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GEARBOX

A gearbox, also known as a gear case or gear head, is a gear or a hydraulic system responsible
for transmitting mechanical power from a prime mover (an engine or electric motor) into some
form of useful output.
A gearbox is a set of gears for transmitting power from one rotating shaft to another. They are
used in a wide range of industrial, automotive and home machinery application.
Gear heads are available in different sizes, capacities and speed ratios. Their main function is to
convert the input provided by an electric motor into an output of lower RPM and higher torque.
Functions of a Gearbox

A gearbox is precisely bored to control gear and shaft alignment.


It is used as a housing/container for gear oil.
It is a metal casing for protecting gears and lubricant from water, dust and other
contaminants.

Gearbox Specifications
There are a number of performance specifications which must be considered while choosing a
gearbox for different industrial applications. Some of the important specifications are :

Gear ratio : The ratio may be specified as x : 1, where x is an integer.


Output torque
Maximum input power
Maximum input speed
Gearing arrangement
Reducer output
Shaft Alignment

The Gearbox (Transmission)


Types of gearing:
Various types of gearing are used on a motor vehicle. The gearboxes employ one or more of the
following:
1-

Spur, teeth parallel to axis, used on sliding mesh.

2-

Helical, teeth inclined to axis to form helix.

3-

Double helical, two sets of opposing helical teeth.

4-

Epicyclic or planetary, spur or helical gears rotating about


centers which are not stationary.

Gear ratio (single gear train):


The gear ratio, or velocity ratio, between a pair of gear wheels is in
inverse ratio to the number of teeth on each. Thus:

NB/NA = DA/DB= nA/nB


NB = NA (nA/nB)
Where:
NA= rev per min of gear A, nA = number of teeth on A
NB = rev per min of gear B, nB = number of teeth on B
DA = Diameter of gear A
DB = Diameter of gear B

Power, Speed and Torque:


The power transmitted by a shaft is directly proportional to the speed of revolution and the
torque acting on it

Power [kW] = 2 N T / (60 x 1000) [N.m/s]


Then
TA NA = TB NB
For a given power, therefore, the torque is inversely proportional to the speed of revolution and if
the re min is reduced the torque will be increased in the same ratio (assuming 100% gear
efficiency).
TB/TA = nB/nA
Where:
TA = torque transmitted by A
TB = torque transmitted by B
Velocity or gear ratio (ig) = number of teeth on driven gear/number of teeth on driver gear.
TB = TA (nB/nA) = TA/ ig

Compound gear train:


If the number of teeth on each wheel is known, the relationship between the speed of wheels A
and D can be determined as follows
For wheels A and B: NB/NA = nA/nB, i.e. NB= NA (nA/nB)
Wheel B and C are fixed on the same shaft, so NC=NB
For wheels C and D: ND/NC = nC/nD, i.e. ND = NC (nC/nD)
Substituting NC = NB = NA (nA/nB) from above, we get
ND = NA (nA/nB) (nC/nD)
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Or ND/NA =
By inspection of the layout of the figure, it will be observed that wheels A and C are driver
gears while B and D are driven gears. Hence, from the above equation
Velocity or gear ratio (ig) = product of teeth on driven gears/ product of teeth on driver
gears

ND = NA (nA/nB) (nC/nD) = NA (nA nC / nB nD) = NA/ig

Types of Drives and gearboxes

There are many types of the car drives, usually classified accordance with number of driving
axles (4x2, 4x4, 4WD, AWD) and each type has a different gearing arrangement. Also, gearbox
(transmission) has different types (sliding-mesh, constant-mesh, synchro-mesh) some of them are
old-fashion and had been replaced, and some are in use in modern cars.

SLIDING-MESH GEARBOX:
The sliding gearbox was popular on cars up to about 1930, but it is rarely used. The basic layout
of a 4-speed and reverse gearbox is shown in the figure. The various spur-type gears are mounted
on three shafts.
o

Primary shaft (alternative names clutch or first motion shaft)

Layshaft (countershaft)

Mainshaft (third motion shaft).

1.
2.
3.
4.
5.
6.
7.

main drive gear


counter shaft
main shaft
I gear
II gear
III gear
top speed engaging dogs

Primary shaft
This shaft transmits the drive from the clutch to the gearbox. At the end, the shaft is supported by
a spigot bearing positioned close to the splines on to which the clutch driven plate is connected.
The main load on this shaft is taken by a bearing; normally a sealed radial ball type, positioned
close to an input gear called a constant mesh pinion. The gear is so named because it is always in
mesh with a larger gear, a c constant mesh wheel, that I part of the layshaft gear cluster. Note
that a small driving gear is called a pinion and a large gear a wheel.

Lay shaft
This shaft, which is normally fixed to the gearbox casing, supports the various-sized driving
pinions of the layshaft gear cluster.

