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Rajiv Gandhi Technical University, Medi-Caps Institute of Science and Technology, Indore, India
Abstract
The present invention relates to gearbox housing for automobiles, and more particularly, it relates to a light
weight rigid PVC gearbox housing for automobiles capable of reducing the stress concentration of the gearbox housing.
Keyword: Gear box casing, optimization, rigid poly vinyl chloride (PVC), transmission, automobiles, weightreduction,
power to weight ratio
Received: Nov 15, 2015 ;Accepted: Oct 19, 2016 ; Published: Feb 15, 2016 ; Paper Id.: IJAuERDFEB20162
INTRODUCTION
The gearbox housing is the housing that surrounds the mechanical components of a gear box. It provides
components, and a fluid -tight container to hold the lubricant that bathes those components.
Traditionally, the gearbox housing is made from cast iron or cast aluminium, using methods of permanent
mould casting or shell moulding. Experimentally, though, composite materials have also been used.
The cast iron is one important material which is used for gearbox housing. The cast iron provides string
housing to the inner component and lasts long, but it is very cumbersome when it comes to welding it to desired
Original Article
mechanical support for the moving components, a mechanical protection from the outside world for those internal
gearbox design. Also spray painting may cause rusting and lead to low life of the gearbox housing.
The cast aluminium is another commonly used material for gearbox housing which is li ghtweight and
can be designed easily. Though, cast aluminium is lightweight and design easy, it is heavier as compared to RIGID
PVC for gearbox housing.
Accordingly, there exists a need to provide a gearbox housing which overcomes above mentioned
drawbacks.
DETAILED DESCRIPTION
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Figure 1
Figure 2
17
Figure 3
Figure 4
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Vedagya Bakshi&
Baksh Shivomendra Patel
Figure 5
Figure 6
Index
ndex Copernicus Value (ICV): 6.1
19
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
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Figure 12
Figure 13
Figure 14
Figure 1 shows a cross-sectional perspective view of gearbox housing, in accordance with the present invention;
Figure 2 shows equation for calculating Centre to Centre distance, in accordance with the present invention;
Figure 3shows equation for design of synchronizers, in accordance with the present invention;
Figure 4, shows equation for selector mechanism, in accordance with the present invention;
Figure 5, shows equation for design of gearbox housing, in accordance with the present invention;
Figure 6 shows values of Eigen Modes analysis generated due to Vibration having minimum value of 2.600E-02
and maximum value of 1.400E+01, in accordance with the present invention;
Figure 7 shows values of Eigen Modes analysis in X -axis generated due to Vibration having minimum value of 9.911 E+00 and maximum value of 3.051E+00, in accordance with the present invention;
Figure 8 shows values of Eigen Modes analysis in Y -axis generated due to Vibration having minimum value of 7.495E+00 and maximum value of 5.139E+00, in accordance with the present invention;
Figure 9 shows values of Eigen Modes analysis in Z -axis generated due to Vibration having minimum value of 9.441E+00 and maximum value of 3.806E+00, in accordance with the present invention;
Impact Factor (JCC): 5.4529
21
Figure 10 shows distribution of Strain Energy Generated in object due to vibration having minimum value of 8.545E-10 and maximum value of 8.417E -10, in accordance with the present invention;
Figure 11 shows Density of Strain Energy Generated in object due to vibration having minimum value of 2.600E-11 and maximum value of 3.841E -11, in accordance with the present invention;
Figure 12 shows graph of the variation of Thickness of gearbox housing of tw o materials, in accordance with the
present invention;
Figure 13 shows graph of the variation of Volume of gearbox housing of two materials , in accordance with the
present invention; and
Figure 14 shows graph of the variation of Mass of gearbox housing of two materials, in accordance with the
present invention;
with the prior art, techniques and approaches are overcome by the present invention as described below in the preferred
embodiments.
Gearbox housing is used to cover the gear box. Also, to prevent it from external undesired objects and dirt. It is
also used to retain certain amount of gear lubricant inside it, so that the gear train can run smoothly. The proposed design
and analysis is concerned with an alternative material (rigid PVC) which can perform same and has less weight. The
novelty of this proposed invention is that by using the gear box housing of rigid PVC, the weight of the gear box
housing/housing can be reduced as well as the stress concentration which act on the housing of gear box made up of cast
iron/steel/aluminum which are in commercial use today. It can be used for any heavy vehicle and any machines where gear
boxes are in use where there is low temperature of about 60 degree and there is no significant space constraint.
Refereeing now to figures 1 to 5, it shows a cross-sectional perspective view of a gearbox housing (100) and
equations for calculating different units respectively.
