Project Report

DESIGN AND FABRICATION OF
LIGHT WEIGHT NINE SPEED

TRANSMISSION
INNOVATIVE AND CREATIVE PROJECT REPORT
Submitted by
KARTHIKEYAN C (16BME079)
ADITYA R (16BME089)
VISHNU VARDHAN M (17BME323)
In partial fulfilment for the award of the degree

of
Bachelor of Engineering
In
Mechanical Engineering
Dr. Mahalingam College of Engineering and Technology
Pollachi-642003
An Autonomous Institution
Affiliated to Anna University, Chennai-600025
November 2019
Dr. Mahalingam College of Engineering and Technology
Pollachi-642003
An Autonomous Institution
Affiliated to Anna University, Chennai-600025
November 2019
BONAFIDE CERTIFICATE
Certified that this project report, “DESIGN AND FABRICATION OF

LIGHT WEIGHT NINE SPEED TRANSMISSION”
Is Bonafide work of
KARTHIKEYAN C (16BME079)
ADITYA R (16BME089)
VISHNU VARDHAN M (17BME323)
who carried out the project work under my supervision.
DR.I. RAJENDRAN M.E., Ph.D., S. GNANAKUMAR M.E.,

HEAD OF THE DEPARTMENT SUPERVISOR
Senior Professor Assistant Professor
Mechanical Engineering Mechanical Engineering
Dr. Mahalingam College of Engineering and Dr. Mahalingam College of Engineering
Technology, NPT-MCET Campus and Technology, NPT-MCET Campus
Pollachi – 642003 India Pollachi – 642003 India
Submitted for the Autonomous End Semester Examination Project
viva-voce held on 16/11/2019
INTERNAL EXAMINER EXTERNAL EXAMINER

DESIGN AND FABRICATION OF LIGHT WEIGHT NINE
SPEED TRANSMISSION
ABSTRACT
In conventional nine speed gearbox a pair of gear used to obtain each gear ratio and fly
wheel is used to provide the necessary inertia required for the movement of the piston in other
three strokes. The weight reduction is achieved by elimination of flywheel. The transmission
system contains one input shaft, one intermediate shaft and one output shaft. The input shaft
contains four fixed gears, Input shaft is directly coupled in to the crank shaft of the Internal
Combustion Engine. The fixed gears in the input shaft provide the necessary inertia for the
movement of the piston in other three strokes. Intermediate shaft contains three fixed gears and
three free rotating gears. The free rotating gears can be engaged and disengaged by multiple
plate clutches. The output shaft has four free rotating gears, the free rotating gears engaged and
disengaged by multiplate clutch.
The multiplate clutch consists of outer case fixed with gears. The inner hub is fixed
with shaft. Then it consists of four friction plate and four clutch plate arranged alternatingly,
over the plates the pressure plate is fixed. The pressure plate is actuated by the push rod inserted
inside the shaft.
Three fixed gear in the input shaft constantly mesh with three free rotating gear in the
intermediate shaft and the three fixed gear in the intermediate shaft constantly mesh with the
three free rotating gears in the output shaft. One fixed gear in the input shaft constantly mesh
with one free rotating gear in the output shaft. One gear ratio can be obtained by engaging one
clutch in intermediate shaft and engaging one clutch in output shaft. By engaging different
clutches, different gear ratio can be obtained. Reverse gear can be obtained by engaging the
gear in the output shaft that directly in mesh with input shaft.
iii
ACKNOWLEDGEMENT
We wish to acknowledge with thanks for excellent encouragement given by the

management of our college and we thank Dr. C. Ramaswamy, M.E., Ph.D., FIV, Secretary
and NIA Educational Institutions for providing us with a plethora of facilities in the campus to
complete our project successfully.
We wish to thank our Principal Dr. A. Rathinavelu, M.Tech., Ph.D., for his
motivation.
We express our extreme gratefulness to Dr. I. Rajendran, M.E., Ph.D., Head of the
Department, Mechanical Engineering who was instrumental in providing such wonderful
support to us.
It is also our primary duty to thank our project guide Mr.S.GnanaKumar, M.E.,
Assistant Professor, Mechanical Engineering, who is the backbone of all our project activities,
for his consistent guidance and encouragement, which kept us fast and pro-active in our work.
It is his enthusiasm and patience that guided us through the right path.
We wish to express our sincere thanks to our Project Co-ordinator Dr.R.Gnanaguru,

M.E., Ph.D., Associate Professor, Department of Mechanical Engineering for his
encouragement and constructive criticism during the tenure of our project.
We wish to extend our gratitude to our Review Committee Members Dr. S. Ayyappan,
M.E., Ph.D., Associate Professor, and Dr.S. Madhusudhanan, M.E., Ph.D., Assistant
Professor (SS), Mechanical Engineering for their constant guidance and encouragement.
Finally, we extend our heartfelt thanks to our parents and friends for their constant
support throughout this project.
iv
LIST OF ABBREVIATIONS
AMT : Automatic Manual Transmission.
DCT : Dual Clutch Transmission.
AT : Automatic Transmission.
MT : Manual Transmission.
CVT : Continuous Variable Transmission.
n : Angular Velocity.
RPM : Revolution Per Minute.
𝜔 : Angular Frequency.
N : Number of Teeth.
d : Pitch Diameter.
m : Module.
𝜃 : Pressure Angle.
a : Addendum.
b : Dedendum.
P : Circular Pitch.
v
TABLE OF CONTENT
ABSTRACT …………………………………………………………………………………iii
ACKNOWLEDGEMENT ………………………………………………………………….iv
LIST OF ABBREVIATIONS ……………………………………………………………....v
LIST OF FIGURES ……………………………………………………………………….viii
LIST OF TABLES………………………………………………………………………….ix
1.0 Introduction ……………………………………………………………………………….1
1.1 Types of transmission system …………………………………………………………….2

1.1.1 Automatic Transmission ………………………………………………………………..2
1.1.2 Manual Transmission …………………………………………………………………...2
1.1.3 Automated Manual Transmission …………………………………………………...….2
1.1.4 Continuous Variable Transmission ……………………………………………………..2
1.2 Problem Identification …………………………………………………………………….3

1.3 Traditional Methods ………………………………………………………………………3
1.4 Outline …………………………………………………………………………………….4

2.0 Literature Review …………………………………………………………………………5
2.1 Transmission ……………………………………………………………………………...5

2.2 Multiple Gear Ratios ……………………………………………………………………...5
2.3 Spur Gear …………………………………………………………………………………6

2.4 Shaft ………………………………………………………………………………………7
2.5 Multiplate Clutch …………………………………………………………………………7

2.6 Nine Speed Transmission …………………………………………………………………8
3.0 Methodology ……………………………………………………………………………...9
4.0 Product design …………………………………………………………………………...10