Main shaft
This splined output shaft carries spur gearwheels that slide along the shaft to engage with the
appropriate lay shaft gears. At the front end, the main shaft is supported by a spigot bearing
situated in the centre of the constant mesh pinion. A heavy duty radial ball bearing is fitted at the
other end to take the force of the gears as the attempt to move apart.

Gear positions

Neutral
All main shaft gearwheels are positioned so that they do not touch the layshaft gears. A drive is
taken to the layshaft, but the mainshaft will not be turned in neutral position.

First gear
The firs-speed gearwheel A on the mainshaft is lid backwards to engage with pinion B on the
layshaft; all other gears are positioned in neutral. In this gear, the reduction in speed that occurs
as the drive passes through the constant-mesh gears, E and F, is reduced further by the firs-speed
gears, A and B.
The gear ratio (also called the movement ratio or velocity ratio) is given by
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Ratio = (Driven/driver) x (driven/driver)


Second gear
The second-speed gearwheel C is slid forward to engage with the layshaft gear D; all the other
gear are set in the non-driving position.

Ig2 = (F/E) x (C/D)


Third gear
In this gear position, gearwheel G is slid in to mesh with gear H.

Ig3 = (F/E) x (H/G)

Top gear
In this layout, fourth gear is a direct drive; namely a gear that gives a ratio 1:1. It is obtained by
sliding gear G to engage its dog teeth with the corresponding teeth formed on the end of the
constant mesh pinion E. Engagement of the dog clutch locks the primary to the main shaft and
this gives a straight-through drive.

Reverse gear
Sliding a reverse gear between any two gears on the layshaft and main shaft is the method used
to change the direction of rotation of the output shaft.
The simplest arrangement uses a single reverse gear, which is mounted on a short shaft. This
shaft is positioned so that the reverse can slide and mesh with the two first-speed gears as shown
in the figure. The gear ratio is
igr = (Driven/Driver) x (Driven/Driver) x (Driven/Driver)
= (F/E) x (J/B) x (A/J)
= (F/E) x (A/B)

This is the same ratio as for first gear, and irrespectively of the size of gear J, it will be seen
that the ratio always remains the same. For this reason it is called an idler it changes the
direction, but does not alter the ratio.

With the idler arrangement, some drivers persistently slip the clutch to maintain a low reversing
speed. Excessive clutch wear resulting from this practice is minimized when the reverse ratio is
set lower than first gear. This achieved by using a reverse gear arrangement as shown in the
figure. Instead of single idler, the compound reverse gear has two gear pinions joined together.
The reverse shaft is positioned so that the reverse pinions are able to mesh simultaneously with
the appropriate layshaft and mainshaft gears.
Gear Changing
When one gear is moved to engage with another gear noise will result if the peripheral (outside)
speeds are not the same to avoid this, the driver of the vehicle having a sliding-mesh gearbox
performs an operation called double declutching.
Interlock mechanismPrevents two gears engaging simultaneously; if this occurs the gearbox will lock up and shaft
rotation will be impossible. Although the interlock device takes a number of different forms, the
arrangement shown in the figure is one of the most common.

Power take-off arrangement


In addition to the mechanism use for driving a vehicle along a road, a power supply is often
required for operating external items of auxiliary equipment.
A light truck having a tipping mechanism is one example, but the most varied application of
power take-off units is associated with specialized off-road vehicles.
The figure shows a typical power take-off arrangement that is driven from the gearbox
layshaft.
Disadvantages of the sliding mesh
Although the mechanical efficiency of the sliding mesh gearbox was high, it suffered from two
great disadvantages:
1- Gear noise due to the type of gear.
2- The difficulty of obtaining a smooth, quit and quick change of gear without the great skill and
judgment.

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CONSTANT-MESH GEARBOX

11

1.
2.
3.
4.
5.
6.
7.
8.

I speed gear
II speed gear
main shaft
III speed gear
top and III speed engaging dogs
top gear
primary shaft or main drive gear
counter shaft/cluster gear

The main feature is the use of the stronger helical of double helical gears which lead to quieter
operation. In this design, the mainshaft pinions revolves freely on bushes or needle-roller
bearings and are all in constant engagement with the corresponding layshaft wheels. The gear
operation is obtained by locking the respective gear to the main shaft by means of a dog clutch.
With this arrangement the quieter-running helical gears can be employed, and during gear
changing the noise and wear are reduced by the simultaneous engagement of all the dogs instead
of only a pair of gear teeth as on the sliding-mesh gearbox.
With single helical pinions (double helical is economically impractical), the driving loads on the
teeth cause an axial thrust which must be resisted by thrust washers, or shoulders, on the
mainshaft.

SYNCHRO-MESH
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13

1.
2.
3.
4.
5.
6.
7.
8.
9.

