SEMESTER SEP/OCT 2021
AME 302
MECHANICAL ENGINEERING
MECH 3505
Case study
“DESIGN CASE STUDY FOR POWER TRANSMISSION”
LECTURER: Ir. Dr. Abu Bakar Mahat
NAME OF STUDENTS STUDENT ID
SAFAYA GEHAD 192921197
ALJABRI SAID 192921333
SAFAIA ZIAD 193921569
MUSTAFA MOHAMMED HASSANEIN 193921655
Marks:
Deadline: 4th FEB 2022.
1|Page
DESIGN CASE STUDY FOR POWER TRANSMISSION
Introduction and Background
The arrangement of machine elements and features on a shaft, shaft connection, determining
shaft deflection and critical speeds, and selecting shaft dimensions for strength and fluctuating
load integrity are all given special attention. For transmission shafting, an overall shaft design
approach is described, which includes bearing and component installation as well as shaft
dynamics. A shaft is a circular cross-section component that rotates and delivers power from a
driving device, such as a motor or engine, through a machine. Shafts can be outfitted with gears,
pulleys, and sprockets that convey rotary motion and power to mating gears, belts, and chains. A
shaft can also be connected to another using a mechanical or magnetic flux coupling. A shaft can
be stationary while supporting a rotating part, such as the short shafts that support the non-driven
wheels of automobiles, often known as spindles. Shafts often include a series of graduated
diameters to accommodate bearing mounts and provide shoulders for locating devices like gears,
sprockets, and pulleys to butt up against, as well as keys to prohibit rotation of these components
relative to the shaft. A typical transmission shaft layout showing the utilization of constant
diameter sections and shoulders to support a gear and pulley wheel.
DESGIN CASE STUDY
Transmission of power from a source, such as an engine or motor, through a machine to an output
actuation is one of the most common machine tasks. An efficient means of transmitting power is
through rotary motion of a shaft that is supported by bearings. Gears, belt pulleys, or chain
sprockets may be incorporated to provide for torque and speed changes between shafts. Most shafts
are cylindrical (solid or hollow), and include stepped diameters with shoulders to accommodate
the positioning and support of bearings, gears, etc.
The design of a system to transmit power requires attention to the design and selection of individual
components (gears, bearings, shaft, etc.). However, as is often the case in design, these components
are not independent. For example, in order to design the shaft for stress and deflection, it is
necessary to know the applied forces. If the forces are transmitted through gears, it is necessary to
know the gear specifications in order to determine the forces that will be transmitted to the shaft.
But stock gears come with certain bore sizes, requiring knowledge of the necessary shaft diameter.
Input Parameters and Design Specifications;
2|Page
Power to be delivered: 30 hp
Power efficiency: >95%
Steady state input speed: 1750 rev/min
Maximum input speed: 2400 rev/min
Steady-state output speed: 82–88 rev/min
Usually low shock levels, occasional moderate shock
Input and output shafts extend 4 in outside gearbox
Input and output shaft diameter tolerance: ± 0.001 in
Input and output shafts in-line: concentricity ± 0.005 in, alignment ± 0.001 rad
Maximum allowable loads on input shaft: axial, 50 lbf; transverse, 100 lbf
Maximum allowable loads on output shaft: axial, 50 lbf; transverse, 500 lbf
Maximum gearbox size: 14-in X 14-in base, 22-in height
Base mounted with 4 bolts
Mounting orientation only with base on bottom
100% duty cycle
Maintenance schedule: lubrication check every 2000 hours; change of lubrication
every 8000 hours of operation; gears and bearing life >12,000 hours;
infinite shaft life; gears, bearings, and shafts replaceable
Access to check, drain, and refill lubrication without disassembly or opening of
gasketed joints.
Manufacturing cost per unit: < Rm 2500
Production: 10,000 units per year
Operating temperature range: −100 to 1200 F
Sealed against water and dust from typical weather
Noise: < 85 dB from 1 meter
ASSUMPTIONS
The force and stress acting on the shaft and gears does not change its geometry.
The gears are operating initially at zero wear condition
The shafts are perfectly circular in cross section with no disruption in shape.