Following are the parameters for calculating the design of gearbox housing (100).
Given:
Table 1
Power = P
Speed = N
Gear
=
Ratios
, , , , ,
r}
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Design of synchronizers
Design of shafts
Design of bearings
Design of housing
( Z B D )( HW ) k A kV k H k H
H 10
H 10
( Z H )( Z E )( Z )( Z )
Ft ( 1 + 1)
d1b1
T1
Ft d1
2
60 P
2 N
d1
( Z B D )( Z H )( Z E )( Z )( Z )
2T1 ( 1 + 1)
k AkV k H k H
d13 (b d1 ) 1
d1
2a
1 + 1
H ( perm )
H ,lim ( Z NT )( Z L )( Z R )( ZV )( ZW )( Z X )
S
23
{( Z B D )( Z H )( Z E )( Z )( Z )( S H )}2
T1 ( 1 + 1) 4
3 k k k
3
A V H kH
4(b d1 ) 1 { H ,lim ( Z NT )( Z L )( Z R )( ZV )( ZW )( Z X )}2
Provided:
(b d1 )1st gear
0.65
(b d1 ) 2st gear
0.45
(b d1 )3st gear
0.28
(b d1 ) 4st gear
0.28
(b d1 )5st gear
0.30
(b d1 ) reverse
0.65
ka
kV
kH
kH
ZH
ZB/D
ZE
0.95
0.95
2.25
Z NT , Z L , Z R , ZV , ZW , Z X
H ,lim
SH
1.2
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d1
2a
1 + 1
Now,
d1 + d 2
2
d1 + d 2
2a
d2
2a d1
d9 + d10
2a
d 7 + d8
d5 + d 6
d3 + d 4
Z9
Z10
d9
d10
2a
Z7
Z8
d7
d8
2a
Z5
Z6
d5
d6
2a
Z3
Z4
d3
d4
Index Copernicus Value (ICV): 6.1
25
DC
=
=
tan
DB
AD
150 mm
80o
DC
DB
DC
tan
AB DB
AC 2
d9 + d11
2
AD 2 + DC 2
AD 2 + DC 2
d 9 + d11
d11
AD 2 + DC 2
(2
AD 2 + DC 2 d 9
Now,
In BDC, By Pythagoras Theorem
BC 2
d11 + d12
BD 2 + DC 2
BD 2 + DC 2
d12 + d11
d12
BD 2 + DC 2
(2
BD 2 + DC 2 d11
module
8mm
Helix Angle
35o
Now, from K.MAHADEVAN design datebook, page number 213, equation 12.23(b)
According to AGMA, the minimum face width,
bmin
(1.15) m
tan
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20m
tan
bmax
Now, from data book page number 214, eq. 12.24 (a)
Lewis equation for helical or herringbone gears
d CV bYmn
Ft
mn
m cos
Cw
CV
Y
y
Cw
6.1
6.1 + v
0.378 ,eq-12.25,
Page-241
From data book page number 214, equation number 12.26 (a)
Now, According to Buckingham, the inertia force;
Fi
k3
6.60
786.5 ,table-12.12,
k3V + Cb cos 2 + Ft
Page-236
The Dynamic Load,
Fd
Ft + Fi
Fs
d bYmn
Fs
Fd
No. of Teeth, Z
Impact Factor (JCC): 5.4529
d
m
Index Copernicus Value (ICV): 6.1
27
Circular Pitch, p
Diametrical Pitch, pd
1
m
tf
cos
tc
cos
=
=
1
cos
0.2
cos
d r + 2h
(2t f + tc )m
2.2m
DESIGN OF SYNCHRONIZERS
In automobile, a synchronizer is a part of synchromesh manual transmission that allows the smooth engagement
of gears. Synchronizers serve to let shafts and gears engage with each other smoothly after their speeds have been
synchronized.