I speed gear
II speed gear
main shaft
outer engaging unit
inner engaging unit
top gear engaging teeth
main drive gear
top gear synchronizing cones
counter shaft

The figure shows unite main details of. Fundamentally the box is laid out in same manner as a
constant-mesh, with the exception that a cone clutch is fitted between the dog and gear members.
The initial movement of the selector a sleeve carries the hub towards the gear and allows the
cones adjusts the speed of the gearwheel to suit the hub and mainshaft. Extra pressure on the
lever will allow the sleeve to override the spring-loaded balls, and positively engage with the
dogs on the gear.

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Four- and All-Wheel Drive:

Four-wheel-drive (4WD) and all-wheel-drive (AWD) systems can dramatically increase


vehicles traction and handling ability in rain, snow, and off-road driving. The improved traction
of 4WD and AWD systems allows the use of tires narrower than those used on similar 2WD
vehicles. These narrow tires are less expensive. They also tend to cut through snow and water
rather than hydroplane over it. Both 4WD and AWD systems add initial cost and weight.

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Design of gears : All gears are subjected to fatigue. Material selected is 30 Ni 4 Cr 1 with
Sut=1500Mpa, Sy=1300Mpa and hardness 440 BHN. Vehicle load is steady while multi cylinder
engine has torque fluctuations. The service factor of 1.25 is selected. First gear ratio G1 is to be
4:1.

Pair GH--- This pair is spur and H is input gear or pinion with speed of (1/G1) times the
engine shaft speed and input torque of G1 times engine mean torque. Let Engine torque be
85Nm @ speed of 5000rpm.
Estimation with Lewis equation:
Fatigue strength of material = 500Mpa
Minimum number of teeth = 18
Factor of safety = 2
Input torque G1 x 85 = 170Nm
Input Speed (1/G1) = 2500
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Assuming module=4
Diameter of pinion = 18 x 4=0.072m
Pitch line velocity = V = (dn/60) = x 0.072 x 2500/60 = 9.42 m/sec.
Velocity Ratio = Kv = (5.6/(5.6+V))
=0.646
Wt = Torque / (dp/2)
=170/0.036 = 4.72kN
Effective tangential force = (4.72 x 1.25)/0.646 = 9.2 kN
Lewis form factor for 20 full depth 18 teeth is 0.308
Now,
F= (Wt x Ks)/(Cv x m x Y x )
=4.72 x 1000 x 1.25 /(.646 x .004 x .308 x 250 x 106)
=0.03m with =250MPa
F=30mm which is near to 7 times module , hence is accepted.

Pair AB --- This pair is helical and A is input gear


Assuming module = 3
Input Torque = Engine torque
Assuming helix angle = 25
Input speed = Engine speed = 5000rpm

To calculate number of teeth on gear A


Center distance between shafts is that of spur pair = TH + GTA x module / 2
= 18+(2 x 18) x 4 / 2 = 108mm
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For helical pair center distance is = TA + G1TH x module / 2 cos


108= TA + 4TA x 3 / 2cos25
TA = 22
TB = 44
Exact center Distance = 108 = 22+ 88 x 3 / 2cos
= 23.55
Virtual No. of Teeth = 22 / cos3 = 28.55 = 29
Lewis form factor = 0.35
Dp =module x No. of teeth / cos = 72 mm
Pitch line velocity = dn / 60 = ( x 0.072 x 5000) / 60 = 18.85 m/sec.
The velocity factor Kv= 5.6 / (5.6 x 18.85) = 0.563
Effective tangential force Wt = Te x Ks / (Kv x D/2)
= 85 x 1.25 / (.563 x 0.072/2 ) = 5.24 kN
Factor of safety = 2
Design stress = fatigue strength / F.S. = 500/2 = 250 MPa
Now Wt = m x F x x Y
5.24 x 103 = 0.0003 x F x 250 x 106 x 0.35
F = 19.66 say 20mm ---- accepted

Pair CD for G3
G3 = 1.58 = TB x TC / (TA x TD) but TB/TA =2
TC/TD = 1.58/2 = 0.79
The pair is to be helical and with same helix angle and module as that of pair AB and as such
total number of teeth are same.
TC + TD = 22+44 = 66
18

TD = 36.87 = 37
TC = 66 37 = 29
The gear D is input gear :
d = TD x m / cos
= 37 x 3 / cos23.55
= 121mm
Pitch line velocity = dn / 60 = x 121 x 2500 /60 = 15.84 m/sec
Kv = 5.6 / (5.6 x 15.84) = 0.584
Virtual No. of teeth = T / cos3 = 37 / cos323.55 = 48
Lewis form factor = 0.395
Effective tangential force = Wt = Te x KsG1 / (Kv x d/2 )
Wt = 6.01 x 103
But Wt = m x F x x Y
6.01 x 103 = 0.0003 x F x 250 x 103 x 0.395
F = 20.20mm say 21mm