4.1 Design of Spur Gear ……………………………………………………………………..10
4.1.1 Basic Parameters and Formulas ……………………………………………………….10

4.1.2 Material Description …………………………………………………………………..14
vi
4.1.3 Designing of Twisting Moment ……………………………………………………….16
4.1.4 Designing of Bending Stress …………………………………………………………..17
4.1.5 Designing of Surface Stress …………………………………………………………...17
4.1.6 Designing of Surface Strength ………………………………………………………...17

4.1.7 Designing of Beam Strength …………………………………………………………..17
4.2 Design of Shaft …………………………………………………………………………..18

4.2.1 Hallow Shaft Subjected to Bending, Torsion and Axial Load ………………………...18
4.3 Design of Clutches ………………………………………………………………………19

4.3.1 Transmitted Torque ……………………………………………………………………19
4.3.2 Number of Friction Surfaces …………………………………………………………..20

4.3.3 Diameter of clutch shaft ……………………………………………………………….20
4.4 Calculation Result ……………………………………………………………………….21

5.0 CAD Modelling ………………………………………………………………………….28
5.1 Spur Gear ………………………………………………………………………………...28
5.2 Clutch Assembly ………………………………………………………………………...29

5.3 Input Shaft Assembly…………………………………………………………………….30
5.4 Intermediate Shaft ……………………………………………………………………….30

5.5 Intermediate Shaft Assembly ……………………………………………………………32
5.6 Output Shaft ……………………………………………………………………………..33

5.7 Output Shaft Assembly ………………………………………………………………….34
5.8 Gear Box Assembly ……………………………………………………………………..35

6.0 Result ……………………………………………………………………………………36
7.0 Conclusion ………………………………………………………………………………37

Reference ………………………………………………………………………………..38
vii
LIST OF FIGURES
Figure 1. Gear nomenclature ………………………………………………………………...10
Figure 2. Spur gear 1 ………………………………………………………………………...28
Figure 3. Clutch assembly …………………………………………………………………...29
Figure 4. Input shaft assembly ………………………………………………………………30
Figure 5. Front view of intermediate shaft …………………………………………………..31
Figure 6. Side view of intermediate shaft ……………………………………..…………….31
Figure 7. Intermediate shaft assembly ……………………………………………………….32
Figure 8. Front view of output shaft ………………………………………………………....33
Figure 9. Side view of output shaft ………………………………………………………….33
Figure 10. Output shaft assembly ……………………………………………………………34
Figure 11. Gear box assembly ……………………………………………………………….35
viii
LIST OF TABLES
Table I. Steel 4118 Standard and Relevant Specifications ………………………………......15
Table II. 4118 Steel Bar Chemical Composition ……………………………….……...........15
Table III. Mechanical Properties of AISI Alloy 4118 ……………………………………….15
Table IV. Gear pair 1 ………………………………………………………………………...21
Table V. Gear pair 2 ………………………………………………………….……………...22
Table VI. Gear pair 3 ………………………………………………………………………...23
Table VII. Gear pair 4 …………………………………………………………………..…...24
Table VIII. Gear pair 5 …………………………………………………………………........25
Table IX. Gear pair 6 …………………………………………………………………...........26
Table X. Gear pair 7 …………………………………………………………………............27
Table XI. Gear ratios for individual pair …………………………………………………….36
Table XII. Over all gear ratio of the gear box …………………………………………….....36
ix
x
1.0 INTRODUCTION
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 gearbox that uses
gears and gear trains to provide speed and torque conversions from a rotating power source to
another device. The most common use is in motor vehicles, where the transmission adapts the
output of the internal combustion engine to the drive wheels. Such engines need to operate at
a relatively high rotational speed, which is inappropriate for starting, stopping, and slower
travel. The transmission reduces the higher engine speed to the slower wheel speed, increasing
torque in the process. Transmissions are also used on pedal bicycles, fixed machines, and where
different rotational speeds and torques are adapted.
A transmission has multiple gear ratios (or simply "gears") with the ability to switch
between them as speed varies. This switching may be done manually (by the operator) or
automatically. Directional (forward and reverse) control may also be provided. Single-radio
transmissions also exist, which simply change the speed and torque (and sometimes direction)
of motor output. In motor vehicles, the transmission generally is connected to the engine
crankshaft via a flywheel or clutch or fluid coupling, partly because internal combustion
engines cannot run below a speed. The output of the transmission is transmitted via the
driveshaft to one or more differentials, which drives the wheels. While a differential may also
provide gear reduction, its primary purpose is to permit the wheels at either end of an axle to
rotate at different speeds (essential to avoid wheel slippage on turns) as it changes the direction
of rotation.
Conventional gear/belt transmissions are not the only mechanism for speed/torque
adaptation. Alternative mechanisms include torque converters and power transformation (e.g.
diesel-electric transmission and hydraulic drive system). Hybrid configurations also exist.
Automatic transmissions use a valve body to shift gears using fluid pressures in response to
speed and throttle input. Many typical automobile transmissions include the ability to select
one of several gear ratios. In this case, most of the gear ratios (often simply called "gears") are
used to slow down the output speed of the engine and increase torque. However, the highest
gears may be "overdrive" types that increase the output speed.
1
1.1 Transmission Types
1.1.1 Automatic Transmission (AT)
This is a transmission that uses a torque converter, planetary gearset and clutches or
bands to shift through a vehicle's forward gears automatically. Some automatics allow the
driver a limited amount of manual control over the vehicle (aside from choosing a forward,
reverse or neutral mode) -- for example allowing the driver to control upshifts and downshifts
by utilizing buttons or paddles on the steering wheel or the gear selector. Common names for
such transmissions are "shift able automatic," "Tiptronic" and "autos tick."
1.1.2 Manual Transmission (MT)
With a manual transmission, the driver selects all gears manually using both a movable
gear selector and a driver-operated clutch. This type of transmission is also known as a "stick
shift" or a "standard" transmission. See Manual Transmission Basics for more information.
1.1.3 Automated Manual Transmission (AMT)
Like a manual transmission, an automated manual also employs a mechanical clutch;

