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1. INTRODUCTION
Transmission system in any vehicle is used to propel the vehicle forward with the help
of the torque and power generated by the engine and transferring it to the tires. The
tires, which are in contact with the surface produce a reaction force called traction.
Traction requirement is what governs the design of any transmission system. [2]
Design of any gearbox or gear train takes into account a number of factors like the
contact ratio, diametral pitch and the centre distance value. The latter being the most
important of all.
The entire dimensions of a gearbox are based on the centre distance and the
torque. All the components in the gearbox have to designed or selected by considering
the suitable life and factor of safety.[3]
L. Tudose, O. Buiga, D. Jucan, C. Stefanache (2008) [3], studied the optimal design
of a two stage speed reducer. Various constraints such as the face width, transmission
ratio and centre distance affect the optimal design of any speed reducer. The
transmission ratio for the first stage is almost equal to the second stage, in any optimal
design solution.
Gisbert Lechne r and Harald Naunheimer (1999) [2], have given a comprehensive
design procedure and analysis for any automotive transmission system. They have
studied in great detail the performance characteristics, traction requirements and the
transmission losses. Selection of the optimal transmission ratio based on maximum
acceleration and speed requirements is also analyzed.
Omar D. Mohammad (2008) [4], presented a study which concentrates on the gear
teeth engagement and stress analysis. Stress analysis is performed on the meshing of
teeth when he gearing system is operated either at the non-standard centre distance or
a decreased contact ratio. Many cases of changing centre distance are studied and it is
clear that if the operating centre distance is increased the stresses generated in the gear
tooth will be increased dependently.
2. VEHICLE DYNAMICS
While designing any vehicle it is important to study the dynamic behaviour of the
vehicle after it is subjected to various road conditions. We ignore the air friction and
examine load variation under the tires to determine the vehicles limits of acceleration,
road grade, and kinematic capabilities. [1]
Where, a1 is the distance of the cars mass centre, C, from the front axle, a 2 is the
distance of c from the rear axle and l is the wheel base.
L = a1 +a2
(3)
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(4)
And therefore,
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2.4. Assumptions:
Mass of the vehicle: 160kg
Mass of the driver: 60kg
Static coefficient of friction (x2 ): 0.9
Height of the centre of gravity (h): 19 inches = 0.4826 meters
Wheelbase: 54 inches = 1.3716 meters
Distance of the C.G from the front wheel centre (a 1 ): 37 inches = 0.9398 meters
Distance of the C.G from the rear wheel centre (a2 ): 17 inches = 0.4318 metres
Table 1 Dynamic analysis result table
PARAMETER
Force under the front wheel
when the car is parked on a
level road (Fz1 )
Force under the rear wheel
when the car is parked on a
level road (Fz2 )
Maximum acceleration for a
single axle drive vehicle (a rwd )
Maximum inclination angle or
tilting angle (M)
VALUE
UNIT
339.71 N
Newton
739.38 N
Newton
14.66 m/s2
56.207
Degrees
3. PERFORMANCE CHARACTERISTICS
3.1. POWER REQUIREMENT
The anticipated driving resistance is an important variable when designing vehicle
transmission. Driving resistance is made up of [2]:
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.R
(8)
The maximum traction FZ between the tires and the road surface is constrained by the
adhesion limit.
3.1.3 Air Resistance
Air flow occurs around the moving vehicle and through it for purposes of cooling and
ventilation. The air resistance is made up of the pressure drag including induced drag
(turbulences induced by differences in pressures), surface resistance and internal
(through- flow) resistance. Drag is calculated by [2]
FL = LcWAv2
Where,
is 1.199kg/m3 and
(9)
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(10)
(11)
Where is the rotational inertia coefficient calculated from the given graph.
3.1.6 Total Driving Resistance:
The traction FZ,B required at the drive wheels is made up of the driving resistance
forces described above, and is defined as:
FZ,B = FR + FL + Fa
(12)
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specific power rating (Kw/t) of the vehicle. Two extreme conditions may be
considered:
Gaged +Custom GB
High = 29.95
Low = 6.89
High = 1722.82 N
Low = 397.57 N
337.51 N
5.72 m/s2
38.050
(14)
Where C is the centre distance from input to output and G is the overall reduction
ratio.
(15)
Thus the first stage reduction ratio is 2.61 and the second stage reduction ratio is
2.94. In AGMA 2001-D04 the gears are designed for 107 stress cycles and a reliability
of 0.99.Similarly the shafts were designed according to the ASME standard
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procedure. The bearings required for the two stage speed reducer were selected using
the equivalent dynamic load and the load life relationship. The gears are mounted on
the shaft with the help of involute splines and held in place using type A external
circlips.
Customized 2-stage
Speed Reducer
Overall Ratio
First Stage
Second Stage
Gear Type
Gear Material
Bearing Type
Lubricant
Casing Material
: 7.68
: 2.61
: 2.94
: Spur
: 20MnCr5
: DGBB
: ISO VG 68
: Al 2014
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COMPONENT
Pinion
Gear
max (MPa)
161.1
398.1
FOS
2.91
1.52
6. CONCLUSION
The following comments could be concluded:
1. The position of the centre of gravity in any vehicle affects the dynamic performance
like the maximum tilting angle and maximum acceleration. These dynamic
parameters are independent of the engine performance and specifications and depend
only upon the constructional details of the vehicle.
2. The reduction ratio for a two stage speed reducer used as a final drive alternative can
be calculated from the performance characteristics and traction requirements.
3. For an optimal design solution the transmission ratio in the first stage should be
almost equal to the second stage. Also the centre distance characteristic value should
be fixed initially according to the space constraints.
4. The factor of safety of around 1.5 is sufficient for the design of the two stage speed
reducer.
REFERENCES
[1]
[2]
[3]
[4]
[5]
[6]
[7]
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