Pair EF for ratio G2


G2 = 2.52 = TB x TE /(TA x TF ) but TB/TA = 2
T E/ TF = 2.52 / 2 = 1.26
But TE + TF = 66
TF = 29 and TE = 37
Gear F is input gear
DF = TF x m / cos
= 29 x 3 / cos23.55
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= 0.0949 m
Pitch line velocity = dn/60= x 0.0949 x 2500 / 60 =12.42 m/sec
Kv = 5.6 / (5.6 + 12.42) = 0.61
Virtual no. of teeth = TF/cos3 = 29 / cos323.55 = 38
Lewis form factor = 0.377
Effective tangential force Wt = TE x G1 x Ks / (Kv x DF/2)
=7.34 kN
Wt = m x F x x Y
7.34 x 103 = 0.003 x F x 250 x 106 x 0.377
F = 0.02595

m=26mm

Checking the design of spur gear pair GH as per AGMA standards:


For spur gears
K= 50 / (50 + 200V)
If the gears have high precision shaved and ground teeth, and if an appreciable load is developed
then,
K = 78 / (78+200V)
If the gears have high precision shaved and ground teeth and there is no appreciable dynamic
load, then Kv = 1
Geometry Factor AGMA replaces the Lewis form factor by the geometry factor J and insists
upon its use when fatigue failure is to be considered in the design. Otherwise , modified Lewis
form factor may be used.
Fatigue strength and modifying factor It is always recommended to carry out a fatigue test
of the material if the economy permits. In the absence of test values for fatigue strength one can
estimate the fatigue strength of the material as:
Se = 0.50 Sut for materials having Sut < 1400 MPa
Se = 700 MPa for materials having Sut > 1400 MPa

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It is also observed that a material behaves in a different manner under test conditions than when
operating as a component of a machine. This difference is accommodated by introducing
following fatigue strength modifying factors.
(i)

Surface factor,

(ii)

Size factor,

(iii)

Reliability factor,

(iv)

Temperature factor,

(v)

Modifying factor for stress-concentration

(vi)

Miscellaneous-effect factor.

These factors are used to correct fatigue strength of the material, which generally gives a reduced
strength for design.
Load correction factors The nature of driving and driven machinery also affect the tooth load
due to torque fluctuations. This is accounted for by an overload correction factor and it increases
the actual load on teeth.
Further,wider face width, nature of mounting the gears and shaft clearances in the bearing
permit deflection of the shaft, and load distribution along the whole width is not uniform. This is
also accounted for by multiplying the tooth load by a Load Distribution Factor.
(1).Dynamic Load Factor

Select Kv =
=

78 / 78 +200V
78 / 78 + (200 x 9.42)

Kv = 0.642
(2).Fatigue strength of tooth material Se is
Se = 700 MPa
Values for following stress modifying factors are assumed as,
Surface factor

Ka = 0.70

Size factor

Kb = 0.894
21

Reliability factor

Kc = 0.868

Temperature factor

Kd = 1

Stress conc.modifying factor

Ke = 1

Miscellaneous factor

=1

Fatigue strength of the tooth of gear Se is,


Se = 0.70 x 0.894 x 0.868 x 1 x 1 x 700
Se = 505 MPa

Load Modifying Factor Multi cylinder diesel engines with a uniformly driven load
give the value of overload correction factor as 1.25 (i.e. Ko). For a face width of 30mm
and accurate mounted gears, the load distribution factor is 1.3 (Km).
Bending stress = (Te x G1 x Km x Ko ) / (d/2) x Kv x F x m x J
For pinion teeth 22 and gear teeth 44, J = 0.365, from AGMA tables,
= (85 x 4 x 1.25 x 1.3) / (0.72 x 0.642 x 0.03 x 0.003 x 0.365)
= 363.8 MPa
Factor of safety = Se / = 505 / 363.8 = 1.38
The design is quite satisfactory as factor of safety is above one and can be accepted.
Check for surface fatigue strength of the material: Experimental evaluation of surface
fatigue strength has been carried out by few scientists. However, this procedure is not
economical and quick. From these experimental results, the suggested equation for
finding out surface fatigue strength of steels is:
Sc = 2.76 HB 70 Mpa, where
Sc = Surface fatigue strength
HB = Brinell hardness of the material and this strength upto only 108 cycles of repeated
contact stress. If the two materials have different hardness the lesser value is
generally,though not always, used.
AGMA recommends that the contact fatigue strength be modified in a manner quite
similar to that used for bending endurance limit. The equation is,
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SH = (CL x CH) / (CT x CR)


Where

SH = Corrected fatigue strength


CL = Life factor
CH = Hardness ratio factor
CT = Temperature factor
CR = Reliability factor

Wear Factor Load Stress Factor: Contact stresses are concatenated in a localized area
near the contact and then distributed over the whole cross-section of the element.
Therefore, the contact stress values are much higher than average stress values. To
account for this fact, a wear factor or load stress factor is introduced from Hertzian
contact stress. This factor is dependent on two parameters. One is the elasticity of the
material, as elastic co-efficient Cp,
Cp = 1 / ( ((1-2p) / E p) + (( 1- 2G ) / EG)))
And second is geometry of the curvature of the mating surfaces known as geometry
factor.
I = sin x cos x mg / (2(mg+1))
Where = Pressure angle
mg = Gear ratio