however, the action of the clutch is not controlled by the driver via the clutch pedal but rather
is automated using electronic, pneumatic or hydraulic controls. Sometimes referred to as a
"Direct Shift Gearbox" ("DSG") or a "Sequential Manual Gearbox" ("SMG"), this transmission
allows for either fully automatic forward gear shifts or manual shifts through the gear selector
or through buttons or paddles on the steering wheel.
1.1.4 Continuously Variable Transmission (CVT)
This transmission has a continuously variable drive ratio (as opposed to conventionally
stepped gear ratios) and uses belts, pulleys and sensors rather than gears to maintain a steady
acceleration curve with no pauses for gear changes. Because of this, a CVT can keep the engine
in its optimum power range, thereby increasing efficiency and gas mileage. You can get more
information from CVT Enters the Mainstream.
2
1.2 Problem Identification
Most modern gearboxes are used to increase torque while reducing the speed of a prime
mover output shaft (e.g. a motor crankshaft). This means that the output shaft of a gearbox
rotates at a slower rate than the input shaft, and this reduction in speed produces a mechanical
advantage, increasing torque. A gearbox can be set up to do the opposite and provide an
increase in shaft speed with a reduction of torque. Some of the simplest gearboxes merely
change the physical rotational direction of power transmission.
Many typical automobile transmissions include the ability to select one of several gear
ratios. In this case, most of the gear ratios (often simply called "gears") are used to slow down
the output speed of the engine and increase torque.
Conventional automatic transmission is heavy and more complex mechanism are used
to operate the transmission, and it occupies large space. The cost of the transmission system is
also high.
1.3 Traditional Methods
A dual-clutch transmission (DCT) (sometimes referred to as a twin-clutch transmission

or double-clutch transmission) is an automated transmission in automobiles, closely related to
a manual transmission. It uses two separate clutches for odd and even gear sets. It can
fundamentally be described as two separate manual transmissions with their respective clutches
contained within one housing and working as one unit.
In DCTs where the two clutches are arranged concentrically, the larger outer clutch
drives the even-numbered gears and the smaller inner clutch drives the odd-numbered gears.
Shifts can be accomplished without interrupting torque distribution to the driven roadwheels,
by applying the engine's torque to one clutch at the same time as it is being disconnected from
the other clutch. Since alternate gear ratios can preselect an odd gear on one gear shaft while
the vehicle is being driven in an even gear (and vice versa), DCTs are the fastest-shifting road
car transmission available and are able to shift faster than a professional racing driver using a
manual transmission. DCTs can shift more quickly than cars equipped with single-clutch
automated-manual transmissions (AMTs), also called single-clutch semiautomatics. Also, with
3
a DCT, shifts can be made more smoothly than with a single-clutch AMT, making a DCT more
suitable for conventional road cars.
1.4 Outline
In conventional nine speed gearbox a pair of gear used to obtain each gear ratio and fly
wheel is used to provide the necessary inertia required for the movement of the piston in other
three strokes. The weight reduction is achieved by elimination of flywheel. The transmission
system contains one input shaft, one intermediate shaft and one output shaft. The input shaft
contains four fixed gears, Input shaft is directly coupled in to the crank shaft of the Internal
Combustion Engine. The fixed gears in the input shaft provide the necessary inertia for the
movement of the piston in other three strokes. Intermediate shaft contains three fixed gears and
three free rotating gears. The free rotating gears can be engaged and disengaged by multiple
plate clutches. The output shaft has four free rotating gears, the free rotating gears engaged and
disengaged by multiplate clutch.
The multiplate clutch consists of outer case fixed with gears. The inner hub is fixed
with shaft. Then it consists of four friction plate and four clutch plate arranged alternatingly,
over the plates the pressure plate is fixed. The pressure plate is actuated by the push rod inserted
inside the shaft.
Three fixed gear in the input shaft constantly mesh with three free rotating gear in the
intermediate shaft and the three fixed gear in the intermediate shaft constantly mesh with the
three free rotating gears in the output shaft. One fixed gear in the input shaft constantly mesh
with one free rotating gear in the output shaft. One gear ratio can be obtained by engaging one
clutch in intermediate shaft and engaging one clutch in output shaft. By engaging different
clutches, different gear ratio can be obtained. Reverse gear can be obtained by engaging the
gear in the output shaft that directly in mesh with input shaft.
4
2.0 LITERATURE REVIEW
2.1 Transmission
M. S. Kumbhar1 Professor [1], Automated Manual Transmission as the name suggests

is a manual transmission with clutch and gear actuation done with help of actuators, either
electromechanical or hydraulic. The whole AMT system has a control strategy to decide the
actuation of actuators. Over the last two decades, significant research effort has been directed
towards developing vehicle transmissions that reduce the energy consumption of an
automobile. To construct a competitive solution, it must both be comparable in terms of
performance, comfort and price of existing vehicles on the market. Automated Manual
Transmission (AMT) is the best competitive solution to address the problem of performance,
comfort, cost, efficiency. The main aim of this paper is to study the various research work done
on AMT system in terms of design and control strategy.
Suyash Galgale Prathamesh Deore Ketan Pardeshi [2], In the current world of
automobile, gear shifting system are basically classified into manually and automatic. Gear
shifting system plays crucial role in automobile to vary the speed. So automatic gear shifting
system is costly than manually gear shifts system but manually gear shifting system is difficult
to understand for handicap people or it take physical effort to change gear. To overcome this
disadvantage, we try to apply touch screen based automatic gear shifting system. In that system
by touch on touch screen panel gear is shift. By applying this gear shifting system it gives cost
reduction in compare of automatic gear shift system and flexible or simple then manually gear
shift system, and by applying this system on automobile it’s easier to drive car for everyone. It
also reduces the possibility of transmission error of manual gear system. The purpose of this
research is to reduce physical effort of human being and they can concentrate only in driving
and prevent the accidents. In present report we studied literature review biased on this review
we define transmission system and gear shifting mechanism to modify a manual gear shifting
mechanism.
5
2.2 Multiple Gear Ratios
Dr. P.Arulmozhi, Dr. M.Chandrasekaran, Ramesh R[3], Gearing is one of the most
effective methods for transmitting power and rotary motion from the source to its application
with or without change of speed or direction. Gears are mostly used to transmit torque and
angular velocity from one shaft to another shaft. The less efficiency of gear box of a machine
tool is a serious problem as it increases maintenance cost and also affects the reputation of a
firm. Hence its life has to be increased and should be made more reliable. Optimization plays
an important role in gear design as reducing the weight or volume of a gear set will increase its
service life and improve the bearing capacity. The method of optimum design is effective in
the field of gear research to determine the optimum gear parameters for satisfactory design. In
gear design, number of parameters is involved. The gear design also requires an iterative
approach to optimize the gear parameters. The alternative for the above problem is to design
and optimization of a worm gear box which reduced maintenance and improved reliability,
lack of lubrication requirements, precise peak torque transmission, inherent overload
protection, physically isolated input and output shafts, misalignment tolerance, and low
acoustic noise and vibration etc. Genetic Algorithm is used for determining the best possible
combination of gear parameters. A review of relevant literature in the areas of optimized design
of gear indicates that compact design of gears involves a complicated algebraic analysis.
2.3 Spur Gear
Rupali R. Kaware, A. Lekurwale, P. Untawale, R. Kaware M [4], In this paper we have

