.3 we take module (m) =4

3= [ +√ 2+(1+2 )sin2] (1+2 )sin2

Where k=1 for full depth involutes teeth

k=0.8 for stub involutes teeth

2∗1

3= [4+√42+(1+2∗4)sin220°] (1+2∗4)sin220°

3=15.4≈16

The pitch diameter of the pinion gear:

3= ∗ 3=4∗16=64

Number of teeth of the gear of the output shaft (n4):

4 3= 2

4= 3∗ 2=16∗4

43
 4=64

Pitch diameter of gear of the output shaft (D4):

4= 3∗ 2=64∗4

4=256

For our design project it is preferable to select spur gear.

 Because the given power and speed are minimum values

 It is easy to manufacture

 It is simple to analyses

 It is cost is low as compared to helical gear

3.1.2.2. Standard tooth properties for spur gears for second gear mesh:
Addendum (a) = 1*4 = 4mm

Dedendum (d) =1.25*4 = 5mm

Pinion pitch diameter (D3) = 64mm

Gear pitch diameter (D4) = 256mm

Pinion base diameter (Pbd) = D3*cos20 = 60mm

Gear base diameter (Gbd) = D4*cos20 = 240.56mm

Pinion outside diameter (Pod) =D3+2a = 72mm

Gear outside diameter (God) = D4+2a = 264mm

Pinion root diameter (Prd) = D3-2d = 54mm

Gear root diameter (Grd) = D4-2d = 246mm

3∗ 0.064∗750

Pitch line velocity (Vp)= 60 = 60 =2.513/

4∗ 0.256∗187.5

Pitch line velocity for gear (Vg)= 60 = 60 =2.513/

44
 3.1.2.3. Standard center distance (CD)
For spur gear

Assume the clearance is 5mm.

+ 72+264
= += +5=173

2 2

3.1.2.4. Contact ratio in second gear mesh:

Tooth contact begins and ends at intersection of the two addendum circles with the pressure
lines. Pressure lines mean zone action meshing gear.

Contact ratio (CR) must be greater than 1.2

If CR less than or equal to 1.2 then,

 Accuracy in mounting might reduce.

 Increase the possibilities of impact between the teeth.

 Increase the noise level.

Where, CR=contact ratio

PN=normal base pitch

Z=length of action

Contact ratio between pinion and gear in second gear mesh:

2 2 2 2
=√( + ) − +√( + ) − −( + )sin

Where, rp=radius of pinion, rg=radius of gear, rbp=base radius of pinion, rbg=base radius of
gear, a=addendum

= cos

= cos

45
 2 2 2
=√(32+4) −30 +√(128+4) −120.28−(32+128)sin20°

=19.55

= , but =4 ∗cos20=11.8mm

19.55 = 11.8 =1.657

Since CR>1.2 it is safe.

Determining number of teeth of the input shaft gear (n1) and number of teeth of the first gear of
counter shaft (n2)

1+2 + 2+2 = + =2 = 1+2 + 2+2 +2

2

2 = 1+ 2+4 +2 ………………(1)

1= 1,2= 1∗ 1………………………..(2)

Where D1 is pitch diameter of input shaft gear and D2 is pitch diameter of first gear of the
counter shaft. Then, substitute equation (2) in (1)

2 = 1+(1∗ 1)+4 +2 =2∗173= 1+(1∗2)+4∗4+2∗5

3 1=346−26=320

1=106.67

Then, to find D2 substitute the value of D1 in equation (2)

2= 1∗ 1=106.67∗2

2=213.34

Module (m), =

46
 1
106.67
1;4=
= 1

106.67 1= =26667≈27.
4

Where n1 is the number of teeth of gear in the input shaft

2 213.34

2;4=
= 2

213.34 2= =53334≈54.
4

Where n2 is the number of teeth of first gear in the counter shaft

3.1.2.5. Standard tooth properties for spur gears for first gear mesh:
Addendum (a) = 1*4 = 4mm

Dedendum (d) =1.25*4 = 5mm

Pinion pitch diameter (D1) = 106.667mm

Gear pitch diameter (D2) = 213.334mm

Pinion base diameter (Pbd) = D1*cos20 = 100.234mm

Gear base diameter (Gbd) = D2*cos20 = 200.468mm

Pinion outside diameter (Pod) =D1+2a = 114.667mm

Gear outside diameter (God) = D2+2a = 221.334mm

Pinion root diameter (Prd) = D1-2d = 96.667mm

Gear root diameter (Grd) = D2-2d = 203.334mm

1∗ 0.106667∗1500

Pitch line velocity for pinion gear (Vp) = 60 = 60 =8.3776/

2∗ 0.213334∗750

Pitch line velocity for the gear (Vg)= 60 = 60 =8.3776/

47
 3.1.2.6. Contact ratio between pinion and gear in first gear mesh:
=

2 2 2 2
=√( + ) − +√( + ) − −( + )sin

=√(53334+4.)2−50.1172+√(106.67+4)2−100.234^

−(53334+106..67)sin20°

=2002.

= cos=4 cos20°=11.81

2002. = =1.7

11.81

Since CR>1.2,it is safe.

3.1.2.7. Force analysis for spur gear for the second gear mesh.

Figure 20 force analysis

The analysis of loading on meshing gear teeth can be done by the standard methods of load analysis

At the pitch point, the only force that can be transmitted from one teeth to the other, neglecting
friction, is force W acting along the line of action at the pressure angle. This force can be resolved in
to two components, Wr acting in the radial direction and Wt in the tangential direction.

Given data:

Input speed ( ) =1500rpm

48
Speed of the counter shaft ( ) =750rpm

Speed of output shaft(No)=187.5rpm

Input power (pi)=3kw

Torque in the counter shaft (Tc)=38.2Nm

Torque of output shaft(To)=152.8Nm

2=3

(2∗38.2) = 0.064 =1.1938

Where, Tp=is the torque on the pinion shaft,D3=pinion pitch diameter.

= ∗

=1.1938∗ 20°=434.5

Where, Wr is the radial component.

1.1938 = 20° =1.27

Where, W is the resultant force.

The reaction force R, and its components Rt and Rr at the pivots, are equal and opposite to the
corresponding force acting at the pitch point of the respective gear or pinion. The pinion forces
are equal and opposite to those acting on the gear.

3.1.2.8. Torque transmitted for second gear mesh:

3 −3
Pinion torque; = ∗ =1.1938∗10∗32∗10 =38.2

3 −3
Gear torque; = ∗ =1.1938∗10∗128∗10 =152.8

49
 3.1.2.9. Force analyses for the first gear mesh

2=1

(2∗19.) = =179.062

0.106667

Where, Ti=is the torque on the input shaft, D1=pinion pitch diameter.
= ∗

=179.062∗ 20°=65.17

Where, Wr is the radial component force.

179.062 = 20° =190.55

Where, W is the resultant force.

3.1.2.10. Torque transmitted for first gear mesh

Pinion torque; −3

= ∗ =179.062∗53334∗10. =9.55

Gear torque; −3

= ∗ =179.062∗106.6∗10 =19.

3.1.2.11. Stress analyses for spur gear

Figure 21 stress analysis

50
 3.1.3. Bending stress (permissible working stress)
.

= ……………………(1)

Where, M = Maximum bending moment at the critical section = ∗ℎ

WT = Tangential load acting at the tooth,

h = Length of the tooth,

y = Half the thickness of the tooth (t) at critical section =

2
3
I = Moment of inertia about the centre line of the tooth=
12

b = Width of gear face.

Substituting the values for M, y and I in equation (1)we get

( ∗ℎ)
()

( ∗ℎ)∗6
3

= = 2

12
2

∗∗

6ℎ

In this expression, t and h are variables depending upon the size of the tooth (i.e. the circular pitch) and its profile. = ∗ ,&ℎ= ∗ ;Where x & k are constants.

2 2 2
∗

= ∗∗ = ∗∗ ∗

6∗ 6

Substituting = and = we have = ∗∗ ∗

∗∗

0.912
For 20°full depth involutes system; =0.154− ,where n is number of teeth.

51
 8 16 12 12
< < , but we take the moderate value that is = = =48

0.25

3.1.3.1. Bending stress of second gear mesh

Bending stress of the pinion gear:

0.912 =0.154− 16=0.097

1193.8
== =20.403/ 2 ∗ ∗ 4 ∗48∗0.097

Bending stress of the gear:

0.912 =0.154− 64=0.13975

1193.8 2

= = =14.162/

∗ ∗ 4 ∗48∗0.13975

3.1.3.2. Bending stress of first gear mesh

Bending stress of the pinion gear:

0.912 =0.154− 27=0.12

179.062
== =2.474/ 2 ∗ ∗ 4 ∗48∗0.12

0.912

Bending stress of gear: =0.154− 54 =0.137

179.062
== =2.167/ 2 ∗ ∗ 4 ∗48∗0.137


Material selection of gear design
In our gear design we select gray cast iron because it has the following properties.

 Machine ability is excellent

 Ductility is low(0.6%), impact resistance low

 Damping capacity high

52
  Thermal conductivity high
 Dry and normal wear properties excellent.

3.1.4. Dynamic tooth stress

The dynamic stresses are due to the following reasons:

Inaccuracies of tooth spacing,

Irregularities in tooth profiles, and

Deflections of teeth under load.

A closer approximation to the actual conditions may be made by the use of equations based on
extensive series of tests, as follows:

= ∗

Where; WD = Total dynamic load, WT = steady load due to transmitted torque,WI = increment
load due to dynamic action.