All these factors are combined together to give contact stress,


= - Cp (Wt / Cv x F x dp x I )1/2
Surface fatigue strength of the 30 Ni 4 Cr 1 steel
Sc = 2.76 x 440 -70 =1145 Mpa
Life factor

C L = 1V

Reliability factor

CR = 1

Hardness factor

CH = 1

Temp. factor

CT = 1
23

Corrected strength

SH = SC = 1145 Mpa

CP calculated for Steel = 191


I = sin20 x cos20 x 2 / (2(2+1)) = 0.01
CV = KV = 0.642
H = 260 Mpa
Factor of safety = SH / H = 4.4
Which is much more than desired.

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Design of shafts
Such gearboxes normally have three shafts Input shaft (I), Output shaft (O) and Lay
Shaft or Countershaft (L).
Shaft carrying gears (or pulley) to transmit power are always subjected to reversed
bending due to the power transmitting force through mating teeth at a pressure angle in
case of gears. Shafts are subjected to bending moment. This being a multispeed gearbox a
neutral position I to be provided, so the layout should accommodate all the gears when
they are not in engagement. In an automobile gearbox, forward and backward motion of
one lever from neutral engages two pairs, while another motion along with the forward
and backward stroke enables engagement of the remaining two pairs.
Rough estimation pf the distance between supports X,Y can be taken as 2.5 times the sum
of the face widths of all pairs of gears.
=(20+21+26+30) x 2.5 = 242.5mm say 243mm
Output shaft (O) and Lay shaft (L) will be subjected to maximum bending moment, when
pair EF is in engagement as it is farthest from supports and has more tangential force
than due to pair CD.
Input shaft is a cantilever and loaded at center of the pair AB.
Reaction through pair AB = force along pressure angle
=Te x Sv = Te x Sv / (dp x cos /2)
=3.14kN
Reaction through pair EF = Te x Sv x G1 / (dp x cos /2 )
=4.77kN
B.M. on input shaft = 3.14 x 103 x 0.020 = 62.8 Nm
Reactions at A & B, RB = 3.14 x 103 x (150+20)/150 = 3.55kN
RA = 3.55-3.14 = 0.41kN
Axial force = Wt x tan
= TeSvtan/(dA/2)
= 1.29kN
25

Reaction at X1 and Y1 of output shaft,


RX1 = RY1 = F/2 = 4.77/2 = 2.385 kN
Axial force = TeSvG tan / (dA/2))
=1.95kN
Reaction at X, Y of countershaft,
Rx = F x 105 /243 = 2kN
Ry = 4.77 2 = 2.77kN
B.M. on main shaft (O)
B.M. = 2.385 x .105 x 103 = 250Nm
B.M. on lay shaft (L)
B.M. = 2.68 x 103 x .105 = 273Nm
Torque on input shaft = 85 x 1.25 = 100Nm
Torque on lay shaft = 200Nm
Torque on main shaft = 400Nm
Maximum torque on main shaft will be in 1st gear that is 400Nm, but the values of
bending moment will be minimum.
The Soderberg criteria can be applied :
d = [32 x F.S./ {(T/Sy)2 + (M/Se)2}1/2]1/3
d = diameter of shaft
F.S. = factor of safety
Sy = yield strength
Se = fully corrected endurance strength
Selecting plain carbon steel with 0.45% carbon with Sut = 600Mpa, Sy = 450Mpa and
fully corrected endurance strength be 135Mpa. Factor of safety=1.8
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For the input shaft,


d = [32 x 1.8 / {(100/(450 x 106)2 + (62.8/(135 x 106))2 }1/2]1/3
d = 0.0211m
Gear A is mounted on shaft, which needs an axial locking on one side by shoulder and
other side by circlip. This increases diameter
Standard value for bearing diameter = 25mm
Let counter bore diameter = 20mm
Serration depth = 2.5mm
Bearing diameter = 25mm
For the main shaft,
d= [ 32 x 1.8 / {(400/ (450 x 106))2 + (250/135 x 106)2 }1/2] 1/3
=0.033m
Add 6mm serrations for sliding gears. For Bearing shoulder and for other effects add
another 4mm
d = 33 + 6 + 4 = 43mm
For bearing selection adopt the standard size of 45mm
For the layshaft
It is to be a hollow cluster gear to be supported in a needle on a non-rotating axle
supported between X and Y. The actual B.M. will be slightly less than for an integral
shaft.
do3 di3 = [32 x 1.8/{(T/Sy)2 + (M/Se)2}1/2]1/3
For a gear material 30 Ni 4 Cr 1 , Sy = 1300Mpa and Se = 390Mpa
Let di = 0.025m
do = 30.5 mm
The cluster gear which is treated as a hollow shaft has a length such that the angular twist
will efeect the load distribution on the gear teeth, hence its torsional stiffness is required
to be considered.
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Assuming Trial values of do and di = 50mm and 25mm respectively