seen the finite element method for analysis of spur gear in two stage planetary gearbox. Our
project is aimed to carry out design and analysis of two stage spur planetary gearbox. Design
is done by doing design calculations analytically according to standard design procedure. Using
these analytical values, modelling of gears on Pro-E / CATIA V5R20 modelling software is
done. Later on static structural analysis is done by using ANSYS software with finite element
approach.
6
2.4 Shaft
T. Deshmukh and L. B. Raut [5], This paper presents the review of the studies carried
out on the replacement of conventional steel driveshaft of automobiles with an appropriate
composite driveshaft with different combinations of fibres at a time. For reducing the bending
natural frequency, the conventional steel shafts are made in two pieces, where to reduce the
overall weight the composite material drive shaft is made in single piece. Various composites
were designed and analysed for their appropriateness in terms of torsional strength, bending
natural frequency and torsional buckling by comparing them with the conventional steel
driveshaft under the same grounds of design constraints and the best-suited composite was
recommended. Light has been thrown upon the aspects like mass saving, number of plies and
ply distribution.
2.5 Multiplate Clutches
Gogarla Sonia, Mr. Saroj Kumar Padhi Pg Scholar [6], The clutch is a mechanical
device that provides for the transfer of energy (and therefore usually movement) of a
component (a member of the address) to another (driven). The other component of brake clutch.
Multiple disc clutch can be used when a large torque is moving. It is installed inside the unit to
the driven shaft to permit axial movement. And the complexity of the disks and external screws
are attached to the housing, which is linked to the drive shaft. Using multiple disc clutches
widely in cars, motorcycles, machine tools, etc., have not usually from the inside they are
usually made of stainless steel and bronze external hard drives. The materials used for coating
the friction surfaces are made of cork, rubber, cast iron and metal powder. The project objective
is to design a multi-plate clutch using empirical formulas. And drafting and 2D drawing plate
clutch multiple accounts and a 3D model is created in 3D modelling software Pro / Engineer.
We are carrying out structural design analysis of the above to validate the design. We are in
the analysis by changing the surfaces of friction materials. When removing the result, we will
see which the best material is for covering the roofs of friction. And structural analysis plate
multi-use properties of the two materials clutches. The materials used for the coating is Cork,
powder metallurgy.
7
2.6 Nine Speed Transmission
Essam L. Esmail [7], There are many epicyclic-type automatic transmissions in

production, the related configuration design methods are still tedious and borne to human error.
A simple methodology for the systematic design of the Ravigneaux-type epicyclic gear
transmissions needs to be developed. First, fundamentals and gear-shifting of four-speed and
six-speed epicyclic-type automatic transmissions are illustrated to establish the design
requirements. Second, based on the kinematic nomographs of the corresponding basic gear
ratios, a simple clutching-sequence method is proposed and illustrated. Next, a planar-graph
representation is presented to arrange the desired clutches for each possible clutching sequence
into the epicyclic gear mechanism. Then, with the above methods, the systematic designs of
the epicyclic gear mechanisms are given for demonstrating the feasibility of the proposed
methodology. The result of this work shows that the seven-, eight-, and nine-link two-DOF
Ravigneaux-type epicyclic gear mechanisms could reach four-, six-, and eight-forward speeds
at most, respectively.
Neeraj Patel, Tarun Gupta [8]. A property-based approach in design is applied and
integrated into a new methodology for developing functional requirements or design
parameters. The reliability of the design structure and design components are used as a
functional requirement of the gear box, in relation to the service and driving conditions, and
also as a design constrains in analytical relationships. The different operating conditions of
gear box are used as case study in these papers. The same design structure has to operate under
different operating conditions. In these circumstances, the carrying capacity as a functional
requirement is related to driving conditions. These papers are unveiling the more sophisticated
methodology of the gearbox designing using the modern designing software’s.
8
3.0 METHODOLOGY
For designing a gear box, the requirement of the gear box is to be known. This light
weight nine speed gear box should have nine transmission ratios with one reverse rotation and
the operation of gear box should be automatic. These all kind of technology is to be
implemented in compact size. Gear box design also includes material selection, which should
provide required strength and durability of every component in the gear drive. The first step in
the gear box design process is to select the power output of the gear box. A material is to be
selected by doing intensive research on the properties of various materials.
Literature Survey Problem Analysis

Previous generation Drawbacks and disadvantage of
gearbox is studied previous generation gear box are
completely. identified and analysed.
Data from Previous Design New Design

New gear box consists of same From the analysed data, to reduce
mechanism as previous once, but gear the weight number gear used is
compounding technology is used to reduced.
reduce the weight.
Clutch and Shaft Design Calculations

New mechanism is created to engage Based on the power transferred by the
and disengage the clutch. Shaft are gear box, each pair of gear is designed.
designed according to power and torque Gear ratio for each pair is calculated.
transmitted by the shaft. The strength of the shaft and clutch is
designed.
CAD Modelling
Fabrication
Using the module, teeth width, number of
Fabrication is done using the design
teeth each gear is modelled. Using the
drawings.
calculation result shaft and clutch is designed.
9
4.0 PRODUCT DESIGN
Product design involves Design Calculations and diagrams. The calculation procedure,
formulas and parameters are referred from PSG Design Data Book. From the data design
calculations are carried out.
4.1 Design of Spur Gear
A pair of spur gear must be designed by the basis of power transmitted by the spur gear
pair. Basic parameters of gear are shown in Fig. 1 and explained below.
Fig. 1 Gear nomenclature
4.1.1 Basic parameters and formulas
Rotational frequency, n
Measured in rotation over time, such as revolutions per minute (RPM or rpm).
10
Angular frequency, ω
Measured in radians/second. 1 RPM = 2π rad/minute = π/30 rad/second.
Number of teeth, N
How many teeth a gear has, an integer. In the case of worms, it is the number of threads
starts that the worm has.
Gear, wheel
The larger of two interacting gears or a gear on its own.
Pinion
The smaller of two interacting gears.
Path of contact
Path followed by the point of contact between two meshing gear teeth.
Line of action, pressure line
Line along which the force between two meshing gear teeth is directed. It has the same
direction as the force vector. In general, the line of action changes from moment to moment
during the period of engagement of a pair of teeth. For involute gears, however, the tooth-to-
tooth force is always directed along the same line that is, the line of action is constant. This
implies that for involute gears the path of contact is also a straight line, coincident with the line
of action as is indeed the case.
Pitch diameter, d
A predefined diametral position on the gear where the circular tooth thickness, pressure
angle and helix angles are defined. The standard pitch diameter is a basic dimension and cannot
be measured but is a location where other measurements are made. Its value is based on the
number of teeth, the normal module (or normal diametral pitch), and the helix angle.
𝑁𝑚
d = 𝑐𝑜𝑠𝜓𝑛
11
Module or modulus, m
It is impractical to calculate circular pitch with irrational numbers; mechanical engineers