There is an idle gear if required to change the direction of the speed.
3|Page
Required Objectives from Case Study
i. Change the power requirement to 30 horsepower.
ii. Design the intermediate shaft, including complete specification of the gears, bearings,
keys, retaining rings, and shaft.
iii. Produce the schematic layout and assembly drawing of the transmission system, and the
final drawings for the shafts, with dimensions and tolerances.
iv. Use spur gears only.
Solution;
𝑓𝑡
𝑃𝑜𝑤𝑒𝑟 = 𝑃 = 30 ℎ𝑝 = 30 ∗ 550 = 16500 𝑙𝑏
𝑠
𝑟𝑒𝑣
𝑠𝑡𝑒𝑎𝑑𝑦 𝑠𝑡𝑎𝑡𝑒 𝑜𝑢𝑡𝑝𝑢𝑡 𝑠𝑝𝑒𝑒𝑑 = 𝑛𝑜𝑢𝑡 = 82 − 88
𝑚𝑖𝑛
𝑡 = 12000 ℎ𝑜𝑢𝑟𝑠
GEAR SPECIFICATIONS
Torque Calculation
𝑃 16500 60
𝑇2 = = ∗ = 90.03 𝑙𝑏𝑓 𝑖𝑛
ω2 1750 2π
ω2 1750
𝑇 3 = 𝑇2 ∗ = 90.03 ∗ = 405.15 𝑙𝑏𝑓 𝑖𝑛
ω3 388.9
ω2 1750
𝑇5 = 𝑇2 ∗ = 90.03 ∗ = 1823.10 𝑙𝑏𝑓. 𝑖𝑛
ω5 86.42
Load Transmitted
𝑃 30 = 809.48 𝑙𝑏𝑓
𝑊𝑡 = 33000 ∗ = 33000 ∗
23
𝑉23 1223
𝑃 30 = 3646.40 𝑙𝑏𝑓
𝑊𝑡 = 33000 ∗ = 33000 ∗
45
𝑉45 271.5
Gear Specs.
Stress
4|Page
𝐶𝑓
σ𝑐 = 𝐶𝑝 √𝑊𝑡 ∗ 𝐾0 ∗ 𝐾𝑣 ∗ 𝐾𝑣 ∗ 𝐾𝑚 ∗
𝑑𝑝 ∗ 𝐹 ∗ 𝐼
1.18
σ𝑐 = 2300√3646.40 ∗ 1.21 ∗ = 198043.31 𝑝𝑠𝑖 = 198. .04 𝑘𝑝𝑠𝑖
2.67 ∗ 2 ∗ 0.1315
1.2 ∗ σ𝑐 1.2 ∗ 198043.31
𝑆𝑒 = = = 264057.74 𝑝𝑠𝑖
0.9 0.9
Teeth Calculation;
𝑁2 = 𝑁4 = 22 𝑡𝑒𝑒𝑡ℎ
𝑁3 = 4.5 ∗ 𝑁2 = 4.5 ∗ 22 = 100 𝑡𝑒𝑒𝑡ℎ 𝑁3 = 𝑁5
ω2 1750
𝑇3 = 𝑇2 ∗ = 90.03 ∗ = 545.5 𝑙𝑏𝑓. 𝑖𝑛
ω3 385
ω2 1750
𝑇5 = 𝑇2 ∗ = 120 ∗ = 2479.3 𝑙𝑏𝑓. 𝑖𝑛
ω5 84.7
Pitch and diameters
Pitch =p =8
𝑁2 22
𝑑2 = 𝑑4 = = = 2.75 𝑖𝑛
𝑝 8
𝑁5 100
𝑑3 = 𝑑5 = = = 12.5 𝑖𝑛
𝑝 8
Velocity
ω2 1750 𝑓𝑡
𝑉23 = π ∗ d2 ∗ = π ∗ 2.75 ∗ = 1259
12 12 𝑚𝑖𝑛
ω2 84.7 𝑓𝑡
𝑉45 = π ∗ d5 ∗ = π ∗ 12.5 ∗ = 227
12 12 𝑚𝑖𝑛
Dynamic Factor
5|Page
𝐵 0.73
𝐴 + √𝑉 65.1 + √227
𝐾𝑣 = ( ) =( ) = 1.8
𝐴 65.1
Face Width
π π
𝐹 = 4∗ = 4∗ = 2 𝑖𝑛
p 8
GEAR 4 BENDING
𝐽 = 0.35 𝑌𝑁 = 0.9