J = (do3 di3) / 16
J = 21.47 x10-6 m3
K = (T/Q) = (GJ/L) x (/180)
G = modulus of rigidity for steel = 80Gpa
L = length of shaft = 0.200m
K = 149.88 kNm/degree
which is an acceptable value. The hollow shaft on which the cluster gears are to be forged
integral, shall have inside diameter of 25mm and outside diameter of 50mm.

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29

CLASSIFICATION OF MANUFACTURING PROCESSES OF GEARS


1. Milling process

Disc type cutter

End mill cutter

2. Gear planning process

The Sunderland process

The Maag process

3. Gear shapers

Rack type cutter generating process

Pinion type cutter generating process

4. Gear hobbing

Axial hobbing

Radial hobbing

Tangential hobbing

5. Bevel gear generating

Straight Bevel gear generator

Spiral bevel gear Generator

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METHODS OF FORMING GEARS

Roll forming

In roll forming, the gears blank is mounted on a shaft & is pressed against hardened steel of
rolling dies. The rolls are fed inward gradually during several revolutions which produce the gear
teeth. The forming rolls are very accurately made & roll formed gear teeth usually home both by
not and cold. In not roll forming, the not rolled gear is usually cold rolled which compiles
the gear with a smooth mirror finish. In cold roll forming, higher pressures are needed as
compared to not rolling many of the gears produced by this process need no further finishing. It
becomes stronger against tension & fatigue. Spur & helical gears are made by this process.

Stamping

Large quantities of gears are made by the method known as stamping blanking or fine
blanking. The gears are made in a punch press from sheet up to 12.7mm think such gears find
application in: toys, clocks 4 timers,watches, water & Electric maters & some business
Equipment. After stamping, the gears are shaved; they give best finish & accuracy. The materials
which can be stamped are: low, medium & high carbon steels stainless steel. This method is
suitable for large volume production.

Powder metallurgy

High quality gears can be made by powder metallurgy method. The metal powder is pressed in
dies to convert into tooth shape, after which the product is sintered. After sintering, the gear may
be coined to in crease density & surface finish. This method is usually used for small gears. Gears
made by powder metallurgy method find application in toys, instruments, small motor drivers etc.

Extrusion

Small sized gear can also be made by extrusion process. There is saving in material & machining
time. This method can produce any shape of tooth & is suitable for high volume production gears
produced by extrusion find application in watches, clocks, type writers etc.

31

GEAR GENERATING PROCESS

Gear Hobbing

Hobbing is the process of generating gear teeth by means of a rotating cutter called a hob. It is a
continues indexing process in which both the cutting tool & work piece rotate in a constant
relationship while the hob is being fed into work. For in route gears, the hob has essentially
straight sides at a given pressure angle. The hob and the gear blank are connected by means of
proper change gears. The ratio of hob & blank speed is such that during one revolution of the hob,
the blank turns through as many teeth. The teeth of hob cut into the work piece in Successive
order & each in a slightly different position. Each hob tooth cuts its own profile depending on the
shape of cutter, but the accumulation on the shape of cutter, but the accumulation of these straight
cuts produces a curved form of the gear teeth, thus the name generating process. One rotation of
the work completes the cutting up to certain Depth.

TYPE OF HOBBING

Arial hobbing

This type of feeding method is mainly used for cutting spur or helical gears. In this type, firstly
the gear blank is brought towards the hob to get the desired tooth depth. The table side is them
clamped after that, the hob moves along the face of the blank to complete the job. Axial hobbing
which is used to cut spur & helical gears can be obtained by climb noting or convential
hobbing.

Radial hobbing

This method of hobbing is mainly used for cutting worm wheels. In this method the hob & gear
blank are set with their ones normal to Each other. The gear blank continues to rotate at a set
speed about its vertical axes and the rotating hob is given a feed in a radial direction. As soon as
the required depth of tooth is cut, feed motion is stopped.

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Tangential hobbing

This is another common method used for cutting worm wheel. In this method, the worm wheel
blank is rotated in a vertical plane about a horizontal axes. The hob is also held its axis or the
blank. Before starting the cut, the hob is set at full depth of die tooth and then it is rotated. The
rotating hob is then fed forward axially. The front portion of the hob is tapered up to a certain
length & gives the fed in tangential to the blank face & hence the name Tangential feeding.

GEAR SHAPING PROCESS


In gear shapers, the cutters reciprocate rapidly. The teeth are cut by the reciprocating motion of
the cutter. The cutter can either be rack type cutter or a rotary pinion type cutter.

