International Journal of Mechanical Engineering and Technology (IJMET)

Volume 7, Issue 6, November–December 2016, pp.510–517, Article ID: IJMET_07_06_050

Available online at
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ISSN Print: 0976-6340 and ISSN Online: 0976-6359
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DESIGN AND ANALYSIS OF GEAR-BOX USING SPUR

GEAR AND ELIMINATING THE DIFFERENTIAL UNIT
Rahi Jain and Pratik Goyal
Medicaps Institute of Technology and Management, Indore, India

ABSTRACT
A gear is a rotating machine part having a cut tooth, which meshes with another toothed part in
order to transmit torque. Gears are mainly typed like spur gears, helical gears, double helical
gears, bevel gears, crown gears, hypoid gears, worm gears, rack and pinion, epi cyclic gears etc.
This paper presents the stress analysis of mating teeth of spur gear to find maximum contact stress
in the gear teeth. The results obtained from Finite Element Analysis (FEA). For the analysis,
15NiCr1Mo15 and SCM415 are used as the materials of the spur gear. The spur gears are
designed in the Creo Parametric and the .iges file is exported to ANSYS. As Finite Element Method
(FEM) is the easy and accurate technique for stress analysis, FEA is done in finite element
software ANSYS 14.0. Also, deformation for 15NiCr1Mo15 and SCM415 is obtained as the
efficiency of the gear depends on its deformation. The results show that the maximum contact
stresses and induced bending stresses obtained from Finite Element Analysis are very less and well
under the safe limit. The deformation patterns of 15NiCr1Mo15 and SCM415 gears depict that the
difference in their deformation is negligible.
Key words: Bending Stress, Contact Stress, ANSYS, Finite Element Analysis, Spur Gear.
Cite this Article: Rahi Jain and Pratik Goyal, Design and Analysis of Gear-Box Using Spur Gear
and Eliminating the Differential Unit. International Journal of Mechanical Engineering and
Technology, 7(6), 2016, pp. 510–517.
http://www.iaeme.com/ijmet/issues.asp?JType=IJMET&VType=7&IType=6

1. INTRODUCTION
With the increase in the demand of compactness in every field and the need of improving the
manufacturing rate, weight reduction and simplicity are two main pillars of the current problem. The
reduction in weight has many advantages like better stability, increased fuel economy, better aesthetics and
automobile field is no different than another field in this scenario. The reduction in the weight of vehicle
not only results in saving energy, minimising brake and tyre wear but also in cutting down the emissions
which are perhaps the most welcomed aspect of weight reduction. Reducing an automobile’s weight by a
mere 50 kg (110 lbs.) reduces up to 5 g of CO2 /km and increases fuel economy by up to 2%. This
reduction in the weight can be achieved by eliminating the differential from the rear wheel drive vehicle.
The differential is a mechanical device whose core purpose is to provide constant torque to both the half
shafts and different angular velocities to the same during turning. But a vehicle can run without differential
also if high acceleration during straight course or turns and reduction in weight of the vehicle is kept at
priority during designing.

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 Design and Analysis of Gear-Box Using Spur Gear and Eliminating the Differential Unit

The simplicity in the manufacturing can further be achieved by using spur gears in the gearbox instead of
bevel gears. As spur gears are the simplest type of gears in which the teeth are cut parallel to the axis of the
shaft on which the gear is mounted.
Furthermore, the differential in the gearbox assembly is replaced by the automatic locker or spool
which is used to connect the crown gear to the half shafts.
The final drive gear assembly provides the final stage of gear reduction in order to decrease the RPM
and increase the rotational torque and thus, the wheels never spin as fast as the engine (in almost all
applications) even when the transmission is in overdrive gear. The final drive assembly is connected to the
differential. In front-wheel drive applications, the differential assembly and final drive are located inside
the transmission or transaxle case. In a typical rear-wheel drive application, the engine and transmission
are mounted in the front and the final drive and differential assembly sit in the rear of the vehicle and
rotational torque from the transmission is received through a drive shaft. In rear-wheel drive applications,
the final drive assembly receives input at an angle of 90o to the drive wheels. The final drive assembly
must take this into the account to drive the rear wheels. The purpose of the differential is to allow one input
to drive both wheels as well as allow those driven wheels to rotate at different speeds as a vehicle goes
around a corner. So, a fresh approach of using automatic locker called spool in place of the differential to
connect the gearbox is suggested along with replacement of bevel gears with spur gears in the design.
Since differential itself is used as a gear reduction unit and we are eliminating the differential so we
have to increase the final drive reduction through gearbox only.
Selected Final Drive Reduction = 3*4 = 12
Where 3 = 1st Stage Gear Reduction, 4 = 2nd Stage Gear Reduction
Further Final Drive Reduction can be increased through other reduction units such as Chain sprocket,
CVT (Continuously Variable Transmission) etc.
In this paper, SCM415 and 15NiCr1Mo15 are used as the materials for the component of Gearbox. The
material properties of SCM415 and 15NiCr1Mo15 are given in Table 1 and Table 2 respectively.