usually use a scaling factor that replaces it with a regular value instead.
𝑝
m=𝑑
where m is the module and p the circular pitch. The units of module are customarily
millimetres; an English Module is sometimes used with the units of inches. When the diametral
pitch, DP, is in English units,
where a is the axis distance, z1 and z2 are the number of cogs (teeth) for each of the two
wheels (gears). These numbers (or at least one of them) is often chosen among primes to create
an even contact between every cog of both wheels, and thereby avoid unnecessary wear and
damage. An even uniform gear wear is achieved by ensuring the tooth counts of the two gears
meshing together are relatively prime to each other; this occurs when the greatest common
divisor (GCD) of each gear tooth count equals 1, e.g. GCD(16,25)=1; if a 1:1 gear ratio is
desired a relatively prime gear may be inserted in between the two gears; this maintains the 1:1
ratio but reverses the gear direction.
Pitch surface
In cylindrical gears, cylinder formed by projecting a pitch circle in the axial direction.
More generally, the surface formed by the sum of all the pitch circles as one moves along the
axis. For bevel gears it is a cone.
Angle of action
Angle with vertex at the gear centre, one leg on the point where mating teeth first make
contact, the other leg on the point where they disengage.
Arc of action
Segment of a pitch circle subtended by the angle of action.
12
Pressure angle 𝜽
The complement of the angle between the direction that the teeth exert force on each
other, and the line joining the centres of the two gears. For involute gears, the teeth always
exert force along the line of action, which, for involute gears, is a straight line; and thus, for
involute gears, the pressure angle is constant.
Outside diameter 𝑫𝒐
Diameter of the gear measured from the tops of the teeth.
Root diameter
Diameter of the gear measured at the base of the tooth.
Addendum, a
Radial distance from the pitch surface to the outermost point of the tooth.
(𝐷𝑜 −𝐷)
a=
2
Dedendum, b
Radial distance from the depth of the tooth trough to the pitch surface.
(𝐷−𝑟𝑜𝑜𝑡 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟)
b= 2
Whole depth, 𝒉𝒕
The distance from the top of the tooth to the root; it is equal to addendum plus dedendum
or to working depth plus clearance.
Clearance
Distance between the root circle of a gear and the addendum circle of its mate.
Working depth
Depth of engagement of two gears, that is, the sum of their operating addendums.
13
Circular pitch, p
Distance from one face of a tooth to the corresponding face of an adjacent tooth on the
same gear, measured along the pitch circle.
Diametral pitch, DP
Ratio of the number of teeth to the pitch diameter. Could be measured in teeth per inch
or teeth per centimetre, but conventionally has units of per inch of diameter. Where the module,
m, is in metric units.
𝑁 𝜋
DP = 𝑑 = 𝑝
Base circle
In involute gears, the tooth profile is generated by the involute of the base circle. The
radius of the base circle is somewhat smaller than that of the pitch circle.
Base pitch, normal pitch, 𝒑𝒃
In involute gears, distance from one face of a tooth to the corresponding face of an
adjacent tooth on the same gear, measured along the base circle.
Interference
Contact between teeth other than at the intended parts of their surfaces.
4.1.2 Material description
There are three factors that are most important when selecting a gear material. They are
strength, durability, and cost, which includes both the cost of the 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 combination of physical properties that satisfy
the requirements of the project at the lowest cost.
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
heat treatment, and competitive pricing.
14
Table I. Steel 4118 Standard and Relevant Specifications
Country USA Europe Japan

Standard ASTM A29 DIN & BS EN 10084 JIS G4105
Grades 4118 18CrMo4/1.7243 SCM420
Table II. 4118 Steel Bar Chemical Composition
Standard Grade C% Mn % P% S% Si % Cr % Mo %
JIS G4105 SCM420 0.18-0.23 0.60-0.85 0.03 0.03 0.15-0.35 0.9-1.2 0.15-0.30
Table III. Mechanical Properties of AISI Alloy 4118
Properties Metric
Tensile strength 517 MPa
Yield strength 365 MPa
Bulk modulus (typical for steel) 140 GPa
Shear modulus (typical for steel) 80.0 GPa
Elastic modulus 190-210 GPa
Poisson’s ratio 0.27-0.30
Elongation at break (in 50 mm) 33.00%
Reduction of area 63.70%
Hardness, Brinell 137
Hardness, Knoop (converted from Brinell hardness) 156
Hardness, Rockwell B (converted from Brinell hardness) 75
Hardness, Vickers (converted from Brinell hardness) 143
Machinability (hot rolled and cold drawn) 60
15
Physical properties
• Modulus of elasticity [103 x N/mm2]: 210