Rack type cutter generating process

The rack cutter generating process is also called gear shaping process. In this method, the
generating cutter has the form of a basic rack for a gear to be generated The cutting action is
similar to a shaping machine. The cutter reciprocates rapidly & removes metal only during the
cutting stroke. The blank is rotated slowly but uniformly about its axis and between each cutting
stroke of the cutter, the cutter advances along its length at a speed Equal to the rolling speed of the
matching pitch lines. When the cutter & the blank have rolled a distance Equal to one pitch of the
blank, the motion of the blank is arrested, the cutter is with drawn from the blank to give relief to
the cutting Edges & the cutter is returned to its starting position. The blank is next indexed & the
next cut is started following the same procedure.

Pinion type cutter generating process

The pinion cutter generating process is fundamentally the same as the rack cutter generating
process, and instead of using a rack cutter, it uses a pinion to generate the tooth profile. The
cutting cycle is commenced after the cutter is fed radically into the gear blank Equal to the depth
of tooth required. The cutter is then given reciprocating cutting motion parallel to its axis similar
to the rack cutter and the cutter & the blank are made to rotate slowly about their axis at speeds
which are Equal at the matching pitch surfaces. This rolling movement blow the teeth on the
blank are cut. The pinion cutter in a gear shaping m/c may be reciprocated either in the vertical or
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in the horizontal axis.


Advantages:

The gears produced by the method are of very high accuracy.

Both internal & external gears can be cut by this process.

Non convential types of gears can also be cut by this method

Disadvantages:

The production rate with gear shaper is lower than Hobbing

There is no cutting on the return stroke in a gear shaper

Worm & worm wheels cant be generated on a gear shaper

GEAR CUTTING BY MILLING

Disc type cutter

For cutting a gear on a milling m/c, the gear lank is mounted on am arbor which is supported b/w
a dead centre & a lieu centre in the in dering head. The cutter is mounted on the arbor of the cutter
must be aligned exactly vertically with the centre line of the indexing head spindle. The table of
m/c is moved upward until the cutter just touches the periphery of gear blank. The vertical feed
dial is set to zero. The table is then moved horizontally until the cutter clears the gear b lank. The
table is then moved upwards by an amount Equal to the full depth of the gear tooth The vertical
movement may be less if the gear is to be cut in two or more passes After this, the longitudinal
feed of the table is engaged. The gear blank moves under the rotating cutter & a tooth space is cut.
After this, the movement of the table is reversed so that the cutter again clears the gear blank. The
gear blank is then indexed to the next position for cutting the second tooth space. This procedure
is repeated until all the teeth have been milled. There is a flat circular disc type cutter and the
plane of rotation of the cutter is radial with respect to the blank.

End Milling cutter

In this method the cutter rotates about am axis which is set racially with respect to the blank & at
the same time the cutter is traversed parallel to the axes of the blank The cutting edge tie on a
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surface of revolution, So that any axial cross- section of the cutter corresponds to the shape
required for the space b/w two adjacent teeth on the finished wheel. The milling m/c used in this
method is vertical milling m/c The End mill cutter is mounted straight on the milling m/c spindle
through a chuck.
1)

The disc type of cutter is used to cut big spur gear of cutter is Employed for the

manufacture of pinion of large pitch.


2) This method is very slow since only one tooth is cut at a time. To overcome these
drawbacks, multiple tools shaping cutter head is used to cut all the tooth spaces of the gear at
the same time.
Advantage:

Gear milling is a simple, Economical & flexible method of gear making.

Spur, helical, bevel gears and racks can be produced by this method

The major disadvantage of this method is that a separate cutter must be used not
only for every piton but for every no. of teeth.

Bevel Gear Generating


The teeth of bevel gears constantly change in form, from the large to the small Encl There are to
common types of bevel gear generators, on cuts straight teeth & other cuts spiral teeth.

Straight Bevel gear generator

For generating straight bevel gears, the rolling motions of two pitch cones are employed
motions of two pitch cones are employed instead of pitch cylinder. In this method, two
reciprocating tools which work on top & bottom sides of a tooth & are carried on the machine
cradle. The cradle & work roll up together with the gear blank at the top of roll, when a tooth has
been completely generated, the work is withdrawn from the tool and the m/c inclined, while the
cradle is rolled down to the starting position. The operating cycle is repeated automatically until
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all the teeth in the gear have been cut.


The advantages of this process are that a previous roughening cut is not necessary, thus saucing
one handling of the blank, longer cutter life, improved quality of gear and less set up time

Spiral bevel gear Generator

In this method, a rotating circular cutter generates spiral teeth that are curved & oblique proper
tooth profile shapes are obtained by relative motion in the m/c b/w work cutter. The m/c has
adjustment by which both spiral bevel gears & hypoid gears can be generated.

Spiral bevel gears have an advantage have on advantage over straight bevel gear is that teeth are
Engage with one another gradually by eliminating any noise & shock in their operation.