= + = + 21( ∗ + ) 21+√ ∗ +

Where, v = pitch line velocity, b = face width, C = deformation or dynamic factor in N/mm.
∗

=
1+ 1

Where, K = A factor depending upon the form of the teeth =0.111, for 20°full depth involute
2
system. Ep = elastic modulus for the material of the pinion in N/mm

2
Eg = elastic modulus for the material of the gear in N/mm .

e = Tooth error action in mm.

53
 Module(m) in mm Carefully cut
gears
Upto4 0.025
5 0.028
6 0.032
7 0.035
8 0.0386
Table 4 values of tooth error in action (e) verses module

3.1.4.1. Dynamic tooth stress of second gear mesh

∗ 0.111∗0.025 2

=1.72∗10 /
Dynamic tooth stress of pinion gear: = 1 1
+ = 1
+
1
5
5

1.24∗10 + 1.24∗10

= + 21(∗ + )

21+√ ∗ +

Given data; Wt = 1193.8N, vp = 2.513m/s, b = 48mm.

=1193.8+ 21∗2.513/(48 ∗172/ +1193.8)

21∗2.513/ +√48 ∗172/ +1193.8

=4.519

Dynamic tooth stress of gear:

= + 21(∗ + )

21+√ ∗ +

Given data; WT = 1193.8N, vg = 2.513m/s, b = 48mm.

=1193.8+ 21∗2.513/(48 ∗172/ +1193.8)

21∗2.513/ +√48 ∗172/ +1193.8

=4.519

3.1.4.2. Dynamic tooth stress of first gear mesh

Dynamic tooth stress of pinion gear:

54
 =+ 21( ∗ + ) 21+√ ∗ +

Given data; WT = 179.062N, vp = 8.3776m/s, b = 48mm.

=179.062+ 21∗8.3776/(48 ∗172/ +179.062) 21∗8.3776/ +√48 ∗172/ +179.062

=5.721

Dynamic tooth stress of gear:

=+ 21( ∗ + ) 21+√ ∗ +

Given data; WT = 179.062N, vg = 8.3776m/s, b = 48mm.

=179.062+ 21∗8.3776/(48 ∗172/ +179.062) 21∗8.3776/ +√48 ∗172/ +179.062

=5.721

3.1.5. Static tooth stress

The static tooth stress (also called beam strength or endurance strength of the tooth) is obtained by
Lewis formula by substituting flexural endurance limit or elastic)inplace oflimit permissible working).
stress (σ
∴Static tooth load or beam strength of the tooth,

= ∗∗ ∗= ∗∗ ∗

Material of pinion and gear Brinell hardness Flexural

number(B.H.N) endurance
limit( )

Grey cast iron 160 84

Semi-steel 200 126
Table 5 values of flexural endurance limit.

55
 3.1.5.1. Static tooth stress of second gear mesh
Static tooth stress pinion gear:

= ∗ ∗ ∗ =84∗48∗4 ∗0.097=4.915

Static tooth stress gear:

= ∗ ∗ ∗ =84∗48∗4 ∗0.13975= .08

3.1.5.2. Static tooth stress of first gear mesh

Static tooth stress pinion gear:

= ∗ ∗ ∗ =84∗48∗4 ∗0.12=6.08

Static tooth stress gear:

= ∗ ∗ ∗ =84∗48∗4 ∗0.137=6.9415

3.1.6. Wear tooth stress

The maximum load that gear teeth can carry, without premature wear, depends upon the radii of curvature of

the tooth profiles and on the elasticity and surface fatigue limits of the materials. The maximum or the limiting

load for satisfactory wear of gear teeth is obtained by using the following Buckingham equation, i.e. = ∗ ∗ ∗

Where, Ww = Maximum or limiting load for wear in N

DP = Pitch circle diameter of the pinion in mm,

b = Face width of the pinion in mm,

Q = Ratio factor
2∗ .. 2
= = ,for external gear

..+1 +

V.R. = Velocity ratio =

2
K = Load-stress factor (also known as material combination factor) in N/mm .

56
The load stress factor depends upon the maximum fatigue limit of compressive stress, the
pressure angle and the modulus of elasticity of the materials of the gears. According to
Buckingham, the load stress factor is given by the following relation:
2
( )

sin1 1

= ( + ) 1.4

2
Where = Surface endurance limit in mpa or N/mm ,

= Pressure angle,

2
Ep = Young's modulus for the material of the pinion in N/mm , and

2
Eg = Young's modulus for the material of the gear in N/mm .

Material of pinion and Brinellhardness Surface endurance

gear number(B.H.N) limit()in N/mm 2

Grey cast iron 160 630

Semi-steel 200 630
Table 6 values of surface endurance limit.

3.1.6.1. Wear tooth stress for the second gear mesh

Wear tooth stress of pinion gear:

Given data;= 16,= 64, b= 48mm,Dp = 64mm

3 4

64

= = =4

16

2∗ .. 2 2∗64

= = = =1.6

..+1 + 64+16

22
1 1
(630/ )sin20°

= ( 5
+ 5
)

1.4 1.24∗10 1.24∗10

=1.564

2
=64 ∗48 ∗1.6∗1.564/ =4.8

57
Wear tooth stress of gear:

2
=64 ∗48 ∗1.6∗1.564/ =4.8

3.1.6.2. Wear tooth stress for the first gear mesh

Wear tooth stress of pinion gear:

Given data; n1 = 27, n2 = 54,b= 48mm,Dp = mm

64

= = =4

16

2∗ .. 2 2∗64

= = = =1.6

..+1 + 64+16

22
1 1
(630/ )sin20°

= ( 5
+ 5
)

1.4 1.24∗10 1.24∗10

=1.564

2
=64 ∗48 ∗1.6∗1.564/ =4.8

Wear tooth stress of gear:

1.564 =64 ∗48 ∗1.6∗ 2 =4.8

3.1.7. Design of shafts

We select the material for shaft is mild steel, with 440mpa of ultimate tensile strength ( ).

So, =0.36 =158.4 and =0.18 =79.2

Wr21
Wt21

100mm

A 1 58
 3.1.7.1. Design of input shaft

From force analyses

Wt21=179.062N

Wr21=65.175N

Reaction force on y-axis (radial reaction force)

Assume upward and counter clock wise direction is positive

∑ =0,− + 21=0, =65.175

Shear force and bending moment free body diagram (FBD)

0≤ ≤100

59
∑ =0,−65.175− =0, =−65.175

∑ ( )=0, +65.175∗ =0, =−65.175

At X=0,M=0 and at X=100,M=-6.5175Nm

Shear force diagram

Bending moment diagram

Reaction force on Z-axis (tangential reaction force)

∑ =0,− + 21=0, =179.062

∑ =0,−179.062− =0, =−179.062

60
∑ ( )=0,M+179.062∗X=0,M=−179.062∗X

At X=0, M=0 and at X=100, M=17.9062Nm

2 2 2
=√ + =√17.9062+(−6.5175) =19.055

Shear force diagram

Bending moment diagram

Resultant bending moment diagram

Design of diameter for input shaft

Figure 22 Load acting on the gear

In order to find the diameter of shaft for spur gears, the following procedure may be followed

The normal load acting between tooth surfaces is given by

61
 179.062
= = =190.5

20°

The weight of the gear is given by 2 2

=0.00118∗ ∗ =0.00118∗27∗48∗4 =24468.

The resultant load acting on the gear

2 2
=√ + +2 ∗

√190.52+24468.2+2∗190.5∗24468.20°

=213.656

Bending moment on the shaft due to the resultant load

= ∗ =213.656∗100 =21.3656

Since the under the combined effect of torsion and bending, therefore we determine the
equivalent torque

√ 2 2

= +

106.67

∗
But = 2
=179.062∗ 2 =9.55

=√21.36562+9.552

=23.4

Now the diameter of the shaft is determined by the following relation

3
= ∗∗

16

Where = shear stress of the shaft material

3 3
23.4∗10 = ∗79.2 ∗
2

16

62
 3 3

23.4∗10=15551.

3 3 3

=1.5∗10

=11.5 ≈12

3.1.7.2. Design of the output shaft

From force analysis

Wt34=1.1938KN

Wr34=434.5N

Assume upward and clock wise directions are positive

Reaction force on y-axis (radial reaction force)

∑ =0, = 34=434.5

Shear force and bending moment diagram

0≤ ≤20

63
∑ =0,− − =0, =−434.5

∑ ( )=0, + ∗ =0, =−434.5∗

At X=0, M=0 and at X=200, M=-86.9Nm

a) Shear force diagram

b) Bending moment diagram

Reaction force on Z-axis (tangential reaction force)

∑ =0, =1.1938

Shear force and bending moment diagram

∑ =0,− − =0, =−1.1938

64
∑ ( )=0, + ∗ =0, =−1.1938

At X=0, M=0 and at X=200, M=-238.76Nm

2 2
=√ +

=√−238.762+(−86.9)2=254.08

Shear force diagram

Bending moment diagram

Resultant bending moment

Diameter of the output shaft

1193.8 = = =1270

20°

2 2

=0.00118∗ ∗ =0.00118∗64∗48∗4 =58

2 2 2
=√ + +2 ∗ =√1270+58 +2∗1270∗58 20°

=1324.65

= ∗ =1324.65∗200 =264.93

2 2
=√ +

65
 3 256

But = ∗2 =1.1938∗10∗2 =152.81

2 2
=√264.93 +152.81 =305.84
3

= ∗∗

16
3 3

305.84∗10= ∗79.2∗ 16
3 3 3

=19.67∗10

=27.99 ≈28

3.1.7.3. Design of counter shaft

From force analysis:

Wr12=65.175N

Wr43=434.5N

Wt12=179.062N

Wt43=1.1938kN

Reaction forces on y-axis (radial reaction force)

Assume upward and counter clock wise direction is positive.