Design of Cones:
We know, the friction torque to be transmitted;from design data book page number 259, equation number 13.10
(d)
f Fa D m
2sin
T1
0.07
0.12
Dm
b
bpDm2
4.5to8
2Tn
49 f p
Dm
7b
Dm
D1 + D2
2
Now we know,
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Gear Ratio
N2
2
N1
N2
N1
N9
N7
T7
( Ft )7
P7
2 N 7T7
60
N8
N7
N8
d7
2
Now
( Dm )2
nd
gear
103 3
( Dm )2
bc 2
P7 kq
f pn
2
nd
gear
( d c 2 ) o ( d c 2 )i
( bc 2 ) sin
2
( d c 2 ) o ( d c 2 )i
2 ( bc 2 ) sin
Since;
( d c 2 )o
( Dm )2
nd
<
gear
d7
( d c 2 )o
<
d7
( d c 2 )o
( d c 2 )i
( Dm )2
nd
gear
nd
gear
2
+ d7
Gear Ratio
( Dm )2
+ d7
2 ( bc 2 ) sin
29
N2
N6
N5
N6
N5
T5
( Ft )5
P5
2 N5T5
60
( Dm )3
N1
N2
N1
N6
d5
2
Now
rd
gear
103 3
( Dm )3
bc3
P5 kq
f pn
2
rd
gear
( d c 3 ) o ( d c 3 )i
( bc3 ) sin
2
( d c 3 ) o ( d c 3 )i
2 ( bc 3 ) sin
Since;
( d c 3 )o
( Dm )3
rd
<
gear
d5
( d c 3 )o
<
d5
( d c 3 )o
( d c 3 )i
rd
( Dm )3
rd
gear
Gear Ratio
gear
2
+ d5
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( Dm )3
+ d5
2 ( bc 3 ) sin
4
N1
N2
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N2
N4
N3
N4
N3
T3
( Ft )3
P3
2 N3T3
60
( Dm )4
N1
N4
d3
2
Now
th
gear
103 3
( Dm )4
bc 4
P3kq
f pn
2
th
gear
( d c 4 ) o ( d c 4 )i
2
( d c 4 ) o ( d c 4 )i
( bc 4 ) sin
=
=
2 ( bc 4 ) sin
Since;
( d c 4 )o
( Dm )4
th
<
gear
d3
( d c 4 )o
<
d3
( d c 4 )o
( d c 4 )i
( Dm )4
( Dm )4
th
gear
+ d3
2
th
gear
+ d3
2 ( bc 4 ) sin
Design of Lockers
Between 2nd and 3rd Gear
As we know that diameter of 3rd gear is smaller than that of 2nd gear and the diameter of annular ring of
slider is to be constant.
Therefore, we need to design the cotter corresponding to that of 3 rd gear. Therefore torque loses to be neglected
and;
T5
Index Copernicus Value (ICV): 6.1
31
Now,
Shifting Force is given by
2Tr sin
s (d m )3rd Gear
Fs
( 2)
Fdc Cot
TZ
105
<
TZ
TZ
dc
dc
<
125o
Now we know
Tr
Tr
2Tr
F Cot
{ ( 2 )}
2T
tan ( )}
{
2
F
r
0.88 3
T5
k2 kzs
Where
Strength Coefficient
k2
6
k
20
bs
ms
Therefore
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Circular Pitch, Ps
ds
Diametrical Pitch, ( Pd ) s
zs
zs
ds
d r + (2t f + tc )
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tc
2(t f + tc ) ms
0.2
zs
zR
180o
Selector Mechanism
In manual transmissions, an interlock mechanism prevents the engagement of more than one gear at any one
time and a decent mechanism holds the gear in the, in detention, in the selected position.
55MPa
Fs
lf
l f (1.5t )
d c
360
l f (1.5) Fs
Here,
lf
Fs
Length of Fork
Force of Shift
Let L be the affective length of the lever and P be the manual force applied at the handle.
Let B and t be the height and thickness of handle near the boss assuming that the lever is extended to the centre
of shaft (for strength of lever).
We get,
PL
tB 2
6
As we know,
bZ
Index Copernicus Value (ICV): 6.1
33
tB 2 b
6
PL
5t
B1
B
2
Also,
Where
=
=
=
70 100 N
200 250 N
350 400 N
16
16
16
d 23 b
d 23 b
d 23 b
M b2 + M t 2
( Pl ) 2 + ( PL) 2
P l 2 + L2
1
d2
3
16 P 2
2
l
+
L
Or by RANKINE formula
32 P l + l 2 + L2
d2
PL
d + t2
l2t2 t
l2
t2
3 mm ( General considerations )
Now,
Let
t2
Therefore,
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l2
5.75 mm
d sb
5.625
t d sb + t 2
L
PL
t2
5.625 t
DESIGN OF SHAFTS
max
o x
( 7l
360lEI
10l 2 x 2 + 3x 4 )
For UVL,
0.00652
o ls 4
EI
Here
Identity of load
0.0003Ls
0.0003
0.00652o ls 3
EI
0.4601EI
ls 3
ols
0.4601EI
ls 2
RA + RB
RB
RA
2
n
3
1
n
3
2
RB ls
3
max
( BM )c
35
( BM )c
( BM )c
2 1
. .nls
3 3
2
n ls
9
Considering A
( BM )c
2
R A n ls
3
( M b )m
2
n ls
9
M b 2 + T9 2
2
lsn + T9
9
ls
d ms
10
6
T9 d ms
16
2
3
s 2 d ms 2
256
Te
16
T9 d ms3
Let
4 2
2
n (10d ms ) + T9 2
81
400 2
n d ms 2 + T9 2
81
Thus diameter of the main shaft is determined and hence length of the shaft is also determined.
d an 2b
Mass of Gears, mg
(m )
d a 2b
4
Weight of Gears
RAC + RBC
(w )
g n
(m )
g n.
