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Where,
s
i =epicycle gear ratio,
b
i =Conic set ratio
3
23911.875
6 2.9
1374.245 10 Nmm
=
=
Now, tangential load on pinion tooth (P
t
)
t
t
m
2M
P
D
=
But
p g
m
D bsin
r
2 2
=
p g
m Z bsin
2 2
=
where r
m
=mean radius(mm)
taking ,
0
b
0.3
A
= where , A
o
=cone distance
2 2
p g
o
D D
A
2 2
| | | |
= +
| |
\ . \ .
2 2
11 32
m
2 2
| | | |
= +
| |
\ . \ .
as,
p
Z =11 and
g
Z =32
= 16.9189 m
b = 0.3
o
A = 5.0757m
m
11 5.0757m sin18.97
r m
2 2
= ..
1
p
11
tan
32
| | | |
=
| |
\ . \ .
=4.675 m ...pinion
m
D = 9.350 m
t
t
m
2M
P
D
=
3
2 1374.245 10
9.35m
=
Design, Manufacturing & Analysis of Differential Crown Gear And Pinion for MFWD Axle
Second National Conference on Recent Developments in Mechanical Engineering 64 | Page
M.E.Society's College of Engineering, Pune, India
t
P
3
293.956 10
m
=
Material selected = 18_NiCrMo5
t
P =
all
' 0
b v
0
A b
C b m y
A
| |
o t
|
\ .
Where,
all
b
o = 1/3
ut
S =1/3 2069=698.667 N/mm
2
(
ut
S =2069 N/mm
2
)
3
m
m
D N 9.35m 409.53 10
V
60 60
t t
= = =.2005m
(Velocity factor)
m
v
3.5 V
C
3.5
+
=
3.5 0.2005m
1 0.128 m
3.5
+
= = +
Where, V
m
=
2 402 1400 2 N 1400
60 60
t t
=
N=409.53 rpm
p
EP
3
p
Z
T
cos cos
=
|
.
p
( 18.97 , 34.88 ) = | =
, (T
EP
=equivalent teeth on pinion)
EP
3
11
T
cos(18.97) cos (34.88)
=
= 21
'
EP
0.912
y 0.154 .111
T
= =
Putting all value in (*) we get
3
293.956 10
698.667 (1 0.128 m) 5.0757m m 0.111 .7
m
= + t
m = 6.38 mm
Selecting standard m =6.50 mm
m
D 9.35m 9.35 6.5 60.775mm = = = ,
b=5.0757m =33mm,
0
A =16.9189m=109.973mm
m
V =0.2005m=1.30 mm/s ,
m
v
3.5 V
C
3.5
+
= =1.3257
actual
3
b
293.956 10
(1 0.128 6.5) 5.0757 6.5 6.5 0.111 .7
6.5
= o + t
actual
b
o = 651.517 N/mm
2
actual
b
o <
all
b
o
So design is safe at peak load
Now for 90% duty cycle
P
t(working)
= 0.5P
t
Design, Manufacturing & Analysis of Differential Crown Gear And Pinion for MFWD Axle
Second National Conference on Recent Developments in Mechanical Engineering 65 | Page
M.E.Society's College of Engineering, Pune, India
=0.5 45.224 KN
=22.612KN
Checking for continuous working
t
P =
actual
' 0
b v
0
A b
C b m y
A
| |
o t
|
\ .
..*
22.612=
actual
b
o 1.3257 33 6.5 .111
109.973 33
109.973
| |
|
\ .
actual
b
o =325.79N/mm
2
actual
b
o <
all
b
o
Design is safe.
VI. MODELLING AND FINITE ELEMENT ANALYSIS
After completing design of crown gear and pinion theoritically by using given data (Table.1) and to perform FE
analysis of any component, the solid model (Fig. 8) of the same is essential, so we modeled crown gear (Fig.8)
and pinion in PRO-E (wildfire4.0) which is excellent CAD software , which makes modelling so easy and user
friendly.The model is then transferred in IGES format and exported into the Analysis software ANSYS 13.0
.We analysed gear tooth (Fig. 9) in ANSYS by importing IGES file of tooth. First is pre-processing which
involves modeling, geometric clean up, element property definition and meshing. Next comes, solution which
involves imposing boundary conditions and applying loads on the model and then solution runs. Next in
sequence comes post processing, which involves analyzing the results plotting different parameters like stress,
strain.
Fig. 8 3-D model of assembly and tooth 2-D view of Crown gear
Design, Manufacturing & Analysis of Differential Crown Gear And Pinion for MFWD Axle
Second National Conference on Recent Developments in Mechanical Engineering 66 | Page
M.E.Society's College of Engineering, Pune, India
VII. FE ANALYSIS RESULTS
VIII. CONCLUSION
In this work detailed manual and computer aided designing of crown gear and pinion is carried out. Finite
element analysis is performed to analyse the crown gear tooth for working load and from Fig. 9 it is seen that
equivalent stress on tooth is approximately 682 N/mm
2
, which is less than
all
b
o , i.e. 698.667N/mm
2
. Therefore,
from it is concluded that design is safe.
REFERENCES
[1] H. B. Pacejka, Tire and Vehicle Dynamics, SAE Inc. 2002.
[2] R., Morselli, Detailed and Reduced Models of Passive and Active Limited Slip Car Differentials. Mathematical and Computer
Modeling of Dynamical Systems, August , pp. 347-362, 2006
[3] T. Newton, How Cars Work, Vallejo CA: Black Apple Press, 1999
[4] R. Maki, Wet clutch Tribology, Doctoral Thesis for Lulea Institute of Technology, Lulea Sweden, 2005
Fig.9 Finite element analysis of crown gear tooth