∑ =0, + − 12− 43=0

+ = 12+ 43

66
 + =65.175+434.5 =499.675

∑ =0, ∗200− 43∗600− 12∗100

∗800=434.5 ∗600+65.175∗100

=334.022

Therefore, RAY+RBY=499.675N

+334.022=499.675, =499.675−334.022

=165.653

Shear force and bending moment diagram

0≤ ≤100

∑ =0, =165.653

∑ (sec)=0,M1−165.653N∗X

1=165.653

At X=0, 1=0,At =100, 1=16565.3 =16.5653

100≤ ≤600

∑ =0,− 2− 12+ =0

−65.175− 2+165.653=0,− 2=100.478

2=−100.478

∑ (sec)=0,M2+wr12(X−100)−RAy(X)

67
 2=165.653()−65.175( −100)

2=100.478−6517.

At =100, 2=100.478(100)−6517.

2=3.53

At =600, 2=100.478(600)−6517.

2=53.796

∑ =0,− 3−434.5−65.175+165.653=0

− 3=434.5+65.175−165.653

3=−334.022

∑ (sec)=0,M3+434.5(X−600)+65.175(X−100)−165.653(X)=0

3+434.5 −260.7 +65.175−6.518 −165.653=0

3+334.022−267.218 =0

3=267.218−334.022

At =600, 3=66.805

At =800, 3=0

68
Reaction forces on z-axis (tangential reaction force)

∑ =0, + − 12− 43=0, + = 12+ 43

+ =179.062+1193.8

+ =1372.862

∑ =0, ∗800− 43∗600− 12∗100=0

∗800= 43(600)+ 12(100)

∗800=1193.8(600)+179.062(100)

=917.33

Therefore + =1372.862

=1372.862−917.33=455.129

0≤ ≤100

∑ =0,1=455.129

∑ (sec)=0,M1−455.129(X)

69
 1=455.129

At =0, 1=0

At =100, 1=455129.

100≤ ≤600

∑ =0,− 2−179.062+455.129=0 −

2+276.067=0

2=276.067

∑ ( ), 2+179.062(−100)−455.129()=0

2=455.129−179.062( −100)

2=455.129−179.062+17906.2

2=276.067+17906.2

At =100, 2=27.6067+17.9062

2=45513.

At =600, 2=276.067(600)+17906.2

2=183.546

∑ =0,− 3−1193.8−179.062+455.129=0

− 3=−455.129+1193.8+179.062
70
 3=−917.33

∑ (sec)=0,M3+1193.8(X−600)+179.062(X−100)−455.129()=0

3=455.129−1193.8( −600)−179.062(−100)

3=455.129−1193.8+716.28 −179.06217.9062

3=734.186 −917.33

At =600, 3=183.546

At =800, 3=0

Design of diameter of counter shaft

In the first gear mesh

179.062

= = =190.55

20°

2 2 2

=0.00118∗ ∗ =0.00118∗ 2∗ ∗ =0.00118∗54∗48∗4 =48.94

71
 2 2
=√ + +2 ∗

=√190.552+48.942+2∗190.55∗48.94∗ 20°=237.13

= ∗ =237.13∗0.1=23.713

√ 2 2

= +

213.34

= ∗2
=179.062∗ 2 =19.

2 2

=√23.713+19. =30.448

3
But, = ∗∗

16

3 3
30.448∗10 = ∗79.2 ∗
2

16

3 3

=1957.945

=12.51 ≈13

In the second gear mesh

1193.8

= = =1270

20°

2 2 2

=0.00118∗ ∗ ∗ =0.00118∗ 3∗ ∗ =0.00118∗16∗48∗4 =14.5

2 2 2
=√ + =2 ∗ =√1270+14.5 +2∗1270∗14.5 20°

=1283.635

2 2
= ∗ =1283.635∗200 =256.727 =√ +
64

= ∗2 =1193.8∗2=38.2

2
=√256.727+38.2 =259.55

72
 3 3 3
But, = ∗ ∗ ;259.55∗10 = ∗79.2 ∗
2

16 16

3 3

16690.245 =

=27

3.1.8. Shafts subjected to fluctuating loads

In actual practice shafts are subjected to fluctuating torque and bending moments. In order to design
such shafts like counter shafts and line shafts, the combined shock and fatigue factors must be taken
in to account for the computed twisting moment (T) and bending moment (M).Thus the

equivalent twisting moment, =√( ∗ )2+( ∗ )2

And equivalent bending moment =1/2( ∗ + )

Where, km=combined shock and fatigue factor for bending

Kt=combined shock and fatigue factor for torsion

3.1.8.1. Diameter of input shaft

=√( ∗ )2+( ∗ )2

From table 14.2 above for rotating shafts with gradually applied loads, km=1.5 and kt=1

2 2
=√(1.5∗21.3656) +(1∗9.55)

73
 2 2
=√(32) +(9.55)

=33.4
3 3

= =33400 =15551. 16
3 3

=2147.77 =15 =1/2( ∗ + )

=1/2(1.5∗21.3656+33.4)

=32.7242
3
= ∗ ∗

32

158.4 3 3
327.24 = ∗ 2 ∗ =327.24 =15551.

32

=15

3.1.8.2. Diameter for output shaft

=√( ∗ )2+( ∗ )2

=√(1.5∗264.93)2+(1∗152.81)2

=√(397.4)2+(152.81)2

=425.7
3 3

= =425700=15551. 16
3 3

=27374.54 , =32

=1/2( ∗ + )

=1/2(1.5∗264.93+425.7)

74
 =411.5
3
= ∗ ∗

32

158.4 3 3
411500= ∗ 2 ∗ =411500=15551.

32

=32

3.1.8.3. Diameter counter shaft

In the first gear:

2 2
=√( ∗ ) +( ∗ )

=√(1.5∗23.713)2+(1∗19.)2

=√(35.6)2+(19.)2

=40.
3 3

= =40400 =15551. 16
3 3

=2597. , =16

In the second gear:

2 2
=√( ∗ ) +( ∗ )

=√(1.5∗256.727)+(1∗38.2)2

=√(385.1)2+(38.2)2

=387
3 3

= =387000=15551. 16
3 3

=248.85 , =30

75
 3.1.9. Critical speed of shaft
It is very important to avoid excessive lateral vibration in shaft. Shaft operating at or near their
critical speed (natural frequency) develop lateral displacement of relatively high amplitude. Then
result high dynamic stress in the shaft and high dynamic load on the bearing and other component
causing excessive wear and easily failure. Therefore critical speed of shaft should be checked.

3.1.9.1. Critical speed of input shaft

The lowest critical of a uniform shaft supported in shaft bearing is given by

384
=√
3

=0.1 , =519.395

= ,= ∗

2 2

∗0.015 −5 3

= 4 ∗= 4 ∗0.1=1.767∗10

=7.85

= ∗ , =17.67 3∗7.85 =138.71

=0.13871∗9.81 =1.36

384∗519.395∗.81
3
=√ =158814rpm
5∗1.36∗0.1

Where, = shaft weigh per unit length, =distance between support, =density of the material,

3.1.9.2. Critical speed of output shaft

The lowest critical of a uniform shaft supported in shaft bearing is given by

76
 384
=√
3

=0.2 , =10654.7

= ,= ∗

2
∗0.032
−3 3

= 4 ∗= 4 ∗0.2=2.574∗10

=7.85

= ∗ , =2574 ∗7.85 =20.206 3

=20.206∗9.81 =198.22

=√ =21484
384∗10654.7∗9.81 5∗198.22∗0.23

Where, = shaft weight per unit length, =distance between support, =density of the material,

3.1.9.3. Critical speed of counter shaft

When the gear is mounted at a distance “a”from the l
3

right support then, =√ 22

Where, =weight of the gear, = total length the shaft=0.8m

Module(m)=4mm

Face width (b) =48mm

−9 4
=3.217∗10 , =665.92

−9 4
=39.76∗10 , =8230.32

77
 =0.1 , =0.2 ,=0.8

For the first gear of counter shaft.

2
=0.0011∗ ∗ ∗ =48.94

33∗665.92∗0.8∗9.81
=√
2 2
, =√
2 2
=8545.66rpm
∗ 48.94∗0.1∗0.2

For the second gear of counter shaft.

2
=0.0011∗ ∗ ∗ =14.5

=√ 33∗8230.32∗0.8∗9.81
2 2
, =√
2 2
=55194.9rpm
∗ 14.5∗0.1∗0.2

So we take the maximum value which is 55194.9rpm. Because if the shaft is safe for the
maximum value, it is also safe for minimum value.