• Density [g/cm3]: 7.85
• Thermal conductivity [W/m.K]: 20.0
Forging of ASTM Grade 4118 Steel
Hot forming temperature: 1100-850oC.
Application of AISI 4118 Alloy Steel
ASTM 4118 case hardening alloy steels are widely used as gear components of all kind
and cog wheels. Open die steel forgings for general engineering purposes.
4.1.3 Designing of Twisting Moment, [𝐌𝐭 ]
[ Mt ] = Mt K d k
Initially assume for symmetric gear
K d k = 1.3
kW
Mt = 97420 n
Mt - Nominal twisting moment transmitted by the pinion, kgf cm.
n - Speed of rotation of pinion, rpm.
kW - Nominal power transmitted in kW.
k d - Dynamic load factor.
16
4.1.4 Designing of Bending Stress (Tension) [𝝈𝐛 ]
1.4 kbl
[𝜎b ] = σ−1
𝑛 𝑐
k bl = Life factor for bending.
k σ = Fillet stress concentration factor.
σ−1 = Endurance limit stress in bending for, complete reversal of stresses.
n = Factor of safety.
4.1.5 Designing of Surface (Contact Compressive) Stress [𝛔𝐜 ]
[σc] = cr HRC k cl kgf⁄cm2
k cl = Life factor.
HRC = Rockwell hardness number.
4.1.6 Designing of Surface (Contact Compression) Strength
3 0.74 2 E[𝐌𝐭 ]
a ≥ (i ± 1) √( [𝛔 ] )
𝐜 iψ
i±1 i±1
σc = 0.74 √ E[Mt ] ≤ [σc ] ……..For Checking.
a ib
4.1.7 Designing of Beam (Bending) Strength of Pinion Tooth
3 [Mt ]
m ≥ 1.26 √y [σ
c ] ψm Z1
i±1
σb = [Mt ] ≤ [σc ] ……..For Checking.
amby
17
4.2 Design of Shaft
Shaft is a common machine element which is used to transmit rotary motion or torque.
It generally has circular cross-section and can be solid or hollow. Shafts are supported on the
bearings and transmit torque with the help of gears, belts and pulleys etc. Shafts are generally
subjected to bending moment, torsion and axial force or a combination of these three. So, the
shafts are designed depending upon the combination of loads it is subjected to. Spindle stub
and axle are some important types of shaft. Small shaft is called spindle. Shaft integral part of
the prime mover is called stub shaft. An axle is a non-rotating member that carries no torque
and is used to support rotating wheels, pulleys etc. And therefore, is subjected to bending
moment only.
4.2.1 Hallow Shaft Subjected to Bending, Torsion and Axial Load
16 pdo d2
bo 3 = 4 √[k b Mb + α (1 + d i 2 )] + (k t Mt )2
d 8
π [τ] {1−( i ) } o
do
P Axial load
Mt Twisting moment
Mb Bending Moment
[ τ] Design Shear Stress
kb Combined Shock and fatigue factor applied to Mb
kt Combined shock and fatigue factor applied to Mt
E Young’s modulus
α Column action factor
l Length of shaft under axial load
18
4.3 Design of Clutches
A clutch is a mechanical device which provides for the transmission of power (and
therefore usually motion) from one component (the driving member) to another (the driven
member). A multi plate clutch may be used when a large torque is to be transmitted. The inside
discs are fastened to the driven shaft to permit axial motion. The outside discs are held by bolts
and are fastened to the housing which is keyed to the driving shaft. The multi disc clutches are
extensively used in motor cars, motorbikes, machine tools etc. The inside discs are usually
made of steel and outside discs are usually made of bronze. The materials used for lining of
friction surfaces are Asbestos, Cork, Rubber, cast iron, Powder metal.
4.3.1 Transmitted Torque
97400 kW
Mt = n
[Mt ] = k W Mt
k W = k1 + k 2 + k 3 + k 4
kW HP Rated power
n rpm of the drive
Mt Transmitted torque, kgf cm
kW Factor based on working condition
k1 Drive dynamic characterise factor
k2 Drive shaft dynamic characterise factor
k3 Wear factor
k4 Frequency of operation factor
19
4.3.2 Number of Friction Surfaces
i = m1 + m2 − 1
[Mt ]
imin = 2πpa bμrm 2
pa = kpb
m1 Number of driving plates
m2 Number of driven plates
pa Allowable pressure between plates kgf⁄cm2
pb Basic pressure kgf⁄cm2
r𝑚 Mean radius, cm
µ Coefficient of friction between plates
4.3.3 Diameter of Clutch Shaft
3 495000 ×kW × kw
d= √ n [τ]
[τ] Allowable shear stress, kgf⁄cm2
d Diameter of shaft, cm
b Width of Friction surface, cm
c Plate thickness, cm
Q Axial force between plates, kgf⁄cm2
20
4.4 Calculation result
Table IV. Calculation result for gear pair 1
Parameters: Gear 1 Gear 2

Allowable circumferential force (N) 19041.65157 19409.45748
Allowable torque (N･m) 1599.49873 1979.76466
Allowable power (kW) 228.51664 232.93064
Normal module 3
Normal pressure angle 20° 0’ 0”
Small gear Large gear
Number of teeth 56 68
Transverse contacting pressure angle 20° 0’ 0”
Centre distance 186
Pitch circle diameter 168 204
Contacting pitch circle diameter 168 204
Addendum 3 3
Dedendum 3.75 3.75
Tooth height 6.75 6.75
Tool tip roundness radius coefficient 0.38
Base circle diameter 157.86836 191.69729
Tip diameter 174 210
Root diameter 160.5 196.5
Tooth width 30 30
Transverse contact ratio 1.78861
Accuracy JIS 4 JIS 4
Tooth form modification Modifications Modifications
Material SCM420 SCM420
Heat treatment Carburizing Carburizing
Centre hardness HB 340 HB 340
Surface hardness HV 580 HV 580
Rotational speed(rpm) 1364.28571 1123.52941
Peripheral speed (m/s) 12
Number of repetitions More than 10,000,000
Direction of load One direction
Effective face width 30 30
Tooth form factor 2.30289 2.25925
Load distribution factor along gear tooth 0.55909
Life factor 1 1
Dynamic load factor 1.5 1.5
Overload coefficient 1
Safety ratio 1.2
Allowable tooth root bending stress (MPa) 490.3325 490.3325
21
Table V. Calculation result for gear pair 2

Normal module 3
Centre distance 117
Addendum 3 3
Dedendum 3.75 3.75
Tip diameter 90 156
Tooth width 30 30
Overlapping contact ratio 0
Center hardness HB 340 HB 340
Rotational speed(rpm) 1364.28571 764
Life factor 1 1
Safety ratio 1.2
22
Table VI. Calculation result for gear pair 3

Normal module 3
Centre distance 117
Addendum 3 3
Dedendum 3.75 3.75
Tooth width 30 30
Center hardness HB 340 HB 340
Peripheral speed (m/s) 8.14286
Life factor 1 1
Safety ratio 1.2
23
Table VII. Calculation result for gear pair 4

Normal module 3
Centre distance 117
Addendum 3 3
Dedendum 3.75 3.75
Tip diameter 90 156
Tooth width 30 30
Rotational speed(rpm) 1364.28571 764
Life factor 1 1
Safety ratio 1.2
24
Table VIII. Calculation result for gear pair 5

Normal module 3
Centre distance 123
Addendum 3 3
Dedendum 3.75 3.75
Tooth width 30 30
Life factor 1 1
Safety ratio 1.2
25
Table IX. Calculation result for gear pair 6

Normal module 3
Centre distance 123
Addendum 3 3
Dedendum 3.75 3.75
Tooth width 30 30
Life factor 1 1
Safety ratio 1.2
26
Table X. Calculation result for gear pair 7

