Design and Analysis of Counter shaft using CATIA and ANSYS
Pullareddy. M1, Chanikya. K2, Rajesh. B3, Mohanachari. J. V4, Sudheer Reddy Jwala5 1,5 M.Tech Student, CAD/CAM, Department of Mechanical Engg., PVKK Institute of Technology, Ananthapuramu, Andhra Pradesh, India 2,3 M.Tech Student Advanced Manufacturing Technology, Dept. of Mechanical Engineering, JNT University Ananthapuramu, Andhra Pradesh, India 4 Assistant Professor, Department of Mechanical Engineering, GATES Institute of Technology, Ananthapuramu, Andhra Pradesh, India
ABSTRACT The Recent advancement in software applications is making a best analysis results for the Mechanical Engineering application studies. This paper mainly involves with the designing and analyzing the countershaft (lay shaft) model by using the software application. This project deals with the stress analysis of a shaft using Ansys. The shaft which is fixed at one end is selected and forces are given at particular points. The reactant forces acts in opposite directions. Torque acts at two points in opposite directions. The reactant forces and bending moments are initially calculated. Based on these parameters, the maximum shear stress, normal stress is calculated. The same values are used then calculated by using ANSYS software. Finally the theoretical and analytical results are compared and verified. Here we selected for part design in CATIA V5R19 and for the analyzing the part model using the is Ansys 16.0 software respectively. Selection of material for the counter shaft is 4340 Alloy steel(Heat treated). Keywords: Countershaft (lay shaft),4340 Alloy steel(Heat treated),Stress, Strain
I. INTRODUCTION shaft and these are allowed to turn freely relative to
each other. A Lay shaft is an intermediate shaft within a gearbox that carries gears, but does not transfer the Transmission and Operation In Automobile Car In the primary drive of the gearbox either in or out of the typical manual gearbox for a RWD car, the driving gearbox. Lay shafts are best known through their use shaft (input) is in-line with the driven shaft (output), in car gearboxes, where they were a ubiquitous part of but not permanently connected to it. A reduction the rear-wheel drive layout. With the shift to front- gear on the driving shaft drives the layshaft. In car wheel drive, the use of Lay shafts is now rarer. transmissions, the term countershaft is also used A number of gears on the layshaft may then be The driving shaft carries the input power into the connected, one at a time, to the driven shaft. Selecting gearbox. The driven shaft is the output shaft from the each of these gears in turn gives the various ratios of gearbox. In car gearboxes with Lay shafts, these two the gearbox All of these gear ratios are reduction gears, shafts emerge from opposite ends of the gearbox, the engine speed being higher than the input speed to which is convenient for RWD cars but may be a the final drive of the rear axle. disadvantage for other layouts.
For gearboxes in general, gear clusters mounted on a
Lay shaft may either turn freely on a fixed shaft, or may be part of a shaft that then rotates in bearings. There may be multiple separate clusters on a shared
IJSRSET16264 | Received : 21 October 2016 | Accepted : 31 October 2016 | September-October-2016 [(2)5: 473-476] 473 the top of the casing and so it is more convenient for the sliding components of the dog clutches to be mounted on the driven shaft, rather than the layshaft. The layshaft gear cluster is thus often a simple one- piece component, typically cast iron gears running in bearings on a fixed steel shaft. The bearings may be plain phosphor bronze bushes, or for high-load applications needle rollers. Where large numbers of gear ratios, Seven or more, are to be provided then these will require a third or more gear clusters on the Lay shaft To maintain the proportions of the overall gearbox as more compact, rather than becoming long and thin, these gearboxes may use twin Layshafts. This requires an additional driven gear for each Figure 1. Manual gear transmission system layshaft, but the mechanism is otherwise very similar. The use of multiple layshafts also developed into Early gearboxes used sliding gears to engage and the multiple clutch gearbox, used for some buses, disengage the drive. These were difficult to operate where each ratio has its own layshaft and separate and also wore on the main working surfaces of the plate or hydraulic clutches, rather than dog