σ = 𝑊𝑡 ∗ 𝐾 ∗ 𝐾 ∗ 𝐾 ∗ 𝑃 ∗ 𝐾 ∗ 𝐾𝐵 = 3646 ∗ 1.18 ∗ 8 ∗ 1.26 = 41301 𝑝𝑠𝑖
𝑐 𝑂 𝑣 𝑠 𝑑 𝑚 𝐹∗𝐽 3 ∗ 0.35
From table, Max. Allowable stress
𝑆𝑡 = 75000 𝑝𝑠𝑖
Factor of Safety
𝑌𝑁 0.9
𝑛 = 𝑆𝑡 ∗ = 75000 ∗ = 1.63
σ𝑐 41301
GEAR 5 BENDING
𝐽 = 0.42 𝑌𝑁 = 0.97
σ = 𝑊𝑡 ∗ 𝐾 ∗ 𝐾 ∗ 𝐾 ∗ 𝑃 ∗ 𝐾 ∗ 𝐾𝐵 = 3646 ∗ 1.18 ∗ 8 ∗ 1.26 = 34417.5 𝑝𝑠𝑖
𝑐 𝑂 𝑣 𝑠 𝑑 𝑚 𝐹∗𝐽 3 ∗ 0.42
From table, Max. Allowable stress
𝑆𝑡 = 75000 𝑝𝑠𝑖
Factor of Safety
𝑌𝑁 0.9
𝑛 = 𝑆𝑡 ∗ = 75000 ∗ = 1.96
σ𝑐 34417.5
6|Page
Gear 2 Wear
Dynamic Factor
𝐵 0.73
𝐴 + √𝑉 65.1 + √1259
𝐾𝑣 = ( ) =( ) = 1.37
𝐴 65.1
Face Width
π π
𝐹 =4∗ = 3∗ = 1.5 𝑖𝑛
p 8
Gear 5 Bending
For spur gear
𝐽 = 0.35 𝑌𝑁 = 0.87
σ = 𝑊𝑡 ∗ 𝐾 ∗ 𝐾 ∗ 𝐾 ∗ 𝑃 ∗ 𝐾 ∗ 𝐾𝐵 = 809 ∗ 1.18 ∗ 8 ∗ 1.26 = 18328.704 𝑝𝑠𝑖
𝑐 𝑂 𝑣 𝑠 𝑑 𝑚 𝐹∗𝐽 1.5 ∗ 0.35
From table, Max. Allowable stress
𝑆𝑡 = 65000 𝑝𝑠𝑖
Factor of Safety
𝑌𝑁 0.87
𝑛 = 𝑆𝑡 ∗ = 65000 ∗ = 3.08
σ𝑐 18328.704
Gear 3 Bending
For spur gear
𝐽 = 0.42 𝑌𝑁 = 0.9
7|Page
σ = 𝑊𝑡 ∗ 𝐾 ∗ 𝐾 ∗ 𝐾 ∗ 𝑃 ∗ 𝐾 ∗ 𝐾𝐵 = 809 ∗ 1.18 ∗ 8 ∗ 1.26 = 15273.92 𝑝𝑠𝑖
𝑐 𝑂 𝑣 𝑠 𝑑 𝑚 𝐹∗𝐽 1.5 ∗ 0.42
From table, Max. Allowable stress
𝑆𝑡 = 65000 𝑝𝑠𝑖
Factor of Safety
𝑌𝑁 0.87
𝑛 = 𝑆𝑡 ∗ = 65000 ∗ = 3.70
σ𝑐 15273.92
Dimensions for Shaft Design
𝑑2 = 2.75 𝑖𝑛
𝑑3 = 12.5 𝑖𝑛
𝑑4 = 2.75 𝑖𝑛
𝑑5 = 12.5 𝑖𝑛
𝐹2 = 𝐹3 = 1.5 𝑖𝑛
𝐹4 = 𝐹5 = 3 𝑖𝑛
Force Analysis on Shaft
8|Page
𝑊𝑟 = 𝑊𝑡 tan 20 = 809.48 ∗ tan 20 = 294.626 𝑙𝑏𝑓
23 23
𝑊𝑟 = 𝑊𝑟 tan 20 = 3646 ∗ tan 20 = 1327.03 𝑙𝑏𝑓
45 45
Static Equilibrium on Shaft
∑ 𝑀1 = 0
−𝑊𝑟 ∗ 2 − 𝑊𝑟 ∗ 7.25 + 𝑅2𝑦 ∗ 10 = 0
23 45
𝑟
𝑊23 ∗ 2 + 𝑊45
𝑟 ∗ 7.25
294.62 ∗ 2 + 1327.03 ∗ 7.25
𝑅2𝑦 = = = 1021.02 𝑙𝑏𝑓
10 10
∑ 𝐹𝑦 = 0
−𝑊𝑟 − 𝑊𝑟 + 𝑅2𝑦 + 𝑅1𝑦 = 0
23 45
𝑅1𝑦 = +𝑊𝑟 + 𝑊𝑟 − 𝑅2𝑦 = 294.626 + 1327.03 − 1021.02 = 600.63 𝑙𝑏𝑓
23 45
9|Page
Reactions at Bearings
∑ 𝑀1 = 0
𝑊𝑟 ∗ 2 − 𝑊𝑟 ∗ 7.25 + 𝑅2𝑧 ∗ 10 = 0
23 45
𝑅2𝑧 = (−𝑊𝑟 ∗ 2 + 𝑊𝑟 ∗ 7.25)/10