Normal module 3
Centre distance 123
Addendum 3 3
Dedendum 3.75 3.75
Tip diameter 84 174
Tooth width 30 30
Life factor 1 1
Safety ratio 1.2
27
5.0 CAD MODELLING
PTC Creo Parametric 5.0 Modelling software is used to create modelling and
drafting of Gears, Shaft and Multi-pate Clutches. CAD modelling of Spur Gear, Shaft and
Multi-Plate Clutches are modelled using the above parameters. Sample drawings are shown
below.
5.1 Spur Gear
The layout sketch of the gear 1 is drawn using the parameters from table IV. Then
the sketch is excluded. After that both side edges of the gear are chamfered and then gear
mounting hole is excluded. These steps are followed for all fourteen gears in the gear box.
As shown in the Fig 2.
Fig 2. Spur Gear 1
28
5.2 Clutch Assembly
Multi-plate clutch consists of, 1 – Clutch outer casing, 2 – Inner housing, 3 – Friction
plate, 4 – Clutch disc, 5 – Pressure plate. These assembly is directly mounted on the free
rotating gear. As shown in the Fig 3.
Fig 3. Clutch Assembly.
29
5.3 Input Shaft Assembly
Input shaft is directly connected to the engine. Input shaft consist of 1 – Input
Shaft, 2 – Gear 1, 3 – Gear 3, 4 – Gear 5, 5 – Gear 7. As shown in the Fig 4.
Fig 4. Input Shaft Assembly
5.4 Intermediate Shaft
The intermediate shaft consists of two section, one section consist of three fixed
gears and other section consists of three free rotating gears. The first section consist of solid
shaft and second section is hallow shaft. These two sections are separated by fixed stopper
ring. Second section is counter bored for fitting three actuating shaft. Hallow shaft is
designed to withstand the torque produced by the engine. Three vertical slots are created in
the shaft to engage the multiplate clutch to the shaft. A pin is inserted inside the slot to
transfer the force from push rod to pressure plate. A key way is created to hold the inner
housing of the clutch pack. Two sets of ring slots are created on the surface of the shaft, it
will hold the gear in place. As shown in the Fig 5 and 6.
30
Fig 5. Front view of Intermediate shaft
Fig 6. Side View of Intermediate shaft.
31
5.5 Intermediate Shaft Assembly
Intermediate shaft consist of 1 – Gear 9, 2 – Gear 11, 3 – Gear 13, 4 – Gear 4, 5 –

Clutch pack for gear 4, 6 – Gear 6, 7 – Clutch pack for gear 6, 8 – Thrust limiter ring, 9 –
Gear 8, 10 – Clutch pack for gear 8, 11 – Push rod, 12 – Shear pin, 13 – Key, 14 –
intermediate shaft. As shown in the Fig 7.
The intermediate shaft is a free rotating shaft, three free rotating gears mesh with the
three fixed gears in the input shaft. When the input shaft rotates the three free rotating gears
in the intermediate shaft also rotate. But intermediate shaft reminds in rest position. When
one of the multiplate clutch is engaged then certain pair is in contact with the intermediate
shaft, then the intermediate shaft tends to rotate. When each pair is engaged different middle
gear ratio is obtained.
Fig 7. Intermediate shaft assembly
32
5.6 Output Shaft
The output shaft also has series of counter bored hallow shaft and diameter of output
shaft is larger than the other two shafts to withstand the torque. As shown in the Fig 8 and
9.
Fig 8. Front view of Output shaft.
Fig 9. Side view of Output shaft.
33
5.7 Output Shaft Assembly
The output shaft consist of 1 – Clutch pack for gear 2, 2 – Shear pin, 3 –
Key, 4 – Gear 2, 5 – Thrust limiter ring, 6 – Push rod, 7 – Output Shaft, 8 – Clutch Pack
for gear 10, 9 – Gear 10, 10 – Clutch pack for gear 12, 11 – Gear 12, 12 – Clutch pack for
gear 14, 13 – Gear 14. As shown in Fig 10.
The output shaft is placed below the intermediate shaft, Gear 2 meshes with gear 1
on the input shaft and other three gear meshes with three fixed gear in the intermediate shaft.
Output shaft has four free rotating gears with four multiplate clutch pack for each. When
the intermediate shaft rotates the three fixed gear also rotate, it also rotates the three free
rotating gear that are directly mesh with each other. When any clutch engages then the
output shaft tends to rotate. By engaging different clutches different gear ratios can be
obtained. When gear 2 engages it rotates anticlockwise to obtain reverse gear.
Fig 10. Output Shaft assembly
34
5.8 Gear Box Assembly
The final assembly consist of 1 – Input shaft, 2 – Intermediate Shaft, 3 – Output

shaft, 4 – Casing. The gear box casing has pre-defined holes, shafts fits exactly as designed.
First fixed gear on the input shaft directly meshes with the free rotating gear on the
intermediate shaft, helping us to reverse the direction of output shaft. The final assembly is
more compact than conventional gearbox. Each clutch pack is engaged and disengaged by
solenoid actuators, the solenoid actuators forces the push rod, and the pushrod creates a
pressure in the clutch pack. As shown in the Fig 11.
Fig 11. Gear Box Assembly.
35
6.0 RESULT
The weight of the gear box is calculated using the density of the material used
multiplied by geometry of object. Finally, the weight of the gear box is reduced by 21.24%
from the conventional gear box. Hence the efficiency of transmission system is increased
by 14.75% and complexity of the gear box is also reduced. The new design enables us to
reduce the cost of the gearbox by 7.2% more over conventional gear box have more complex
mechanism and high cost in case of automatic transmission. This gear box is made as much
as compact so, it can be fitted in any type of vehicle. The reduced space occupancy of the
gear box can be used by other components of the vehicle. By using the parameters modelling
of the gears, shafts and clutches are done.
Table XI. Gear ratios for individual pair.
Gear pair Driver gear Driven gear Ratios

