TERMPAPER

DESIGN OF MODERN GEAR BOX

SUBMITTED TOMANPREET SINGH LITT

SUBMITTED BYGURPREET SINGH 4180070122 47

gurJUDGE LOVELY PROFESSIONAL UNIVERSITY 4/9/2012

Page |1

Table of Contents
GEARBOX (TRANSMISSION SYSTEM) ----------------------------------------------------------------------------------- 2 INTRODUCTION ----------------------------------------------------------------------------------------------------------- 2 TRANSMISSION DESIGN ------------------------------------------------------------------------------------------------ 2 BASIC GEARBOX CONCEPT ------------------------------------------------------------------------------------------------ 3 SOLUTION PRINCIPLES FOR PART FUNCTIONS, EVALUATION ------------------------------------------------- 4 DESIGN OF GEARWHEEL TRANSMISSIONS FOR VEHICLES--------------------------------------------------------- 5 Gearwheel Performance Limits --------------------------------------------------------------------------------------- 5 Calculating the Tooth Root Load Capacity ------------------------------------------------------------------------- 6 OPERATIONAL FATIGUE STRENGTH AND SERVICE LIFE ------------------------------------------------------------ 7 THE WOHLER CURVE ------------------------------------------------------------------------------------------------------- 8 SPECIFICATION AND DESIGN OF SHAFTS ----------------------------------------------------------------------------- 10 DEFLECTION IN SHAFT ------------------------------------------------------------------------------------------------- 11 GENERAL DESIGN GUIDELINES OF SHAFT ------------------------------------------------------------------------- 12 TRANSMISSION DRIVE SHAFT STRENGTH DESIGN -------------------------------------------------------------- 13 LOADING --------------------------------------------------------------------------------------------------------------- 13 GEARSHIFTING MECHANISMS ------------------------------------------------------------------------------------------- 14 SHIFTING ELEMENTS FOR TRANSMISSIONS WITH POWER INTERRUPTION ------------------------------ 16 THE GEAR CHANGING PROCESS ------------------------------------------------------------------------------------- 16 THE SYNCHRONIZING PROCESS -------------------------------------------------------------------------------------- 17 DESIGN OF SYNCHRONIZERS ----------------------------------------------------------------------------------------- 18 Function: ------------------------------------------------------------------------------------------------------------- 18 Service life: ---------------------------------------------------------------------------------------------------------- 18 ELECTRONIC TRANSMISSION CONTROL------------------------------------------------------------------------------- 19 Electronic Transmission Control Unit (TCU) ---------------------------------------------------------------------- 19

Page |2

GEARBOX (TRANSMISSION SYSTEM)

INTRODUCTION
Gearbox is used to transmit power from one shaft to another shaft with different speed or power. It is necessity to choose proper design for our machine. A machine consists of a power source and a power transmission system, which provides controlled application of the power. Gearbox is an assembly of parts including the speed-changing gears and the propeller shaft by which the power is transmitted from an engine to a live axle. Often 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.

TRANSMISSION DESIGN
The transmission design is derived from the functional principles applied, to fulfill the main functions of the transmission. A vehicle transmission has four main functions: Moving-off from rest, Changing ratio/rotational speed, Shifting/establishing power flow and Operating/controlling the gearbox. The Moving-off from rest function can be carried out mechanically, electromechanically or hydraulically. The Changing ratio/rotational speed function can be carried out using spur gears, planetary gears, hydrodynamic or hydrostatic transmissions or mechanical continuously variable transmissions. The Shifting/ establishing power flow function can be divided into the two functional principles positive engagement or frictional engagement. The Operating/controlling function can be carried out by manual shifting, a utomation or an automatic system with associated control unit. Their selection depends on the power to be transmitted, considering traction utilization and ease of operation. Especially in the case of new developments, the design engineer has to decide on the design or combination of designs of the transmission.

Page |3

BASIC GEARBOX CONCEPT Geared transmissions are categorized by their technical design or the number of ratio stages making up the individual gears: Single-stage transmissions, Two-stage transmissions and Multi-stage transmissions. The term stage refers here to a gear pair or the power flow from one gearwheel to another. A stage generally involves power flow from one shaft to another. Figure Show designs of four-speed countershaft transmissions. The term countershaft transmission is defined in Section 6.4. Single-stage transmissions are primarily used in front-wheel drive vehicles, since they require no coaxial transmission of the power flow, unlike standard drive vehicles. In the standard powertrain configuration (engine and transmission in the front, drive at the rear), the two-stage countershaft transmission with coaxial input and output shaft is virtually universal.

