A STUDY ON “FINAL TEST DIRECT PASS RATIO IMPROVEMENT BY REDUCING

NICK GENERATION”  

By

TAMILBALAN.R

Reg. No: 120901016

A summer project report submitted to the

SAVEETHA SCHOOL OF MANAGEMENT

In partial fulfillment of the requirement for the award of the degree of

MASTER OF BUSINESS ADMINISTRATION

Third trimester, September 2010

SAVEETHA SCHOOL OF MANAGEMENT

SAVEETHA UNIVERSITY

POONAMALLEE, CHENNAI – 600077

1
 HYUNDAI MOTORS INDIA LIMITED.

BONAFIDE CERTIFICATE

Certified that this thesis is the bonafide work of  R.TAMILBALAN,who carried out

the project on the title  FINAL TEST DIRECT PASS RATIO IMPROVEMENT BY

REDUCING NICK GENERATION under my supervision. Certified further that to the

best of my knowledge the work reported here in does not form part of any other thesis or

dissertation on the basis of which a degree or award was conferred on an earlier occasion on

this or any other candidate.

KARTHIKEYAN.R VIJAYARAGAVAN.S

DEPUTY MANAGER SR.EXECUTIVE

TRANSMISSION #2 TRANSMISSION#2

HYUNDAI MATORS INDIAN LIMITED HYUNDAI MOTORS INDIAN LIMITED

2
 DECLARATION

I TAMILBALAN.R hereby declare that the project report titled “A STUDY ON

FINALTEST DIRECT PASS RATIO IMPROVEMENT BY REDUCING NICK
GENERATION. submitted in partial fulfillment of the requirements for the award of the
degree of Master of Business Administration is my original work and it has not been
previously formed the basis for the award of any Degree, Diploma, Fellowship or any other
similar titles.

Place: Chennai TAMILBALAN.R

Date: 25.09.2010 Register no: 120901016

3
 Acknowledgement

The authors would like to express their hearty thanks to their project guide
KARTHIKEYAN.R, DEPUTY MANAGER & VIJAYARAGAVAN.S,SR .EXECUTIVE
for his invaluable suggestions and full-fledged guidance and motivation throughout the
completion of this project.

First, I am thankful to the Lord Almighty for showering blessings throughout the completion
of this project. I would like to express my sincere gratitude and deep thanks to “Hyundai
Motor India Limited, Sriperumbudur, Chennai” submitted for permitting me to undertake a
project in their esteemed organization to fulfill my course requirements and giving me an
opportunity to collect all the available resources.

My heartfelt gratitude to Mr.M.Alfred Anand(Deputy Manager),Training and

Development, my company guides for the kind co-operation and I am grateful to all the staff
of Hyundai company, for their valuable support to the completion of project in time.

I am extremely thankful to the Management of Saveetha University for granting me

permission to undertake this project work.

I am thankful to the, the Director Dr S. N. SOUNDARA RAJAN, Saveetha School of

Management for granting permission to do my project work during the requested time period.

4
 Abstract

I have done by project in Transmission Department #2. In the transmission

department, I was asked to work in three and four gear manufacturing line. I found nick
generation area in the line where I was working. I identified major places where the nick can
occur. I brought this to the notice of my project guide. He was satisfied with the findings that
I made. Orders have also been given to the suppliers for the raw materials. They have also
invited makers to furnish Quotations for making replacements. My findings have enabled the
company to reduce the number of nick affected gear.

5
 TABLE OF CONTENTS

CHAPTER NO. TITLE PAGE NO.

INTRODUCTION

1 1.1 Industry profile 11

1.2 Company profile 16

CONCEPTS AND REVIEW OF LITERATURE

2
21
2.1 Review of literature

RESEARCH METHODOLOGY

3.1 Title of the project 26

3.2 Objectives of the study 26

3.3 Introduction of Gear 27

3.4 Before Gear heat treatment method 33

3
3.5 Gear Heat treatment method 39

3.6 After Gear Heat treatment method 41

3.7 Types of gears 44

3.8 Gear specifications 46

3.9 Gear tester 48

4 ANALYSIS AND INTERPRETATION

4.1 Nick 52

6
 4.2 Identification of nick in before gear heat treatment 54
process.

FINDINGS,SUGGESTIONSAND CONCLUSION

5.1 Findings 60
5
5.2 Suggestions 60

5.3 Conclusion 61

6 Bibliography 62

7
 LIST OF FIGURES

Figure Figures name Page no

no
29
3.1 Gear terminology

Gear hobbing machine 33

3.2

Gear hob 34
3.3

Gear deburring machine 35

3.4

Grinding wheel 36
3.5

Shaving machine 37
3.6

Gear grinding machine 41

3.7

Gear lapping machine 42

3.8
Honing machine 43
3.9
48
3.10 OBD AND OBR tester

3.11 Run out tester 50

52
4.1 Nick Affected Gear

8
 LIST OF TABLE

Table no Table name Page no

3.1 Gear -3 specification 46

3.2 Gear -4 specification 47

4.1 Identification of Nick in hobbing 54

machine

4.2 Identification of Nick in Deburring 55

machine

4.3 Identification of Nick in Shaving 56

machine

4.4 Identification of Nick in Washing and 57

pressing machine

9
 Chapter -1

1. INTRODUCTION

10
 1.1. INDUSTRY PROFILE.