3.1.10. Deflection consideration

3.1.10.1. Deflection of input shaft
Deflection on y-axis (deflection due to radial forces)

Bending moment equation

0≤ ≤100, =−65.175

Slope (θ)

=∫ ……………general formula

78
 2

=∫−65.175 =−65.1752 + 1

Deflection (δ)

0≤ ≤100, =∫ ………..general formula

2 3
65.175 65.175

=∫(− 2 + 1) =− 6 +1+2

Boundary condition:

Boundary condition-I, at x=0, δ=0 3

65.175(0)

=− = 1(0)+ 2
6

0=0+0+ 2

0= 2

Boundary condition-II, at x=100, δ=0 3

65.175(0.1)

=− + 1(0.1)+ 2
6
3

0=−65.175(0.1) +0.1 1+0 6

1=0.108625

Slope equation ( ):
2
65.175

=− 2 +0.108625

Deflection equation ( ):
3
65.175

=− 6 +0.108625+

Where d=15mm
4 4
(0.015)
−9 4
= 64 ,= 64 ,=2.485∗10

79
 9
Assume modulus of elasticity, E=207GPa, E=207*10 Pa
So, 9 −9 4

=207∗10∗2.485∗10 =519.395

Bearing slope ( ):
2
−65.175

At, =0, = +1
2

65.175(0)
2

=− +0.108625
2

=0.108625, =0.108625
0.108625
= =0.000211°
519.395

Gear slope ( ):

At, =100 =0.1

65.175(0.1)
2
=− +0.108625
2

=−0.21725=−0.21725
0.21725
=− =−0.0004223°
519.395

Deflection ( ):
100

At = 2 =50 , =
3
65.175

=− +0.108625
6
3

65.175∗0.05 =− +0.108625(.05)
6

−3 −3 −3
=−1.3578∗10 +5.43∗10 =4.0722∗10

4.0722∗10
−3
−6

= 519.395 =7.9165∗10

80
 −3

=7.9165∗10

Deflection on z-axis (deflection due to tangential force)

917.733N
455.129N
Bending moment equation

0≤ ≤100, =−179.062

Slope ( )

=∫
2
179.062

=− +1
2

Deflection ( )

=∫
3
179.062

=− +1+2
6

Boundary condition

Boundary condition-1 at =0, =0

3
179.062

=− +1+2
6

179.062()
3

=− + 1(0)+ 2
6

0=0+0+ 2,2=0

Boundary condition-2, at =100, =0

3
179.062()

=− +1
6

81
 3

0=−179.062(.1) +0.11 6

0=−0.0298+0.11
0.0298

1= 0.1 =0.298

Slope equation 2
179.062

=− +0.298
2

Deflection equation 3
179.062

=− +0.298
6

Bearing slope 2
179.062

At =0, =− +0.298
2

179.062()
2

=− +0.298
2

=0.298=0.298

=0.00058

Gear slope 2

At =100, =−
179.062

+0.298
2

179.062(.1)
2

=− +0.298
2

=−0.895+0.298

=−0.6, =−0.6=− 0.6

514.395

=−0.001166

Deflection (δ)
82
At =0.05, =
3
179.062

=− +0.298
6

179.062(.05)
3

=− +0.298(0.05)
6

−3 −2
=−3.73∗10 +1.49∗10
0.01117
=0.01117 =
514.395

−5 −2
=2.17∗10 =2.17∗10

3.1.10.2. Deflection of counter shaft

Defection on y-axis (deflection due to radial force)

Bending moment equation

0≤ ≤100, 1=165.653∗

100≤ ≤600, 2=100.478−6517. =165.653()−65.175( −100)

600≤ ≤800, 3=267.218−334.022

=165.653−434.5( −600)−65.175( −100)

Slope ( )

0≤ ≤100, 1=∫ 1 , 1=∫165.653

2
165.653

1= +1
2

100≤ ≤600, 2=∫ 2

83
 2=∫(165.653−65.175( −100))

2 2
165.653 65.175(−100)

2= − +3

2 2

600≤ ≤800, 3=∫ 3

3=∫(165.653−434.5( −600)−65.175(−100))

2 2 2
165.653 434.5(−600) 65.175(−100)

3= − − +5

2 2 2

Deflection (δ)

0≤ ≤100, 1=∫ 1 …………..

2
165.653

1=∫( 2 + 1)
3
165.653

1= +1+2
6

100≤ ≤600, 2=∫ 2

2 2
165.653 65.175(−100)

2=∫( 2 − 2 + 3)

3
165.653 65.175(−100)

2= − +3+4

6 6

600≤ ≤800, 3=∫ 3

2 2 2
165.653 434.5(−600) 65.175(−100)

3=∫( 2 − 2 − 2 + 5)

3 3 3
165.653 434.5(−600) 65.175(−100)

3= − − +5+6

6 6 6

Boundary conditions

Boundary condition -1 At =100

1= 2

84
 2 2 2
165.653

+ 1=
165.653

− 65.175(−100)
+3

2 2 2

1= 3

2. 1= 2

3 3 3
65.175(−100)
−
165.653 165.653

+ 1 + 2= +3+4

6 6 6

2= 4, 1= 3

Boundary condition-2 At =600

1. 2= 3

2 2

165.653
−65.175(−100) +3

2 2

2 2 2

=
165.653
−434.5( −600) − 65.175(−100) +5

2 2 2

3= 5,. 1= 3= 5

2= 3
653 ( )3

165. −65.175−100+ 3 + 4

6 6

3 3

165.653 434.5( −600) 65.175(−100)

= − − +5+6

6 6 6

3 + 4= 5 + 6, 3= 5, ℎ 4= 6

. 2= 4= 6

Boundary condition -3 At =0, =0

3
165.653

1= +1+2
6

0= 2

That means, c2=c4=c6=0

85
Boundary condition -4 At =800 , =0

3 3
165.653 434.5( −600) 65.175(−100)

3= − − +5+6

6 6 6

3 3 3

0=
165.653(0.8)
− 434.50.8−0.6() − 65.1750.8−0.1() + 5(0.8)+0

6 6 6

0=14.136−0.58−3.726+0.85

5=−122875.

So, 1= 3= 5=−122875.

Slope equation: ,0≤ ≤100

2

165.653 1= −122875.
2

At,100≤ ≤600

2 2
165.653 65.175(−100)

2= − −122875.
2 2

At,600≤ ≤800

2 2 2
165.653 434.5( −600) 65.175(−100)

3= − − −122875.
2 2 2

Deflection equation:

165.653

0≤ ≤100; 1= −122875.
6

3
165.653 65.175(−100)

100≤ ≤600; 2= − −122875.

6 6

600≤ ≤800;

3 3

165.653 434.5( −600) 65.175(−100)

3= − − −122875.
6 6 6

86
Left bearing slope: At, x=0, d=15mm: At,x=800mm

Assume modulus of elasticity (E)=207Gpa

4
−9 4
І= (0.015)=2.485∗10

64

І=519.395

2
165.653(0)

1= −122875.
2

122875. 1=−122875,.1=−
=−0.024°
519.395

Right bearing slope: At,x=800mm

2 2 2
165.653 434.5( −600) 65.175(−100)

3= − − −122875.
2 2 2

2 2 2
165.653(0.8) 434.50.8−0.6() 65.1750.8−0.1()

3= − − −12.875
2 2 2

16.0525 3=16.0525,3= ,3=0.03°

514.395

Left gear slope: At, x=100mm,d=16mm

4 −9 4
І= (0.016)=65536∗10.
64

4
І=13565.9

1=−11.46,1=− 11.46 =−0.0008447° 13565.9

Right gear slope: At, x=600mm,d=30mm

4
−9 4
І= (0.03)=39.76∗10

64

4
І=8230.32

87
 2 2
165.653 65.175(−100)

2= − −122875.
2 2

2 2
165.653(0.6) 65.1750.5()

2= − −122875.
2 2

9.3656 2=9.3656,2= =0.001138°

8230.32

Left gear deflection: At, x=100mm,d=16mm

4
−9 4
І= (0.016)=65536∗10.

64

4
І=13565.9

165.653 1= −122875.
6
3
165.653(0.1)

1= −122875(0..1) 6

1=−1.2,1=− 1.2 =−0.0885 13565.9

Right gear deflection: At, x=600mm,d=32mm

4
−9 4
І= (0.032)=51.47∗10

64

І=10654.29

3
165.653 65.175(−100)

2= − −122875.
6 6

3 3
165.653(0.6) 65.1750.5()

2= − −122875(0..6)
6 6

2.7705 2=−2.7705,2=−
=−0.26
10654.29

Deflection on z-axis (deflection due to tangential force)

Bending moment equation: At,0≤ ≤100; 1=455.129

88
 At,100≤ ≤600; 2=455.129−179.062( −100)

At,600≤ ≤800; 3=455.129−1193.8( −600)−179.062( −100)

2
455.129

Slope ( );0≤ ≤100,І1= +1

2 2
455.129 179.062(−100)

At,100≤ ≤600,І2= − +c3

2 2

2 2 2

1193.8(−600) 179.062(−100)
− −
455.129

At,600≤ ≤800,І3= +5

2 2 2

455.129

Deflection ( );0≤ ≤100,І1= +1+2

3 3

179.062(−100)
−
455.129

At,100≤ ≤600,І2= +3+4

6 6

3 3 3

1193.8(−600) 179.062(−100)
− −
455.129

At,600≤ ≤800,І3= +5+6

6 6 6

Boundary condition -1; At =100 ,

1= 2

2 2 2
455.129 455.129 179.062(−100)

+ 1= − +c3, i.e. 1= 3

2 2 2

1= 2

3 3 3

179.062(−100)
455.129
+ 1 + 2=
455.129
− +3+4

6 6 6

2= 4

Boundary condition -2; At =600 ,

2= 3
129 ( )2

455. −179.062−100+c3

2 2

2 2

455.129 1193.8( −600) 179.062( −100)

= − − +5

2 2 2

89
3= 5,then 1= 3= 5

2.2= 3

3 3

455.129
−179.062(−100) +3+4

6 6

3 3 3

=
455.129
− 1193.8( −600) − 179.062(−100) +5+6

6 6 6

4= 6,. 2= 4= 6

Boundary condition -3;At =0,1=0

3

І1=455.129 + 1 + 2 6

0= 2, . 2= 4= 6=0

Boundary condition -4; At =800 ,3=0

3 3 3

1193.8( −600) 179.062(−100)

І3=
455.129
− − +5+6

6 6 6

3 3 3

0=
455.129(0.8)
− 1193.80.2()
− 179.062.7()
+ 5(0.8)+0

6 6 6

5=−33.75,. 1= 3= 5=−33.75

Slope equation: ,0≤ ≤100

455.129 1= −33.75
2

At, 100≤ ≤600

2
455.129 179.062(−100)

2= − −33.75
2 2

At,600≤ ≤800

2 2
455.129 1193.8( −600) 179.062(−100)

3= − − −33.75
2 2 2

90
Deflection equation:
3
455.129

0≤ ≤100; 1= −33.75

3 3
455.129 179.062(−100)

100≤ ≤600; 2= − −33.75

6 6

600≤ ≤800;

3 3 3

45.129 1193.8( −600) 179.062(−100)

3= − − −33.75
6 6 6

Left bearing slope: At, x=0, d=15mm:At, x=800mm

Assume modulus of elasticity (E) =207Gpa

4
−9 4
І= (0.015)=2.485∗10

64

І=519.395 4
455.129(0)
2

1= −33.75
2

1=−122875,.1=− 33.75=−0.0656° 519.395

Right bearing slope: At, x=800mm

2 2
455.129 1193.8( −600) 179.062(−100)

3= − − −33.75
2 2 2

2 2 2
165.653(0.8) 434.50.8−0.6() 65.1750.8−0.1()

3= − − −33.75
2 2 2

0.274

3=0.274,3= ,3=0.000533°

519.395

Left gear slope: At, x=100mm,d=16mm

( )
4 −9 4

=640.016=65536∗10.