1 1 2 1.2142:1
2 3 4 1.7857:1
3 5 6 0.95:1
4 7 8 0.56:1
5 9 10 1.5625:1
6 11 12 0.7083:1
7 13 14 0.4642:1
Table XII. Over all gear ratio of the gear box.
Gear Ratios
1 2.7901:1
2 1.4843:1
3 1.2648:1
4 0.875:1
5 0.8289:1
6 0.6728:1
7 0.4409:1
8 0.3966:1
9 0.2599:1
Reverse 1.2142:1
36
7.0 CONCLUSION
Weight reduction of the gear box is achieved by redesigning the layout of the gear box
and new way of transmitting the power from the input shaft. Overall efficiency of the
transmission system is increased by eliminating the need of flywheel, gear box can be directly
mounted to crank shaft of the engine so, the fixed gears in the input shaft compensate the inertia
required for the engine. A new clutch actuation mechanism is developed to increase the speed
of gear shifting.
37
REFERENCE
[1] M. S. Kumbhar1 Proffessor Dr. D. R Panchagade, P.G. Student (M.E Design) Head of
Department, Mechanical Engineering Department, Automated Manual Transmission D.Y.P.
CEO, Akurdi, Pune.
[2] Suyash Galgale Prathamesh Deore Ketan Pardeshi, Department of Mechanical Engineering
University of Pune, Nasik, India. In the current world of automobile.
[3] Dr. P.Arulmozhi, Dr. M.Chandrasekaran, Ramesh R Professor Department of Mechanical

Engineering, Er.Perumal Manimekalai College of Engineering, Hosur, India. Professor,
Department of Mechanical Engineering, Vels University, Chennai, India. Assistant Professor
Department of Mechanical Engineering, Er.Perumal Manimekalai College of Engineering,
Hosur, India.
[4] Rupali R. Kaware, A. Lekurwale, P. Untawale, R. Kaware M.Tech (CAD/CAM),

DMIET&R, Wardha GHRCEM Amravati
[5] T. Deshmukh and L. B. Raut Department of Mechanical Engineering, SVERI’S College of

Engineering, Pandharpur, Taluka-Pandharpur, District-Solapur, Pin-413304, Maharastra,
India.
[6] Gogarla Sonia, Mr. Saroj Kumar Padhi Pg Scholar, Department of Mechanical Engineering,
Sree Dattha Institute of Engineering and Science Sheriguda, Ibrahimpatnam, Rangareddy
Telangana. Associate Professor, Department of Mechanical Engineering, Sree Dattha Institute
of Engineering and Science Sheriguda, Ibrahimpatnam, Rangareddy Telangana, 501510.
[7] Essam L. Esmail College of Engineering, University of Qadisiyah, Al Qadisiyah, Iraq.
[8] Neeraj patel, Tarun Gupta B.Tech, Department of Mechanical Engineering, Maulane Azad
National Institute of Technology, Bhopal, India.
[9] J. J. Uicker; G. R. Pennock; J. E. Shigley (2003). Theory of Machines and Mechanisms (3rd
ed.). New York: Oxford University Press.
[10] B. Paul (1979). Kinematics and Dynamics of Planar Machinery. Prentice Hall.
38
[11] W.; Butterfield, S.; McNiff, B. (May 2007), Improving Gearbox Reliability, National
Renewable Energy Laboratory, archived from the original on September 23, 2012, retrieved
July 2, 2013.
[12] Experts predict nine-, 10-speed transmissions to dominate in North America. May 13,
2013.
[13] Dudley’s Gear Handbook. 2nd ed., D.P. Townsend. ed, McGraw-Hill. 1991.
[14] Fundamentals of Gear Design, R. J. Drago, Butterworths, 1988.
39

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DESIGN AND FABRICATION OF

LIGHT WEIGHT NINE SPEED

INNOVATIVE AND CREATIVE PROJECT REPORT

In partial fulfilment for the award of the degree

Certified that this project report, “DESIGN AND FABRICATION OF

DR.I. RAJENDRAN M.E., Ph.D., S. GNANAKUMAR M.E.,

viva-voce held on 16/11/2019

INTERNAL EXAMINER EXTERNAL EXAMINER

We wish to acknowledge with thanks for excellent encouragement given by the

We wish to express our sincere thanks to our Project Co-ordinator Dr.R.Gnanaguru,

1.1 Types of transmission system …………………………………………………………….2

1.2 Problem Identification …………………………………………………………………….3

1.4 Outline …………………………………………………………………………………….4

2.1 Transmission ……………………………………………………………………………...5

2.3 Spur Gear …………………………………………………………………………………6

2.5 Multiplate Clutch …………………………………………………………………………7

4.0 Product design …………………………………………………………………………...10

4.1.1 Basic Parameters and Formulas ……………………………………………………….10

4.1.6 Designing of Surface Strength ………………………………………………………...17

4.2 Design of Shaft …………………………………………………………………………..18

4.3 Design of Clutches ………………………………………………………………………19

4.3.2 Number of Friction Surfaces …………………………………………………………..20

4.4 Calculation Result ……………………………………………………………………….21

5.2 Clutch Assembly ………………………………………………………………………...29

5.4 Intermediate Shaft ……………………………………………………………………….30

5.6 Output Shaft ……………………………………………………………………………..33

5.8 Gear Box Assembly ……………………………………………………………………..35

7.0 Conclusion ………………………………………………………………………………37

1.1.1 Automatic Transmission (AT)

1.1.2 Manual Transmission (MT)

1.1.3 Automated Manual Transmission (AMT)

Like a manual transmission, an automated manual also employs a mechanical clutch;

1.1.4 Continuously Variable Transmission (CVT)

1.3 Traditional Methods

A dual-clutch transmission (DCT) (sometimes referred to as a twin-clutch transmission

M. S. Kumbhar1 Professor [1], Automated Manual Transmission as the name suggests

2.3 Spur Gear

Rupali R. Kaware, A. Lekurwale, P. Untawale, R. Kaware M [4], In this paper we have

2.5 Multiplate Clutches

Essam L. Esmail [7], There are many epicyclic-type automatic transmissions in

Literature Survey Problem Analysis

Data from Previous Design New Design

Clutch and Shaft Design Calculations

4.1 Design of Spur Gear

Fig. 1 Gear nomenclature

4.1.1 Basic parameters and formulas

Measured in radians/second. 1 RPM = 2π rad/minute = π/30 rad/second.

The larger of two interacting gears or a gear on its own.

The smaller of two interacting gears.

Line of action, pressure line

It is impractical to calculate circular pitch with irrational numbers; mechanical engineers

Segment of a pitch circle subtended by the angle of action.

Diameter of the gear measured from the tops of the teeth.

Diameter of the gear measured at the base of the tooth.

Base pitch, normal pitch, 𝒑𝒃

4.1.2 Material description

Country USA Europe Japan

Table II. 4118 Steel Bar Chemical Composition

Table III. Mechanical Properties of AISI Alloy 4118

• Modulus of elasticity [103 x N/mm2]: 210

Forging of ASTM Grade 4118 Steel

Hot forming temperature: 1100-850oC.

Application of AISI 4118 Alloy Steel