23 45
−294.62 ∗ 2 + 1327.03 ∗ 7.25
𝑅2𝑧 = = 903.17 𝑙𝑏𝑓
10
∑ 𝐹𝑧 = 0
𝑅1𝑧 + 𝑊𝑡 − 𝑊𝑡 + 𝑅2𝑧 = 0
23 45
𝑅1𝑧 = −𝑊𝑡 + 𝑊𝑡 − 𝑅2𝑧 = −294.62 + 1327.03 − 903.17 = 129.14 𝑙𝑏𝑓
23 45
Torque acting on shaft
𝑑5 12.5
𝑇 = 𝑊𝑡 ∗ = 809 ∗ = 5056.5 𝑙𝑏𝑓
2 2
Resultant forces on shaft
𝑅1 = √𝑅2 + 𝑅2 = √(600.63)2 + (129.14)2 = 614.35 𝑙𝑏𝑓
1𝑦 1𝑧
𝑅2 = √𝑅2 + 𝑅2 = √(1021.02)2 + (903.17)2 = 1363.16 𝑙𝑏𝑓
2𝑦 2𝑧
Factor of safety and endurance limit for shaft
𝐾𝑡 = 5, 𝐻𝑡 = 3 , 𝑆𝑢𝑡 = 68000 𝑝𝑠𝑖
10 | P a g e
𝑏 = 2.7 ∗ (68000)−0.265 = 0.88
𝑘𝑎 = 𝑎 ∗ 𝑆𝑢𝑡
𝑆𝑒 = 𝑘𝑎 ∗ 𝑘𝑏 ∗ 𝑘𝑐 ∗ 𝑘𝑑 ∗ 𝑘𝑒 ∗ 𝑘𝑓 ∗ 𝑆𝑢𝑡 = 0.88 ∗ 0.9 ∗ 0.5 ∗ 68000 = 27000 𝑝𝑠𝑖
DE-GOODMAN CRITERIA
1/3
16 ∗ 𝑛 2 ∗ 𝐾𝑓 ∗ 𝑀𝑎 𝐾𝑓𝑠 ∗ 𝑇𝑚 ∗ √3
𝑑=[ ( + )]
π 𝑆𝑒 𝑆𝑢𝑡
1
16 ∗ 1.5 2 ∗ 1.7 ∗ 7317 1.5 ∗ 5056 ∗ √3 3
𝑑=[ ( + ) ] = 2.05 𝑖𝑛
π 27000 68000
𝑟
= 0.1
𝑑
𝐷 = 1.2 ∗ 𝑑 = 1.2 ∗ 2.215 = 2.5 𝑖𝑛
𝐾𝑡 = 1.7, 𝑞 = 0.8
𝐾𝑓 = 1 + 𝑞(𝐾𝑡 − 1) = 1 + 0.8(1.7 − 1) = 1.56
Von Mises Stress
32 ∗ 𝐾𝑓 ∗ 𝑀𝑎 32 ∗ 1.56 ∗ 7315
σ′𝑎= = = 12124.08 𝑝𝑠𝑖
π ∗ 𝑑3 π ∗ 2.1253
16 ∗ 𝐾𝑓𝑠 ∗ 𝑇𝑚 16 ∗ 1.32 ∗ 5056.5
σ𝑚′ = √3 ∗ = √3 ∗ = 5417.93 𝑝𝑠𝑖
π∗𝑑 3 π ∗ 2.2153
FACTOR OF SAFETY FOR COMPLETE TRANSMISSION
′ ′ 12124.08 7953.8
1
= σ + σ𝑚 =
𝑎
+ = 0.615
𝑛𝑓 𝑆𝑒 𝑆𝑢𝑡 24348 68000
1
𝑛𝑓 = = 1.626
0.615
11 | P a g e
Factor of safety for design is safe, so design parameters are as follows;
𝐷1 = 1.5 𝑖𝑛
𝐷2 = 1.80 𝑖𝑛
𝐷3 = 2.125 𝑖𝑛
𝐷4 = 2.5 𝑖𝑛
Bearing Design
Bearing 1 life
𝐿1 = 12000 ∗ 60 ∗ 388.9 = 2.8 ∗ 108 𝑟𝑒𝑣
Assuming ball bearing
𝐹𝑅1 = 9910 𝑙𝑏𝑓
So, from the parameters
𝐶 = 13900 𝑙𝑏𝑓, 𝐼𝐷 = 1.75 𝑖𝑛, 𝑂𝐷 = 4.25 𝑖𝑛
Key Design
𝑇 6551.5
𝐹= =2∗ = 6165 𝑙𝑏𝑓
𝑟 2.125
Length of key
2 ∗ 𝐹 ∗ 𝑛 2 ∗ 6165.9 ∗ 2
𝑙= = = 0.9 𝑖𝑛
𝑡 ∗ 𝑆𝑦 0.5 ∗ 57000
12 | P a g e
SHAFT LAYOUT
Discussions
Deflections must be kept within acceptable limits while designing hafts. For example, excessive