4
І=13565.9

91
 2
455.129(0.1) 1= −33.75
2

31.474 1=−31.474,1=− =−0.00232°

13565.9

Right gear slope: At, x=600mm,d=30mm

( )
4 −9 4

=640.03 =39.76∗10

4
І=8230.32

2
455.129 179.062(−100)

2= − −33.75
2 2

2 2
455.129(0.6) 179.062.5()

2= − −33.75
2 2

25.787 2=25.787,2= =0.00313°

8230.32

Left gear deflection: At, x=100mm, d=16mm

4 −9 4
І= (0.016)=65536∗10.
64

4
І=13565.9
3
455.129

1= −33.75
6
3
455.129(0.1)

1= −33.75(0.1) 6

1=−3.299,1=− 3.299=−0.2432 13565.9

Right gear deflection: At, x=600mm,d=32mm

4 −9 4
І= (0.032)=51.47∗10
64

4
І=10654.29

92
 3 3
455.129 179.062(−100)

2= − −33.75
6 6

3 3
455.129(0.6) 179.062.5()

2= − −33.75(0.6)
6 6

7.5954 2=−7.5954,2=−
=−0.713
10654.29

3.1.10.3. Deflection of output shaft

Deflection on y-axis (deflection due to radial forces)

Bending moment equation

0≤ ≤200, =−434.5

Slope (θ)

=∫ ……………general formula
2

434.5
=∫−434.5 =− +1

Deflection (δ)

0≤ ≤200, =∫ ………..general formula

2 3
434.5 434.5

=∫(− 2 + 1) =− 6 +1+2

Boundary condition

Boundary condition-I, at x=0, δ=0

93
 65.175(0)3 =− = 1(0)+ 2
6

0=0+0+ 2

0= 2

Boundary condition-II, at x=200, δ=0

65.175(0.2)3 =− + 1(0.2)+ 2
6

65.175(0.2)3 0=− +0.2 1+0

6

1=2.8

Slope equation 2

434.5 =− +2.8
2

Deflection equation 3

434.5 =− 6 +2.8 +0

Where d=32mm
4 4

(0.032) −9 4
= ,= ,=51.47∗10

64 64

9
Assume modulus of elasticity, E=207GPa, E=207*10 Pa
9 −9 4 4

So, =207∗10∗51.47∗10 =10654.29

Bearing slope
2
−434.5

, =0, = +1

94
 434.5(0)2 =− +2.8
2

=2.8, =0.108625

= 2.8 =0.000263° 10654.29

Gear slope

At, =200 =0.2

434.5(0.2)2 =− +2.8
2

=−5.89, =−5.89

=− 5.89 =−0.000553° 10654.29

Deflection
200

At = 2 =100 , =
3

434.5

=− +2.8 6
3

434.5∗0.1 =− +2.8(0.1)
6

=−0.0724167+ .28, =0.2076

0.2076 −6
= =7.9165∗10
10654.29

=0.0195

Deflection on z-axis (deflection due to tangential force)

Bending moment equation

95
 0≤ ≤200, =−1193.8

Slope ( )

=∫
2
1193.8

=− + 1 2

Deflection(y)

=∫
3
1193.8

=− + 1 + 2 6

Boundary condition

Boundary condition -1, at =0, =0

3
1193.8

=− + 1 + 2 6

179.062()3 =− + 1(0)+ 2
6

0=0+0+ 2,2=0

Boundary condition-2, at =200, =0

1193.8()3

=− + 1 6

1193.8(0.2)3 0=− +0.21

6

0=−1.592+0.21

1.592 1= 0.2 =7.96

Slope equation

96
 2
1193.8 =− +7.96
2

Deflection equation 3

1193.8 =− +7.96
6

Bearing slope 2

1193.8 , =0, =− +7.96

2

1193.8(0)2 =− +7.96
2

=7.96, =7.96

=0.000747°

Gear slope 2

1193.8 At, =200, =−

+7.96
2

1193.8(0.2)2 =− +7.96
2

=−15.916

15.916 15.916 =−15.916, =−

=− 10654.29

=−0.001494°

Deflection (δ)

At =0.1 , =
3
1193.8

=− + 1 6

97
 1193.8(0.1)3 =− +7.96(0.1)
6

=−0.199+0.796

=0.597, = 0.597 10654.29

=0.056

3.1.11. Bearing Design

A bearing is a machine element which supports another moving machine element (known as
journal). It permits a relative motion between the contact surfaces of the members, while
carrying the load.

Since the rolling elements and the races are subjected to high local stresses of varying magnitude
with each revolution of the bearing, therefore the material of the rolling element (i.e. steel)
should be of high quality. The balls are generally made of high carbon chromium steel. The
material of both the balls and races are heat treated to give extra hardness and toughness.

There are different types of bearing. From these we select ball bearing.

By considering; Relating load, life, reliability we design our bearing.

1/

10= [ 1]

+( − )(1− )

Where, 10=catalog rating in KN, =desired load, =desired reliability =0.99

2 2
=√ +

= =60 ∗ 10 60 ∗

Where, =desired life, LR = rated life, =desired speed , =rated speed

6
for ball bearing

60 =10, =3

98
 The Weibull parameters are Xo =0.02, ( − )=4.439and =1.483

365 8ℎ =10 ∗ ∗

=29200ℎ

3.1.11.1. Design bearing for input shaft:

2 2
=√ +

=√(179.062)+(65.17) =190.55

= = 60 ∗

10 60 ∗

60∗29200∗1500

= = =2628
6

10 10

1/

10= [ 1]

+( − )(1− )

2628 1/3 10=190.55[ ]

1/1.483
0.02+4.439(1−0.99)

10=4355.9

99
 From the above table the bear has bore diameter, outside diameter and width 10mm, 30mm and
9mm respectively.

3.1.11.2. Design bearing for the first gear of counter shaft:

=√ 2+ 2

=√(179.062)+(65.17) =190.55

= = 60 ∗

10 60 ∗

60∗29200∗750

= = =1314
6

10 10

1/

10= [ 1]

+( − )(1− )

1314 1/3 10=190.55[ ]

1/1.483
0.02+4.439(1−0.99)

10=3462.97

From the above table the bear has bore diameter, outside diameter and width 10mm, 30mm and
9mm respectively.

3.1.11.3. Design bearing for the second gear of counter shaft:

=√ 2+ 2

2 2

=√(1193.8)+(434.5) =1270.4

= = 60 ∗

10 60 ∗

60∗29200∗750

= = =1314
6

10 10

1/

10= [ 1]

+( − )(1− )

100
 1314 1/3 10=1270.4[ ]
1/1.483
0.02+4.439(1−0.99)

10=23087.65

From the above table the bear has bore diameter, outside diameter and width 30mm, 62mm and
16mm respectively.

3.1.11.4. Design bearing for the output shaft:

=√ 2+ 2

=√(1193.8)2+(434.5)2=1270.4

= =60 ∗ 10 60 ∗

= =60∗29200∗187.5=328.5 10 106

1/

10= [ 1]

+( − )(1− )

328.5 1/3 10=1270.4[ ]

1/1.483
0.02+4.439(1−0.99)

10=14544.3

From the above table the bear has bore diameter, outside diameter and width 25mm, 52mm and
15mm respectively.

3.1.12. Design of key

There are different types key, but from these we select square sunk key. The shaft diameter

determines standard size for width, height and key depth. = =4; Where, W=width of key, T=thickness of key, d=diameter of shaft

The designer chooses an appropriate key length to carry the tortional load failure of the key can be by
direct shear or by bearing stress. The maximum length of the key is limited by the hub length.

101
And should not generally exceed about 1.5 times the shaft diameter. Square key is made from
low carbon cold rolled steel.

3.1.12.1. Design of key for the input shaft

Given data; power transmitted = 3kw, speed of shaft =1500rpm, diameter of shaft =15mm

15 = =4= 4=4

We select the material AISI 1035-HR with =270 .

And assume factor of safety (Fs) =2.7

Length of the key due to shear stress

Length of the key is given by, = , =

By using distortion energy theory, the shear strength is =0.577=0.577∗270=

155.79

155.79
Then = = =57.

2.7

3 3
Torque transmitted (T)= ∗∗ = ∗57.∗(15) =38.24

16 16

2 2∗38.24

The force F at the surface shaft is given by = = 0.015 =5098.2

5098.2 5098.2

Therefore = = = =22

4∗57.7 230.8

Length of key due to crushing stress

2 270

= ,= = =100

∗ 2.7

2∗5098.2

= 100∗4 =25

Because length the key cannot exceed 1.5 times diameter the shaft 25mm is not required value.
Therefore we select square sunk key with Width (W) =thickness (T) =4mm and length (l) =22mm.