Multi-stage (more than two-stage) transmissions are just as suitable as single-stage transmissions for front-engine front-wheel drive vehicles. The number of gear stages they have depends upon the number of gears. The multi-stage design enables short gearboxes to be constructed. Multi-stage coaxial transmissions are used principally in commercial vehicles with front- or rear-mounted range units To decide on the type of transmission for a particular application, first the basic ratio change options need to be defined. The shifting elements involved also by definition constitute part of the transmission.

Page |4

SOLUTION PRINCIPLES FOR PART FUNCTIONS, EVALUATION

In the concept phase of developing a transmission, solution principles are established see also Figure. A large number of transmissions can be created by combining the individual principles used for the main functions, as shown in the morphological matrix . The number of viable alternatives is however significantly reduced when a technical/economic evaluation is carried out. This can be demonstrated using the example given in Table 6.8 for the main functions Enable moving-off and Change ratio. This is given as an example, and does not claim to be comprehensive. Example of solution principles for the functions Enable moving-off and Change ratio. 0...not possible; 1...very unfavorable; 2...unfavorable; 3...moderate;4...favorable; 5...very favorable

A complete evaluation of all proposed solutions for the main and ancillary functions of the transmission should be carried out after the concept phase. The proper design phase can begin when this evaluation has been completed. Table 6.8 suggests that the gear pair commends itself as by far the most cost-effective element for torque conversion. The disadvantage that this eliminates all but geared transmissions becomes a secondary consideration. Friction clutches are still the best available compromise for moving-off and for speed synchronization. The hydrodynamic torque converter also has many advantages

Page |5

DESIGN OF GEARWHEEL TRANSMISSIONS FOR VEHICLES

Gearwheel Performance Limits The starting point for gearwheel design calculations is their performance limits, i.e. causes of failure, as well as noise considerations and bearing forces. The performance limits of a gear pair are basically determined by four different types of damage: tooth failure, Macro pitting and micro pitting, gear scuffing (hot scuffing) and wear (cold scuffing)

Page |6

Calculating the Tooth Root Load Capacity

To calculate the tooth root load capacity, the maximum (local) stress of the root area must be checked. The tooth is most at risk when the normal force Fn along the line of action (with its components Fr and Ft) acts at the tooth tip or the tooths outer contact point (Figure). The tooth forces cause compression stress, bending stress and shear stress in the tooth. Investigations have shown that bending stress is generally the only stress that is critical for calculation purposes (v b). The tooth cross section to which the bending stress relates is the product of the face width b and the root thickness chord sFn.

Page |7

OPERATIONAL FATIGUE STRENGTH AND SERVICE LIFE

The goal of an automotive transmission design that has operational fatigue strength is reliably to calculate that fatigue strength for a certain period of use in accordance with the expected load. Economy throughout the entire period of use must also be considered as a boundary condition. This requires utilization of the material that is as strong as possible with respect to fatigue, as well as low manufacturing and operational costs.

\\Fig.

Proportion of time the various gears of a 5-speed passenger car and an 8-speed commercial vehicle transmission are engaged when travelling on a mountainous rural road

The service life of a vehicle transmission depends on the service life of the individual components and their collaboration. With transmissions with various gear ratios, where the respective gears are engaged in the power flow for varying periods of time (upper Figure), individual useful/service life calculations must be made proportionally. The load and hence

Page |8

the stress on and service life of all transmission components depends essentially on the driver, the vehicle and the road.

THE WOHLER CURVE

The load capacity of a component is contingent on the material and its condition, the shape and surface of the component as well as on environmental conditions. It is determined by boundary conditions specified in a single stage test; the result is represented in the form of a Wohler curve. In the single stage test, the stress ratio R is held constant for all stress levels

Various ways of determining component service life. In contrast to the Wohler curve, which is determined by the single-stage test, the service life curve is based on a load profile ( graph shown in next page)

Page |9

Wohler curve of permissible material stress

The Wohler curve describes the acceptable number of vibration cycles Ni up to the point of test part failure for different stress amplitudes. The typical curve shape is shown in Figure The resulting numbers of oscillation cycles to failure are random variables, i.e. they are spread around an average value. The most common are Wohler curves for 10% failure probability. However, 1% and 50% curves are also common. The Wohler curve for 10% failure probability allows us to estimate the B10 service life of a component. This is the service life at which on average 10% of the components have already failed.