Wg1 + Wg 2 + Wg 3 + Wg 4 + Wg 5 + Wg 6
RBC ls
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b
b
b
b
b
b
w1 + w2 3b + + w3 6b + + w4 9b + + w5 12b + + w6 15b +
2
2
2
2
2
2
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RBC ls
RBC ls
RB
RAC
b
7b
13b
19b
25b
31b
w1 + w2 + w3
+ w4
+ w5
+ w6
2
2
2
2
2
2
b
[ w1 + 7 w2 + 13w3 + 19w4 + 25w5 + 31w6 ]
2
b
[ w1 + 7 w2 + 13w3 + 19w4 + 25w5 + 31w6 ]
2ls
( wg ) RB
n
( BM )3
( BM )4
( BM )3
The greater of
or
( BM )4
w2 ( 3b ) + w1 ( 6b ) ( RA ) 6b +
2
w5 ( 3b ) + ( w6 )( 6b ) RBC 6b +
2
( M b )c
Tec
M bc 2 + T9 2
Te 3
16 s
d cs
Vig
d an 2b
Vig
mig
d a 2b
4
Weight of Gears
wig
wig
mig g
RAi + RBi
RB ls
wig
wig
ls
2
RA
RB
Also, we know
lis
2b +
b
2
M bi
37
wig
4
lis
Tei
M ib 2 + T9 2
dis
Tei 3
16 s
DESIGN OF BEARINGS
Design of bearings is purposed for selection of bearings of standard sizes.
Since there is no axial motion on shaft thus radial roller bearing is design.
From data book page number 373, equation number 16.7(b).
The equivalent load P for radial roller bearings
XVFr + YFa
1.0
Fr1
Ft1 tan
Fa
Ft tan
Now,
Bearing number is selected from databook page number 394; table number 16.13(a).
On the basis of diameter of shaft
Fa
Ft tan
d ms
5
dcs
5
di 5
5
From the table corresponding value of basic load factors,
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=
=
=
e
X
Y
1.5 tan
0.4
0.4 cot
0.545
1.098
Now,
Life of roller bearings is given by following formula,
ln
( c p)
10
3
DESIGN OF HOUSING
The gear housing is the housing that surrounds the mechanical components of a gear box. It provides
mechanical support for the moving components, a mechanical protection from outside world for those
internal components, and a fluid-tight container to hold the lubricant that bathes those components.
Maximum vertical measure of gearbox element is measured by considering all the following terms
H = (radius of countershaft permanent reduction gear) + (centre to centre distance) +
(radius of
( d o )s
d2
+a+
+ (1.5t + t ) + d sb
2
2
Now, since it is clear that vertical measure of gearbox elements is dominant on horizontal thus, inner
diameter of the housing can be
Di
H + Clearances
t
Let
C1
C1 Di
0.54
d mi and d ci are determined as the outer diameter of the bearing outer case.
Therefore selecting the value of D from databook page number 394, table number 16.13(a).
Now
d mo
d co
The number of studs required
=
=
=
d mi + 3 mm
d ci + 3 mm
0.015 di + 4
Dc
di
Pmax
n t
Index Copernicus Value (ICV): 6.1
39
DN
dc
0.84
Thickness of gasket , t g
0.25 mm to 1.5 mm
1.5 mm
CONCLUSIONS
This invention has various advantages. Some of them are as follows :
Reduced weight
Simplified design
illustration and description. They are not intended to be exhaustive or to limit the present invention to the precise forms
disclosed, and obviously many modifications and variations are possible in light of the above teaching.
The embodiments were chosen and described in order to best explain the principles of the present invention and
its practical application, to thereby enable others skilled in the art to best utilize the present invention and various
embodiments with various modifications as are suited to the particular use contemplated. It is understood that various
omission and substitutions of equivalents are contemplated as circumstance may
Suggest or render expedient, but such are intended to cover the application or implementation without departing
from the spirit or scope of the present invention.
REFERENCES
1.
2.
3.
Design Data Handbook for Mechanical Engineers in SI and Metric Units by K. Mahadevan & K. Balaveera Reddy.
4.
5.
6.
7.
8.
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