102
 3.1.12.2. Design of key for the first gear of counter shaft
Given data; power transmitted = 3kw, speed of shaft =750rpm, diameter of shaft =16mm

16 = =4= 4=4

We select the material AISI 1035-HR with =270 .

And assume factor of safety (Fs) =2.7

Length of the key due to shear stress

Length of the key is given by, = , =

By using distortion energy theory, the shear strength is =0.577=0.577∗270=

155.79

155.79

Then = = 2.7 =57.

3 3
Torque transmitted (T)= ∗∗ = ∗57.∗(16)=45

16 16

The force F at the surface shaft is given by =2 = 2∗45=5625

0.016

5625 5625

Therefore = = = =23

4∗57.7 230.8

Length of key due to crushing stress

2 270

= ,= = =100

∗ 2.7

2∗5625 = 100∗4=24

Because length the key cannot exceed 1.5 times diameter the shaft 24mm is not required value,
therefore we select square sunk key with Width(W)= thickness(T)=4mm and length(l)=23mm.

3.1.12.3. Design of key for the second gear of counter shaft

Given data; power transmitted = 3kw, speed of shaft =750rpm, diameter of shaft =30mm

103
 30 = =4= 4=8

We select the material AISI 1035-HR with =270 .

And assume factor of safety (Fs) =2.7

Length of the key due to shear stress

Length of the key is given by, = , =

By using distortion energy theory, the shear strength is =0.577=0.577∗270= 155.79

155.79
Then = = =57.

2.7

3 3
Torque transmitted (T)= ∗∗ = ∗57.∗(30) =300

16 16

2 2∗300

The force F at the surface shaft is given by = = 0.03 =20000

200 20000

Therefore,= = = =42

8∗57. 462

Length of key due to crushing stress

2 270

= ,= = =100

∗ 2.7

2∗20000

= 100∗8 =50

Because length the key cannot exceed 1.5 times diameter the shaft 50mm is not required value,
therefore we select square sunk key with Width(W)= thickness(T)=8mm and length(l)=42mm.

3.1.12.4. Design of key for the output shaft

Given data; power transmitted = 3kw, speed of shaft =187.5rpm, diameter of shaft =32mm

32 = =4= 4=8

104
We select the material AISI 1035-HR with =270 .

And assume factor of safety (Fs) =2.7

Length of the key due to shear stress

Length of the key is given by, = , =

By using distortion energy theory, the shear strength is =0.577=0.577∗270=

155.79

155.79
Then = = =57.

2.7

3 3
Torque transmitted (T)= ∗∗ = ∗57.∗(32) =370

16 16

2 2∗370

The force F at the surface shaft is given by = = =23000

0.032

2300023000

Therefore, = = = =46

8∗57. 462

Length of key due to crushing stress

2 270

= ,= = =100

∗ 2.7

2∗23000 = 100∗8 =55

Because length the key cannot exceed 1.5 times diameter the shaft 55mm is not required value.
Therefore we select square sunk key with Width (W) =thickness (T) =8mm and length (l) =46mm.

3.2. Detail design of clutch

3.2.1. Design of a Disc or Plate Clutch

105
 (A) (B)

Figure 23 force on a disc clutch

Consider two friction surfaces maintained in contact by an axial thrust ( ) as shown in

Fig. 23(A)

Let T = Torque transmitted by the clutch, p = Intensity of axial pressure with which the contact
surfaces are held together, r1 and r2 = External and internal radii of friction faces, r = Mean
radius of the frictionCoefficient offace,friction. and μ =

Consider an elementary ring of radius r and thickness as shown in Fig. 23(B).

We know that area of the contactr.dr surface or f

∴Normal or axial force on the ring, = Pressure × Area = p × 2πr.dr

And the frictional force on the ring acting tangentially at radius r,

= ∗ = ∗2 .
∴Frictional torque acting on the ring,

Tr= Fr× r = pμ×. 2πr.dr× r = 2 p. πr2.drμ

We shall now consider the following two cases:

106
 1.Whenthereisauniformpressure,and

2. When there is a uniform axial wear.

1. Considering uniform pressure. When the pressure is uniformly distributed over the entire area
of the friction face as shown in Fig. 3.1 (a), then the intensity of pressure,
w p=π[(r1)2−(r2)2]

Where, w =axial thrust

The frictional torque on the elementary ring of radius r and thickness dr is, 2

=2 ∗ ∗ ∗

Integrating this equation with in the limits from r2 to r1 for the total friction torque.
∴Total frictional torque acting on the friction surface or on the clutch,

1 3

2 1

=∫ 2 ∗ ∗ ∗ =2 ∗ [ ]

3
2 2

3 3 3 3
(1)−(2)) (1)−(2)

=2 ∗ [ ]=2 ∗ 2 2 [ ]

3 [(1)−(2)]
3

3 3
2
(1)−(2)

= ∗[ 2 2]=

3 (1)−(2)

3 3
2
(1)−(2)

Where, = [2 ]=
2 ℎ .

3 (1)−(2)

2. Considering uniform axial wear.

107
 Figure 24 uniform axial wear.

The basic principle in designing machine parts that are subjected to wear due to sliding friction is that the
normal wear is proportional to the work of friction. The work of friction is proportional to the product of
normal pressure ( p) and the sliding velocity(V). Therefore, Normal wears ≈Work of friction ≈p.V or p.V= K
(a constant) or p = K/V ...(1)

∗=( ) = …..(2)

And the normal force on the ring, = ∗2 ∗ = ∗2 ∗ =2 ∗

Therefore total force acting on the friction surface,

1
1

=∫ 2 =2 [1− 2] =2 (1− 2)

Or =

2 (1− 2)

The frictional torque acting on the ring,

2 2
=2 ∗ ∗ ∗ =2 ∗ ∗ ∗ =2 ∗ ∗ ∗

Therefore total frictional torque acting on the friction surface.

1 2
1

=∫ 2 ∗ ∗ =2 [ ]

2 2

2 2
2 2
(1)−( )

=2 ∗ [ 2 ]= ∗ [(1)−(2)]

108
 2 2
= ∗ ∗[(1) −(2) ]= ∗ ∗

2 (1− 2)

= 1+ 2= ℎ
2

Note: 1.in general, total frictional torque is given by, =

Where, n=Number of pairs of friction or contact surface

R=Mean radius of friction surfaces

2. For a single disc or plate clutch, (n=2)

3. Since the intensity of pressure is maximum at the inner radius (r2) of the friction or contact
surface, therefore equation (2) may be written as pmax× r2 = C or pmax= C / r2

4. Since the intensity of pressure is minimum at the outer radius (r1) of the friction or contact
surface, Therefore equation (2) may be written as, pmin× r1 = C or pmin= C / r1

5. The average pressure (pav) on the friction or contact surface is given by,

==

[(1)2−(2)2]

6. In case of a new clutch, the intensity of pressure is approximately uniform, but in an old
clutch, the uniform wear theory is more approximate.

7. The uniform pressure theory gives a higher friction torque than the uniform wear theory.
Therefore in case of friction clutches, uniform wear should be considered, unless otherwise stated.

We are going to select an appropriate material for the friction plate which is working on wet.

109
A woven-asbestos lining is made in a similar manner to the cotton lining and may also contain
metal particles.

Molded-asbestos linings contain asbestos fiber and friction modifiers; a thermoset Polymer is
used, with heat, to form a rigid or semi rigid molding. The principal use was in drum brakes.

Molded-asbestos pads are similar to molded linings but have no flexibility; they were used for
both clutches and brakes.

Sintered-metal pads are made of a mixture of copper and/or iron particles with friction modifiers,
molded under high pressure and then heated to a high temperature to fuse the material. These
pads are used in both brakes and clutches for heavy-duty applications.

Cermet pads are similar to the sintered-metal pads and have a substantial ceramic content.
Therefore we select molded asbestos with μ=0.08,pmax=675kpa.
T=
power∗60 3000∗60 = =19.1Nm
2πN 2π∗1500
r1+r2
So by considering uniform wear: T=nμwR,where,R= 2 ,w=2πc(r1−r2)
We have, r2=0.577r1

pmax=c,c=pmax∗r2=6750∗0.0577r1=389475r1 r2

110
 w=2π∗389475r1( −0.577r1)
w=1035.1412r
R=
r1+0.577r1 =0.7885r1
2

T=2∗0.08∗1035.1412r∗0.7885r1
3
19.=130593.4065r1
3
r1=0.00014626,r1=52.7mm,r2=30.4mm

c=20.53N/mm

=2 (1− 2)

=2 ∗20.53(22.3)=2876.56

3.2.2. Shaft design of clutch

Material selection for the shaft: we select mild steel with

 Yield strength 370mpa

 Ultimate tensile strength 440mpa

 Machinability 100% and its cost is cheep

For more safety we use F.s=3

370
Shear stress( )= = =61.67

2∗ . 2∗3

3
= ∗∗

16

Where, d=is diameter of the shaft and T=is torque transmitted

3
19100 = ∗61.67( )∗
2

16

=11.64 ≈12

111
 3.2.3. Design of hub
Given data: diameter of shaft (d) =12mm

=2 =2∗12=24 , =1.5 =1.5∗12=18

Where, L=is length of hub and D=is outside diameter of hub.

3.2.4. Design of spring

A spring is defined as an elastic body, whose function is to distort when loaded and to recover its
original shape when the load is removed.

3.2.4.1. Types of springs

Though there are many types of the springs, yet the following, according to their shape, are
important from the subject point of view

1. Helical springs. The helical springs are made up of a wire coiled in the form of a helix and is
primarily intended for compressive or tensile loads. The cross-section of the wire from which the
spring is made may be circular, square or rectangular.