Gleason Method

In this method, two disc milling cutters are employed, fig. The tools form the blanks of a tooth
simulating the basic crown wheel. Cutter teeth are inter meshing and the discs are inclined to
each other at the pressure angle (usually 20*).
The following motions are involved while cutting a tooth:
1. The rotating cutters revolve about their axes to provide the cutting action
2. They travel in planes passing through the sides of the teeth on the imaginary crown gear to
shape the teeth along their teeth.
3. At the same time, they participate in the relative rolling motion between the cutters and
blank to obtain the required tooth profile.
Indexing takes place after each tooth space has been completed and the machine is fully automatic
in its motions. When gear has been completed, the machine stops, the cutters withdraws the work
piece can be changed with little delay. This type of machine is a high production rate machine and
very useful for dealing with large batches of identical gears.

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Gear finishing process:- The following processes are generally used for finishing of gears

Gear shaving

Gear sharing is the most common method for gear finishing. In this method, a very hard gear is
used to ramous fine chips from the gear tooth profile. The sharing cutter can be: Rotary type or
Rack type in rotary shoring, the cutter & the gear are run in mesh. As they rotate, the gear is
traversed longitudinally across the shaving cutter or vie versa. The rotary sharing cutter has a
member of peripheral gashes or grooves to from a series of cutting Edges. The cutter & Gear are
set up in a gear shoring m/c with crossed axes in the form of spiral gearing. The usual angles are
10* to 15*.
In rock sharing, the cutter is in the form of a rack. During the operation, the gear is rolled in mesh
with the cutter. The cutter is reciprocated & at the End of Each stroke is fed into the year

Gear grindings

Grindings is the most accurate method of gear finishing. By grinding, teeth can be finished either
by generation or forming. In forming, the work is made to roll in contact with a fiat faced rotating
grinding wheel, corresponding to the face of the imaginary rack meshing with the gear. One side
of the tooth is ground at a time After the grinding wheel is given the shape by space b/w two
adjacent teeth. Both flanks are finished together.
The second method tends to be rather quicker, but both give equally accurate results and which of
the methods is to be used depends upon the availability of the type of grinding m/c.
Disadvantage:

Considerable time is consumed in the process

Low production capacity

Grinding wheels are Expensive.


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Gear lopping

It is another extensively used process of gear finishing & it is accomplished by having the gear in
contact with one or more cast iron lap gear of true shape the work is mounted b/w centre & is
slowly driven by rear lap. It is in term driven the front
lap & at the same time both laps are rapidly reciprocated across the gear face. Each lap has
individual adjustment & pressure control. A fine abrasive is used with kerosene or light oil to
assist the cutting action. The largest time of gear lapping is about 15 minutes. Prolonged lapping
damages the profile.

Shot blasting

It provides a finishing process resembling that produced by lapping although it has other
functions, such as removing slight burrs, reducing stress concentration in tooth fillets &
sometimes providing slight tip & root relief to teeth

Phosphate coating

It is a chemical process which attacks the treated ferrous surface and leaves a deposit on it about
0.01 mm. in thickness. It prevents from scuffing, particularly in hypoid gears, by permitting the
Engaging tooth Surface under the prevailing boundary lubrication conditions.

Gear planning

This is one of the oldest methods of gear production but is still extensively used. It employs rack
type cutters for generation of spur & helical gears. Involutes rack has straight Edges & sharp
corners can be (Easily) manufactured easily & accurately There are two types of gear planning
machines, one based on The Sunderland process & the other on The Maag process Both the
methods are identical in principle but differ in m/c configuration & detail.

The Sunderland process

In this method, the work (gear balance) is mounted with axis horizontal & the cutter slide is
carried on a saddle position that moves vertically downward as cutting proceeds. For cutting super
gears, the cutter reciprocates parallel to the work axis (but) because it can be swiveled in the
vertical plane to any desired angle. The m/c is also used for cutting single helical gears. The cutter
is gradually fed to the desired depth of teeth after which the depth remains constant.
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Simultaneously the gear blank is rotating & rack is traversed at a tangent, the motion of rack &
blank being geared to act on their respective pitch lines. This relative motion beings fresh part of
the blank & rack into contact & thus causes the teeth of the cutter to generate wheel teeth of the
cutter to generate wheel teeth. The indexing really consisting slopping the rotation of the blank &
causing the rack to moue. The process is repeated until the blank has completed one revolution.

The maag process

In this method, the work is mounted on the m/c table with its axis vertical. The rack cutter is
carried in a cutter head: that is made to moue in a vertical plane but the actual direction of motion
can be set at any desired angle.

Principal of gear planning

The cutter during its cutting stroke is in contact with several teeth at the same time but with
different part of each tooth, it planes comparatively a narrow strip on each tooth at each stroke
and a different part of each tooth is submitted to the action of the cutter at the next stroke.

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