P a g e | 10

SPECIFICATION AND DESIGN OF SHAFTS

The size of a gearbox is largely determined by the diameters of the transmission shafts. The specification and design of transmission shafts is of special significance in the layout of vehicle transmissions. Shaft diameters are a key factor in determining the center distance of a gearbox, and thus its size. Strength and resistance to deformation must therefore be carefully considered during the design process.

Configuration of Shafts in Vehicle Transmissions

Figure (a) shows the shaft configuration (input shaft, countershaft and main shaft) of a twostage countershaft transmission for standard drive. Figure (b) shows the shaft configuration for a single-stage countershaft transmission intended for front-transverse mounting.

Shaft configurations in vehicle transmissions. A Two-stage coaxial countershaft transmission; b single-stage countershaft transmission for front-transverse Mounting

P a g e | 11

DEFLECTION IN SHAFT
Vehicle transmissions have long shafts with long distances between bearings, and are usually subjected to asymmetrical loads. This results in large deflections f and large bending angles The resultant inclination of the teeth causes a one-sided contact pattern, i.e. the active width of the driving face is reduced, increasing stress on the teeth (Figure in next page) To avoid this, the shaft deflection must be checked very accurately additionally to the strength calculations, preferably taking into account the deformation of the housing and bearings.

Defelection f and bending angle in shafts with large distances between bearingsand asymmetrical loading

Contact pattern. a Uniform contact pattern; b one-sided contact pattern

P a g e | 12

GENERAL DESIGN GUIDELINES OF SHAFT

The problems specific to vehicle transmissions described in the previous section lead to three main requirements for transmission shaft design: a) Avoid notches b) Reduce bending moments c) Increase critical speeds To satisfy these requirements, the following design principles should be followed: reduce the distance between bearings by means of compact overall structural design, locate heavily stressed gearwheels close to bearings to reduce deflection and bending moment, and to achieve high critical speeds, keep diameter transitions between shafts below the ratio D/d 1.4; the transitions should preferably be of conical design or with a large radius of curvature rather than with shaft shoulders, specify splined connections or oil press connections rather than feather key connections, smooth rectangular ring-grooves by using relief notches or by rounding off the inside edges of the groove (Figure a ), see next page locate circles only at the end of the shaft if at all possible; use distance sleeves for axial restraint at the middle of the shaft, reduce the notching effect at the shaft shoulders (Figure b): 1 locate relief notches at the transition by means of rounded axial grooves; 2 use large rounding radius; 3 use radial stress relief notches; 4 use additional notches in the transition zone, shafts with a mounted hub must be made thicker at the wheel seat; specify a large transition radius and reduce the thickness of the hub towards the end (Figurec)

P a g e | 13

transverse drill holes should be smoothed by relief notches at the mouth of the drill hole, by increasing the shaft diameter and using larger transition radii and by postmolding the edges of the drill holes with a smooth thrust piece (Figure d), Gradual power diversion using relief notches (Figure e), Balance shafts precisely in order to minimize centrifugal forces and associated bending vibrations and Reduce the moment of inertia of components mounted on the shaft in order to Reduce deflections and increase critical speeds.

TRANSMISSION DRIVE SHAFT STRENGTH DESIGN

LOADING
When designing a transmission, the designer initially works on the basis of the maximum engine torque Tmax. (Engaging jolts can give temporary rise to transmission input torque values more than twice as high). If the calculation relates to some other shaft than a transmission input shaft, the effective torque in the shaft must be determined from the ratio of the respective gears. Applied external forces, such as tooth forces and bearing forces, are treated as point loads. The forces are determined in the co-ordinate system of the powertrain, the x axis corresponding to the shaft axis. This gives rise to the system of forces at the drive shaft shown in Figure

Fig. Loading of the transmission input shaft of the theoretical model (single-stage countershaft transmission)

P a g e | 14

GEARSHIFTING MECHANISMS
Vehicle transmissions require devices to match the ratio, and thus the power available, to the prevailing driving conditions. Power matching is one of the four main functions of a vehicle transmission. In manual gearboxes, changing gear is controlled and carried out by the driver. Depending on the amount of automation, in all other gearboxes electronics and actuator systems take over this function partially or completely. Certain transmission functions, such as Neutral, Reverse, and Park are however still controlled by the driver using a shifting device. The gear shifting mechanism thus plays an important role in the interface between driver and vehicle. Its handling has a major influence on perceived comfort. The components used in a gear shifting mechanism depend largely on whether shifting gear involves interrupting the power flow. Other factors are the type of vehicle (passenger car or truck), the type of drive (front-wheel or rear-wheel drive) and the operating conditions. In the following discussion, a distinction is made between internal shifting elements: shifting elements inside the transmission, such as selector bars, swing forks, synchronizers, multi-plate clutches and External shifting elements: shifting elements outside the transmission, such as gearshift levers, gearshift gate, linkage, four-bar linkages and cable controls.
Fig.