2. Conical and volute springs, are used in special applications where a telescoping spring or a
spring with a spring rate that increases with the load is desired.

The major stresses produced in conical and volute springs are also shear stresses due to twisting.

3. Torsion springs. These springs may be of helical or spiral type. The helical typemay be used
only in applications where the load tends to wind up the spring and are usedin various electrical
mechanisms. The spiral type is also used where the load tends to increase the number of coils
and when made of flat strip are used in watches and clocks.

The major stresses produced in torsion springs are tensile and compressive due to bending.

4. Laminated or leaf springs. The laminated or leaf spring (also known as flat spring or carriage
spring) consists of a number of flat plates (known as leaves) of varying lengths held together by
means of clamps and bolts. These are mostly used in automobiles.

112
5. Disc or bellevile springs. These springs consist of a number of conical discs held together
against slipping by a central bolt or tube. These springs are used in applications where high
spring rates and compact spring units are required. The major stresses produced in disc or
bellevile springs are tensile and compressive stresses.

6. Special purpose springs. These springs are air or liquid springs, rubber springs, ring springs

etc. The fluids (air or liquid) can behave as a compression spring. These springs are used for
special types of application only.

Terms used in Compression Springs

The following terms used in connection with compression springs are important from the subject
point of view:

Solid length: When the compression spring is compressed until the coils come in contact with
each other, then the spring is said to be solid. The solid length of a spring is the product of total
number of coils and the diameter of the wire. Mathematically, Solid length of the spring,

LS = n'.d

Where: n' = Total number of coils, and, d = Diameter of the wire.

Free length: The free length of a compression spring is the length of the spring in the free or
unloaded condition. It is equal to the solid length plus the maximum deflection or compression of
the spring and the clearance between the adjacent coils (when fully compressed).Mathematically,

Figure 25 springs

113
Free length of the spring,

LF = Solid length + Maximum compression + *Clearance between adjacent coils (or clash
allowance), LF = n'.d + maxδ + 0.max15 δ

The following relation may also be used to find the free length of the spring, i.e.

LF = n'.d + maxδ + (n' –1) × 1 mm

In this expression, the clearance between the two adjacent coils is taken as 1 mm.

3. Spring index. The spring index is defined as the ratio of the mean diameter of the coil to the
diameter of the wire. Mathematically,

Spring index, C = D / d,

Where D = Mean diameter of the coil, and d = Diameter of the wire.

4. The spring rate (or stiffness or spring constant) is defined as the load required

per unit deflection of the spring. Mathematically, spring rate, k = W / δ

Where W = Load, and δ = Deflection of the spring.

5. Pitch. The pitch of the coil is defined as the axial distance between adjacent coils in
uncompressed state. The pitch of the coil may also be obtained by using the following relation,
i.e. Pitch of the coil, p = F S L –Ldn+

Where LF = Free length of the spring, LS = Solid length of the spring, n' = Total number of coils,
and, d = Diameter of the wire.

Load on each spring is the load applied by friction plate divided by number of spring.
2875.16

= = =718.75
4

Now to determine curvature correction factor we should have use Wahl factor or bergstrasser factor
both are similar, =4 −1+0.615

4 −4

114
 Then the parameter spring index is unknown its formula are; =

Both wire and coin diameters are unknown so we take the value of C=5.
4∗5−1 0.615
So Kw=4∗5−4+ 5 =1.0645

For this spring we select material chromo vanadium because it have a property

 Good for fatigue resistance.

 Long endurance for shock and impact load.

 Good temperature resistance.

So chromo vanadium have an exponential m value =0.168, A =2005 and d=0.8-11mm

Dm=C*d=5*10=50mm
2005

Sut= = =1361
10.168

τ=0.56*Sut=0.56*1361=762
∗8∗ ∗

τ= 3

∗8∗ ∗ 3 1.0642∗8∗718∗50

√ √

=( )= =2.26

∗ 716

next by assuming the deflection=20 .

3

=8

= = =5
20∗79∗2.26 8 3 8∗718∗53

′
= +2,=5+2=7

′
7*2.26=16mm
= × ,=

LF = n'.d + maxδ + 0.max=7*215δ.26+20+0.15*20=38mm

115
 = 718
= =36N/mm
20

38

= ′ = =6mm
−1 7−1

3.2.5. Design of flywheel

Material selection: we select cast iron which has

 High cast ability

 Ease machining

 Have good compressive strength and good corrosion resistance when we compare
with cast steel
 Density of cast iron( )=72600/
3

Coefficient of Fluctuation of Speed: The coefficient of fluctuation of speed is a limiting factor in

the design of flywheel. It varies depending upon the nature of service to which the flywheel is
employed.

Table 7 Permissible values for coefficient of fluctuation of speed(CS)

Coefficient of fluctuation of energy:

It is defined as the ratio of the maximum fluctuation of energy to the work done per cycle. It is
usually denoted by CE. Mathematically, coefficient of fluctuation of energy,

116
 =

But the coefficient of fluctuation of energy is a limiting factor in the design of flywheel.

Table 8 Coefficient of fluctuation of energy (CE) for steam and internal combustion engines

And the limiting rim velocity of flywheel is given in the table below.

Machine type Rim velocity(m/min)

Cast iron wheels under 100kg 1500
Large machinery 2000
Flywheel without blow holes 3500
Cast steel wheel 3500
Large flywheel for steel mild 4500
Cast iron flywheel for automobiles 3100
Cast steel flywheel for automobiles 6200
Table 9 velocity of flywheel

We select CS for spinning machinery and CE for 4 cylinders, single acting, 4 stroke gas engines,
Vf for cast iron flywheel for automobiles.

Given data: =0.02, =0.066, =3100=30 , =1500

∗∗60 0.066∗3000∗60

The maximum fluctuation of energy is given: = = 1500 =7.92

7.92
Mass of the flywheel (Mf)= 2 = 2=440

∗ 0.02∗30

117
Mass of the rim (MR) =0.9 =0.9∗440=396

2 ∗ 2∗ ∗1500

Angular velocity of the flywheel (w), = 60 = 60 =157 /

60 60∗30
Mean radius of the flywheel (R), = = =190
2 2 ∗1500

Size of rim, =2, =2

Mass of the rim (MR), =2 ∗ ∗ ∗ ∗ =2 ∗ ∗2 ∗

=√ 2 ∗2∗

0.396 0.396 2

=√ =√
=5mm, =10 , Area, = ∗ =50

4 ∗0.190∗7250 173.1075

Notes: The smaller flywheels (less than 600 mm diameter) are not provided with arms. They are
made web type with holes in the web to facilitate handling.

3.2.5.1. Design of Shaft, Hub and Key

The diameter of shaft for flywheel is obtained from the maximum torque transmitted. We know
that the maximum torque transmitted, = ∗ (1)
3

16

3
19100 = ∗61.67( )∗
2

16

1=11.64 ≈12

Where, d1 = Diameter of the shaft, and τ = Allowable shear stress fo

The hub is designed as a hollow shaft, for the maximum torque transmitted.
4 4
−1

We know that the maximum torque transmitted, = ∗( )

16

4 4
−12

19100 = ∗61.67( ), =24

16

118
Where, d = Outer diameter of hub, and d1 = Inner diameter of hub or diameter of shaft.

The diameter of hub is usually taken as twice the diameter of shaft and length from 2 to 2.5times
the shaft diameter. It is generally taken equal to width of the rim.

We select the material for the key is mild steel with allowable shear stress the material, =80mpa.

A standard sunk key is used for the shaft and hub. The length of key is obtained by considering
the failure of key in shearing. We know that torque transmitted by shaft,

= ∗ ∗ ∗ 1/2

By using 12mm diameter of shaft, then go to a standard table to get the width of shaft. So its
width is 5mm.

19100 = ∗5 ∗80 ∗6 ,=10 2

Where, L = Length of the key, τ = Shear stressnd dfor1=Diametertheofshaftkey. mate

3.2.6. Design of pressure plate (diaphragm)

Material selection: the material use for pressure plate is steel.

Assume diameter ration (Dr) =2 (the spring has Maximum-energy storage capacity at Dr = 2)

Assume outside diameter (Do) = 116mm. Di=58

And ℎ=1.414

If the deflection is kept between 35% 165%ofthe flat deflection,

2
14 ∗

√
Springthickness,=

10 ℎ
134.∗

Since the axial force applied to the plate has an effective on the spring or diaphragm, so

= =2876.56

119
 √
14 2876.56∗(116)2 = =2.1242

10 134.∗1.414

height,ℎ=1.414∗2.124=3

Minimum and maximum deflections,

=0.35∗ℎ=0.35∗3=1.05

=1.65∗ℎ=1.65∗3=5

Where, Do = outside diameter of the

diaphragm Di = inside diameter of the

diaphragm h=high of the diaphragm

t = thickness of the diaphragm

Dr = diameter ratio, Fa = axial force

=Maximum deflection, =Minimum deflection

3.2.7. Design of cover plate or clutch housing:

Material selection-the material we select for clutch housing is stainless steel with yield strength of
215mpa.

3.3. Detail design of coupling

3.3.1. Design of shaft
We select the material for the shaft is mild steel.

Let d = Diameter of the shaft. We know that the torque transmitted by the shaft,

( ∗60) 3000∗60 Keyandmuff, = = =19.

2 2 ∗1500

We also know that the torque transmitted (T),

120
 3

= ∗ ∗ 16

Where, is the allowable shear stress the material,=80mpa.

3
19100 = ∗80 ∗ , =11
2 ,12

16

3.3.2. Design of sleeve

The sleeve is designed by considering it as a hollow shaft.
We select the material for the shaft is cast iron with ultimate stress, =200 .