Table 1 SCM415 > Constants

Density 7.7e-006 kg mm^-3

Coefficient of Thermal Expansion 1.2e-005 C^-1
Specific Heat 4.34e+005 mJ kg^-1 C^-1
Thermal Conductivity 6.05e-002 W mm^-1 C^-1
Resistivity 1.7e-00 ohm-mm

Table 2 15NiCr1Mo15 > Constants

Density 7.85e-006 kg mm^-3

Coefficient of Thermal Expansion 1.2e-005 C^-1

Specific Heat 4.34e+005 mJ kg^-1 C^-1

Thermal Conductivity 6.05e-002 W mm^-1 C^-1
Resistivity 1.7e-004 ohm-mm

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 Rahi Jain and Pratik Goyal

2. CALCULATIONS
Gear Specifications:-
Type Spur Gear
Module 2.5mm (1st Stage)
2.0mm (2nd Stage)
MATERIAL 15NiCr1Mo15
(Compressive Stress = 1100N/mm²)
(Bending Stress = 400N/mm²)
Let minimum centre distance = 100 mm

First Stage Reduction (Ratio = 3)

Module of gears = 2.5mm
No. of teeth on pinion = 14
No. of teeth on gear = 42
P.C.D of pinion = 35mm
P.C.D of gear = 105mm

Corrected centre distance for 1st Stage = (35+105)/2 = 70mm

Face Width for 1st Stage gears = 25mm
Pressure Angle = 18.5˚
Addendum, ha = 2.5mm
Dedendum, hf = 3.125mm
Tooth height = ha + hf = 5.625mm

Second Stage Reduction (Ratio = 4)

Module of gears = 2mm
No. of teeth on pinion = 18
No. of teeth on gear = 72
P.C.D. of pinion = 36mm
P.C.D. of gear = 144mm

Corrected centre distance for 2nd Stage = (36+144)/2 = 90mm

Face width for 2nd Stage gears = 27mm
Pressure Angle = 14.5˚
Addendum, ha = 2mm
Dedendum, hf = 2.5mm
Tooth height = ha + hf = 4.5mm

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 Design and Analysis of Gear-Box Using Spur Gear and Eliminating the Differential Unit

Stress Analysis
Young’s Modulus = 2.15 x 105 N/mm2
α = 0.74 { +1 }[( +1) [ ]]1/2= 0.74 {5+199.75}[(5+1)5∗29.93∗2.15∗105∗70065.96]1/2
α = 1093.99 N/mm²
Which is less than [α] minimum (i.e., 1100 N/mm²)

Similarly, the induced bending stress,

β=( +1)[ ] . . . = (5+1)∗70065.9699.75∗1.75∗29.93∗0.389 (Here y=Form factor corresponding Z1=
19)
= 184.51 N/mm² which is less than [β] minimum (i.e., 400 N/mm²)
Since both α and β are less than their design values, our design is correct.
Induced Bending Stress = 184.51N/mm² which is less than 400N/mm²
Hence, our design and selection of materials are safe and fine.
Final Drive Ratio of Gearbox = 3 x 4 = 12

3. METHODOLOGY
3.1. Procedure for Dynamic Analysis
First of all, we have prepared our assembly gearbox in the Creo Parametric 2.0 and then save this part as
.iges file to export it into ANSYS workbench environment. Import IGES file in ANSYS workbench
simulation module.

Figure 1 Design of Gearbox

Apply material for spur gear (15NiCr1Mo15 and SCM415).

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 Rahi Jain and Pratik Goyal

3.2. Meshing
Coarse meshing along with refined meshing on joints is done to get accurate results

Figure 2 Meshing

3.3. Boundary Condition

The boundary condition is very important in the finite element calculation. So, here I have considered
frictionless support on the input gear to allow its tangential rotation. Moment of 20170 N·mm has applied
in the counterclockwise direction as a driving torque.

Figure 3 SCM415 Total Deformation

Figure 4 SCM415 Directional Deformation

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 Design and Analysis of Gear-Box Using Spur Gear and Eliminating the Differential Unit

Figure 5 SCM415 Equivalent Stress

Figure 6 15NiCr1Mo15 Total Deformation

Figure 7 15NiCr1Mo15 Directional Deformation

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 Rahi Jain and Pratik Goyal

Figure 8 15NiCr1Mo15 Equivalent Stress

4. RESULT
Material Results

Total Equivalent (von-

Directional Deformation
Deformation Mises) Stress

15NiCr1Mo15 Minimum 7.083e-007 mm 2.3276e-006 MPa -2.1484e-003 mm

15NiCr1Mo15 Maximum 2.1778e-003 mm 35.279 MPa 2.1348e-003 mm

SCM415 Minimum 8.0145e-007 mm 2.3276e-006 MPa -2.431e-003 mm

SCM415 Maximum 2.4644e-003 mm 35.279 MPa 2.4156e-003 mm

5. CONCLUSION
The finite element method is most widely for finding a real model of the geared set using the stress
analysis in the pair of gears. The development of finite element analysis model of the spur gear assembly
to simulate the contact stress calculation and bending stress calculation play more significant role in the
design of gears. The study shows that the gearbox can bear the maximum stresses and deformation well
under the safety zone.
As a result, based on this finding if the contact stress minimization in the primary concern and if the
large power is to be transmitted then spur gears with the higher model is preferred. Hence we conclude that
analysis software can be used for another analysing purpose.

REFERENCE
[1] V.B. Bhandari: Design of Machine Elements, Tata McGraw Hill, New Delhi 3rd Edition
[2] K. Mahadevan & K. Balaveera Reddy: Design Data Handbook, CBS Publications, 4th Edition
[3] J.K. Gupta and R.S. Khurmi: Machine Design, Khanna Publications, 25th Revised Edition

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 Design and Analysis of Gear-Box Using Spur Gear and Eliminating the Differential Unit

[4] Pradeep Kumar Singh, Manwendra Gautam, Gangasagar, Shyam Bihari Lal: Stress Analysis Spur Gear
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