Internal shifting elements in automotive transmissions. a) Sliding gear; b) dog clutch engagement; c) pin engagement; d) synchronizer without locking mechanism; e) synchronizer with locking mechanism; f) servo lock synchronizer mechanism (Porsche system); g) hydraulically activated multi-plate clutch for power shift transmission; h) hydraulically activated multi-plate brake for planetary gear

P a g e | 15

Fig. External gearshift system of an automatic transmission: an AT for standard drive

P a g e | 16

SHIFTING ELEMENTS FOR TRANSMISSIONS WITH POWER INTERRUPTION

Shifting by hand entails more than bringing gearwheels into the power flow. An exact and smooth-running operation of the gearshift lever is needed. This involves the interaction of external shifting with internal shifting elements such as detent devices, guides and synchronizers. Passenger cars must have attributes such as short shift strokes, a fluid shifting process, a crisp, sporty shifting feel and low shifting forces.

THE GEAR CHANGING PROCESS This section describes the gear changing process using as an example a notional vehicle with a 2-speed coaxial countershaft transmission.

Fig. Single-cone Synchronizer (ZF-B),see also Figure 9.12. 1. Idler gear with needle roller bearings; 2. synchronizer hub with selector teeth and friction cone; 3. synchronizer ring with counter-cone and locking toothing 4. synchronizer body with internal toothing for positive locking with the transmission shaft and external dog gearing for the gearshift sleeve; 5. gearshift sleeve with internaldog gearing and ring groove;

6.

transmission shaft

P a g e | 17

THE SYNCHRONIZING PROCESS

Single-cone synchronizers based on the Borg-Warner system are widely used in manual transmissions. The various phases of the synchronizing process are shown in Figure 9.13, based on the ZF-B synchronizer (Figure 9.12, B standing for Borg-Warner system). The synchronizer body 4 is fixed to the transmission shaft. The synchronizer ring 3 is guided by stop bosses in the synchronizer body. These are narrower than the grooves in the synchronizer body, which allows the synchronizer, ring a certain amount of freedom to twist radially.

Fig. 9.12. Borg-Warner system single-cone synchronizer (ZF). 1 Idler gear running on needle roller bearings; 2 synchronizer hub with selector teeth and friction cone; 3 main functional element, synchronizer ring with counter-cone and locking toothing; 4 synchronizer body with internal toothing for positive locking with the transmission shaft and external toothing for the gearshift sleeve; 5 compression spring; 6 ball pin; 7 thrust piece; 8 gearshift sleeve with internal dog gearing

P a g e | 18

DESIGN OF SYNCHRONIZERS
Synchronizers are subject to high levels of stress. This applies particularly to commercial vehicle synchronizers. Figure 9.15 shows the factors affecting its functioning and service life. A single operator error may permanently damage or destroy the synchronizer. The principal criteria according to which synchronizers are designed are the following:

Function:
synchronizable masses, shifting comfort, Cold shifting behaviour, shifting in new condition (green shift ability), locking safety and Abuse.

Service life:
Mechanical stress on the selector teeth, Mechanical stress on the synchronizer ring, Thermal stress on the friction surfaces and Nominal service life (see Table 9.3).

P a g e | 19

ELECTRONIC TRANSMISSION CONTROL

Innovations in the area of transmissions have been primarily made by means of the integration of electrics, electronics, hydraulics, actuators and sensors. A great amount of transmission functionality is realized by software. Electronic and software functions do not only complement mechanics, they also open up further possibilities. The aim is to create superordinate functions in the vehicle by means of information networking. In this way, functions can be obtained of which one system alone could never have been capable.

Electronic Transmission Control Unit (TCU)

The electronic control unit (electronic hardware) is the computer Centre of every transmission with controlled functions. It receives electric signals from all sensors as well as signal information from other electronic control systems, converts them, evaluates them, provides control values for the actuators and sends control information to other vehicle systems .

To evaluate signals, compute control algorithms and control the actuators exclusively microcomputer systems are used. Together with the stored program (software), these microcomputer systems control all functions of a transmission system. the structure and operating conditions of a transmission control unit will be explained in the following.

P a g e | 20

System diagram for an automated manual transmission (AMT) using the example of a 16speed commercial vehicle transmission