deflection can reduce gear performance and produce noise and vibration. The critical speed,
minimum deflections required for gear function, and bearing requirements are commonly used to
determine the maximum allowed deflection of a shaft. Deflections should not separate mating-
gear teeth by more than 0.20 mm, and the slope of the gear axis should not be more than 0.05
degrees. In compared to the oil film thickness, the deflection of a shaft's journal section through
a plain bearing should be modest. Shafts should be built to avoid operating at or near critical
speeds, as previously stated. This is usually accomplished by providing enough lateral rigidity so
that the lowest critical speed is well above the operating range. The torsional natural frequencies
of the shaft must be significantly different from the torsional input frequency if torsional
fluctuations are present, as they are in engine crankshafts, camshafts, and compressors. This can
be accomplished by increasing the torsional stiffness of the shaft to the point where the lowest
natural frequency of the shaft is substantially higher than the highest torsional input frequency.
13 | P a g e
Conclusion for Safe Design
Keep shafts as short as possible and bearings as close to the applied stresses as
practicable. Shaft deflection and bending moments will be reduced, and critical
speeds will be increased.
Locate stress raisers away from high-stress areas of the shaft if at all possible.
Consider using local surface strengthening procedures like shot peening and cold
rolling, as well as large fillet radii and smooth surface finishes.
Use hollow shafts if weight is a concern.
14 | P a g e