Take factor of safety 3. So =66

Let T = Torque to be transmitted by the coupling, and

τc= Permissible shear stress for the material of the sleeve which is cast rion.

We know that torque transmitted by a hollow section,

4 4

− 3 4

= ∗ ( )= ∗ ∗ (1− )………( = )

16 16

Where, Outer diameter of the sleeveD = 2d + 13 mm and length of the sleeve, L = 3.5 d

Where d is the diameter of the shaft.,

L = 3.5 d = 3.5 × 12mm =42mm

D = 2d + 13 mm, =2∗12+13=37

3 12

= ∗ ∗(37 )(1−( ))

16 37

19100=9835.6497, =2

Since the induced shear stress in the muff (cast iron) is less than the permissible shear stress

of 66 N/mm2, therefore the design of muff is safe.

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 3.3.3. Design of key
We select the material for the key is mild steel with allowable shear stress the material, =80mpa
and crushing stress, =160mpa.

The length of the coupling key is at least equal to the length of the sleeve (i.e. 3.5 d). The
coupling key is usually made into two parts so that the length of the key in each shaft,

3.5 =2= 2

After fixing the length of key in each shaft, the induced shearing and crushing stresses may be
checked. We know that torque transmitted,

= ∗ ∗ ∗ …………( ℎ ℎ )2

= ∗2∗ ∗2…………( ℎ ℎ ).

Table 10 Proportions of standard parallel, tapered and gib head keys

From the above table, we find that for a shaft of 12 mm diameter,

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Width of key, w = 5 mm.

Since the crushing stress for the key material is twice the shearing stress, therefore a square key
may be used.
∴Thickness of key, t = w = 5mm.
42

We know that length of key in each shaft, =2= 2 =21

Let us now check the induced shear and crushing stresses in the key. First of all, let us consider
shearing of the key. We know that torque transmitted (T),

12 19100=21∗5∗ ∗2, =30.

5 12 19100=21∗ ∗ ∗ , =60.

2 2

Since the induced shear and crushing stresses are less than the permissible stresses, therefore the
design of key is safe.

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CHAPTER FOUR

RESULT AND DISCUSSION

4.1. Result and discussion of gear box
Power input ( )=3 , this is given data

Input shaft speed ( )=1500,this is given data

From the detail design we have gate the following results.

When speed decrease torque will increase.

Speed of the counter shaft is 750rpm, Speed of output shaft is187.5 , Input torque is 19. , Torque of counter shaft is 38.2 ,Torque of output shaft is 152.8 .

This is because it is reduction of speed and increasing of torque. And the first reduction is
reduced by 2 and the second reduction is reduced by 4 since it is 2 step reductions and the total
gear ratio is 8.

When we calculate the number of teeth we gate the following results.

When we calculate the number of teeth of the pinion gear, our calculated value is 15.4. but we
take a value greater than this value. Because if we take a value less than 15.4 interference will
create in the gear. So the safe value is 16. This concept includes for the given values below.

Teeth number of input shaft (n1) =27

Teeth number of first gear of counter shaft (n2) =54

Teeth number of output shaft (n4) =64

Pitch diameter of input shaft gear (D1) =106.667mm. Because the first reduction is 2, Pitch
diameter of counter shaft gear (D2) will be twice of that which is 213.334mm.

The Pitch diameter of pinion gear (D3)=64mm, In the second gear mesh the number of reduction is 4
so pitch diameter of gear of output shaft will be 4 times of that of the pinion, which is 256mm.

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Standards for second gear mesh:

Addendum (a) = 4mm, Dedendum (b) = 5mm

Standards for first gear mesh:

Addendum (a) = 4mm, Dedendum (b) = 5mm

The contact ratio between two gears must be greater than 1.2, ours calculated value is 1.7.so it is
safe.

From force analysis for spur gear for the second gear mesh.

The tangential force ( ) 1.1938kN, the radial force ( ) 434.5N and the resultant force (W) will be 1.27kN.

From force analysis for spur gear for the first gear mesh.

The tangential force ( ) 179.062N, the radial force ( ) 65N and the resultant force (W) will be 190.55kN.

From design of shaft we have the following results.

When we calculate diameter of the input shaft without considering the fluctuation of the shaft its
value is 12mm. but when we consider fluctuation its diameter becomes 15mm. so we take the
maximum value for safety.

When we calculate diameter of the output shaft without considering the fluctuation of the shaft
its value is 28mm. but when we consider fluctuation its diameter becomes 32mm. so we take the
maximum value for safety.

When we calculate diameter of the counter shaft without considering the fluctuation of the shaft
its value is 27mm. but when we consider fluctuation its diameter becomes 30mm. so we take the
maximum value for safety.

From design of bearing:

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For input shaft: The bore diameter is 10mm, the outside diameter is 30mm and the width of the
bearing is 9mm.these values are from standard table by calculating C10 number.

For output shaft: The bore diameter is 25mm, the outside diameter is 52mm and the width of the
bearing is 15mm.these values are from standard table by calculating C10 number.

For counter shaft: Of first gear mesh, The bore diameter is 10mm, the outside diameter is 30mm
and the width of the bearing is 9mm.these values are from standard table by calculating C10
number.

For counter shaft: Of second gear mesh, The bore diameter is 30mm, the outside diameter is
62mm and the width of the bearing is 16mm.these values are from standard table by calculating
C10 number.

From Design of key:

For input shaft; the Length (l) of the key is 22mm, the width (w) of key and thickness of the key
is 4mm, since the key is square its width and thickness is equal.

For counter shaft: Of second gear, the Length (l) of the key is 42mm, the width (w) of key and
thickness of the key is 8mm, since the key is square its width and thickness is equal.

In this we take the length and width of the second gear. Because the first gear includes in the
second gear. That means if it is safe for the second gear it is safe for the first gear.

Output shaft; the Length (l) of the key is 46mm, the width (w) of key and thickness of the key is
8mm, since the key is square its width and thickness is equal.

4.2. Result and discussion of clutch

From detail design we get the following results:

From design of plate clutch; Outer diameter = 104mm, Inner diameter = 62mm

From design of shaft; diameter of shaft = 12mm, but the length of shaft is taken by assumption,
because it is unknown.

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From design of hub; it’s inside diameter is outside diameter is twice of diameter of shaft, which is 24mm and
its length is 18mm.

From design of spring; diameter of the wire is 3mm, total number of coil is 7, maximum
deflection is 20mm, solid length is 16mm, and this length is when the spring is fully compressed.
And free length of the spring is 38mm. this length is when there is no load acting on the spring.
The maximum gap between the wires is 6mm. this is during free length.

From design of flywheel; Mean diameter of the flywheel is 380mm, its thickness is 5mm and
is10mm. The smaller flywheels (less than 600 mm diameter) are not provided with arms. So our
flywheel is not provided with arm, since the mean diameter 380mm which is less than 600mm.

From design of key; the length of key is 10mm, width and thickness is equal. Because we select
a square sunk key and its value is 5mm.

From design of diaphragm; its outside diameter is 116mm and its inside diameter is 58mm.its
thickness is 2mm and its height is 3mm.

4.3. Result and discussion of coupling

From design of shaft we have gate diameter of the shaft (d)=12

From design sleeve we have gate outside diameter (D)=37 and length of the sleeve

(L)=42 .but it’s inside diametre is equal to th

From design of key we gate, = =5 .meance it is sqaure sunk key. The length of the coupling key is at least equal to the length of the sleeve (i.e. 42mm). The coupling key is usually made into

two parts so that the length of the key in each shaft is (L)=21

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CHAPTER FIVE

CONCLUSION
5.1. Conclusion of gear box
Gear box is actually very important for transmitting power from engine to its various parts
depends in application. It is very important to transmitting torque and speed also serves to
exchange an engine power for greater torque and thus provides a mechanical advantage to drive
wheels (vehicles) under different condition.

It also used to exchange forward motion for reveres motion and provides a neutral position to
disallow power flow to rest of the power train.

There are assumptions to be taken design to overcome appropriate values and standards.

Gear box is generally used to transmit power from engine to different items of transmission gear.

5.2. Conclusion of clutch

The design of single plate clutch is drafted by using theoretical calculations. Asbestos is used as
a plate clutch material.

By observing the analysis results are shown the stress, strain, size, load, and displacement values
of the clutch component.

In this project we can conclude that clutch one of the very essential component which used to
connect the driving shaft to a driven shaft, so that the driven shaft may be started or stopped at
will, without stopping the driving shaft.

A single plate friction clutch consisting of a clutch disk between the flywheel and a pressure plate.

The clutch disc is mounted on the hub. The pressure plate pushes the clutch plate towards the
flywheel by a set of strong springs. By showing all the results the design is safe.

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 5.3. Conclusion of coupling
The design sleeve or muff coupling is drafted by using theoretical calculations. Cast iron is used
as a sleeve material. By observing the analysis results are shown the stress, strain, size, load, and
displacement values of the sleeve component.

In this project we can conclude that sleeve one of the very essential component which used to
connect two and above shafts. That meance it reduce bending of shaft. If the shaft is very long,
the shaft can be break. So to protect this effect we use coupling. Sleeve coupling is a hallow to
insert a shaft inside. By showing all the results the design is safe.

129
References
1) Design of Machine Element, V B BHANDARI, Third edition
2) Machine Design by R.S. KHURMI and J.K.GUBTA.
rd
3) Robert L.Norton, Machine Design: An Integrated Approach (3 Edition), May 10, 2005.
4) Shigley,J.C.,power Transmission Element: A mechanical Design Work Book,
th
5) Robert L.Mott machine element in mechanical 4 edition.
6) Internet Wikipedia free encyclopedia.
7) Single plate clutch design researches.

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