clutches, gears. An early improvement was to use separate dog are used to select between them. clutches instead to engage gears, leaving the gears themselves in 'constant mesh'. A later, and more Where a power take-off is required, usually for gradual development, was the introduction industrial vehicles to drive winches, hydraulic of synchromesh. This is an all-metal friction clutch in pumps etc., this is often driven from one end of the addition to the positive dog clutch, that gradually layshaft, as this is more accessible shaft than the main engages the gears and matches their speed before the shafts, already in use by the drive train. dog clutch engages. The top gear of the gearbox is achieved without these II. METHODS AND MATERIAL gears, but by coupling the driven shaft directly to the driving shaft through another dog clutch. This gives a The material selection is very important for any 'direct drive' top gear, which has advantages for both design. In this project we taken counter shaft material efficiency and quietness at cruising speed. A typical and model Gear wheels materials are same. The 4340 gearbox had 2% losses in each gear set, so 4% for Alloy steel (Heat treated) is selected. intermediate ranges through their two gears, but Properties of 4340 Alloy steel approaching 0% for the direct-drive top gear.[3] As Density (ρ) = 7.85e-6 Kg/mm3 the direct top gear is not transmitting torque through Modulus of Elasticity or the gears, it is also quieter. Young’s modulus (E)= 210 x 106 Mpa In theory, it is also possible to provide Poisson’s ratio(μ)=0.3 an overdrive top gear, another indirect gear, but of a speed-up ratio rather than the reduction ratio of the III. RESULTS AND DISCUSSION other gears. The direct-drive ratio then becomes the second-to-top or third gear. This arrangement was 1. Part Design used on some early cars, but was uncommon. Where overdrive is provided for a RWD car, this is almost Commonly referred to as a 3D Product Lifecycle always done by adding a separate overdrive gearbox to Management software suite, CATIA supports multiple the output driven shaft of the gearbox, usually outside stages of product development (CAx), including the gear casing. conceptualization, design (CAD), engineering (CAE) Because of the layout of the gearbox, the layshaft is and manufacturing (CAM). CATIA facilitates normally mounted low-down in the gearbox casing collaborative engineering across disciplines around its below the other shafts. The gear lever enters through 3DEXPERIENCE platform, including surfacing &
International Journal of Scientific Research in Science, Engineering and Technology (ijsrset.com)
474 shape design, electrical fluid & electronics systems design, mechanical engineering and systems engineering.
For this project the CATIA is used for only design
purpose not for analysis
Figure 4. Meshing the Shaft
Figure 2. CATIA Part model
2. Model Analysis Input Parameters: Density (ρ) = 7.85e-6 Kg/mm3 Modulus of Elasticity /Young’s modulus (E)= 210 x 106 Mpa Poisson’s ratio (μ)=0.3 Figure 5. Equivalent tress Length of the shaft=832.6mm
Figure 6. Equivalent Elastic strain
Figure 3. Geometric model of counter shaft
International Journal of Scientific Research in Science, Engineering and Technology (ijsrset.com)
475 3. Results 1. The Equivalent stress is 4.7097 Max 2. The Elastic strain 2.2427e-8Mpa 3. If one end Z-axis direction is fixed and other end side motion given then the Total deformation is 1.7929e-6
IV. CONCLUSION
As per 4340 Alloy steel standards it has been found
that the design is safe and further, the design with selection of other materials and various gear ration can be process for the Gear box applications.
V. ACKNOWLEDGEMENT
We successfully completed this project under the
guidance of J.V.MOHANACHARI, Assistant professor, Department of Mechanical Engineering, Gates Institute of Technology, Gooty, Aananthapuramu, Andhra Pradesh, India. And we Thankful to Mr. Ganesh Kumar Yadiki, Managing Director, Southern Geometrics and SG Labs while beyond solving the designing and analyzing the model. VI. REFERENCES
1. Joseph E. Shigley, “Mechanical engineering
design” 2. Design Data Hand Book for Mechanical Engineers K 3. Mahadevan K.Balaveera Reddy Chapter 3 pg 56 4. “Fundamentals of machine design” BY T.J. Prabhu. 5. Kurmi, R.S., “A Textbook of Machine 6. “Strength of materials” by R.K. Bansal. 7. Automobile Engineering Vol. 1 by Dr. Kirpal Singh
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