The automotive industry designs, develops, manufactures, markets, and sells the

world's motor vehicles. The automotive industry is one of the most important economic
sectors by revenue.

The term automotive industry usually does not include industries dedicated to automobiles

after delivery to the customer, such as repair shops and motor fuel filling stations.

The first practical automobile with a petrol engine was built by Karl Benz in 1885
in Mannheim, Germany. Benz was granted a patent for his automobile on 29 January 1886,
and began the first production of automobiles in 1888, after Bertha Benz, his wife, had
proved with the first long-distance trip in August 1888 - from Mannheim to Pforzheim and
back - that the horseless coach was absolutely suitable for daily use. Since 2008 a Bertha
Benz Memorial Route commemorates this event.

Soon after, Gottlieb Daimler and Wilhelm Maybach in Stuttgart in 1889 designed a

vehicle from scratch to be an automobile, rather than a horse-drawn carriage fitted with an
engine. They also are usually credited as inventors of the first motorcycle in 1886,
but Italy's Enrico Bernardi, of the University of Padua, in 1882, patented a
0.024 horsepower (17.9 W) 122 cc (7.4 cu in) one-cylinder petrol motor, fitting it into his
son's tricycle, making it at least a candidate for the first automobile, and first
motorcycle;. Bernardi enlarged the tricycle in 1892 to carry two adults.

In 2007, worldwide production reached a peak at a total of 73.3 million new motorvehicles
produced worldwide. In 2009, worldwide motorvehicle production dropped 13.5 percent to
61 million. Sales in the U.S. dropped 21.2 percent to 10.4 million units, sales in the European
Union (supported by scrapping incentives in many markets) dropped 1.3 percent to 14.1
million units. China became the world's largest motorvehicles market, both by sales as by
production. Sales in China rose 45 percent in 2009 to 13.6 million units. In recent years,
private Chinese manufacturers emerge.

About 250 million vehicles are in use in the United States. Around the world, there were
about 806 million cars and light trucks on the road in 2007; they burn over 260 billion gallons
of gasoline and diesel fuel yearly. In the opinion of some, urban transport systems based
around the car have proved unsustainable, consuming excessive energy, affecting the health
of populations, and delivering a declining level of service despite increasing investments.
Many of these negative impacts fall disproportionately on those social groups who are also

11
least likely to own and drive cars. The sustainable transport movement focuses on solutions
to these problems.

Global Production of Motor vehicles.

Year Production

1997 52,987,000

1998 57,987,000

1999 56,258,892

2000 58,374,162

2001 56,304,925

2002 58,994,318

2003 60,663,225

2004 64,496,220

2005 66,482,439

2006 69,222,975

2007 73,266,061

2008 70,520,493

2009 60,986,985

Automobile industry in India

12
 The Automobile industry in India is the seventh largest in the world with an annual
production of over 2.6 million units in 2009. In 2009, India emerged as Asia's fourth largest
exporter of automobiles, behind Japan, South Korea and Thailand. By 2050, the country is
expected to top the world in car volumes with approximately 611 million vehicles on
the nation's roads.

Following economic liberalization in India in 1991, the Indian automotive industry has

demonstrated sustained growth as a result of increased competitiveness and relaxed
restrictions. Several Indian automobile manufacturers such as Tata Motors, Maruti
Suzuki and Mahindra and Mahindra, expanded their domestic and international operations.
India's robust economic growth led to the further expansion of its domestic automobile
market which attracted significant India-specific investment by multinational automobile
manufacturers. In February 2009, monthly sales of passenger cars in India exceeded 100,000
units.

Embryonic automotive industry emerged in India in the 1940s. Following the independence,

in 1947, the Government of India and the private sector launched efforts to create an
automotive component manufacturing industry to supply to the automobile industry.
However, the growth was relatively slow in the 1950s and 1960s due to nationalisation and
the license raj which hampered the Indian private sector. After 1970, the automotive industry
started to grow, but the growth was mainly driven by tractors, commercial vehicles and
scooters. Cars were still a major luxury. Japanese manufacturers entered the Indian
market ultimately leading to the establishment of Maruti Udyog. A number of foreign firms
initiated joint ventures with Indian companies.

In the 1980s, a number of Japanese manufacturers launched joint-ventures for

building motorcycles and light commercial-vehicles. It was at this time that the Indian
government chose Suzuki for its joint-venture to manufacture small cars. Following the
economic liberalisation in 1991 and the gradual weakening of the license raj, a number of
Indian and multi-national car companies launched operations. Since then, [[automotive
component and automobile manufacturing growth has accelerated to meet domestic and
export demands.

Exports .

13
 India has emerged as one of the world's largest manufacturers of small cars.
According to New York Times, India's strong engineering base and expertise in the
manufacturing of low-cost, fuel-efficient cars has resulted in the expansion of manufacturing
facilities of several automobile companies like Hyundai
Motors, Nissan, Toyota, Volkswagen and Suzuki.

In 2008, Hyundai Motors alone exported 240,000 cars made in India. Nissan

Motors plans to export 250,000 vehicles manufactured in its India plant by
2011. Similarly, General Motors announced its plans to export about 50,000 cars
manufactured in India by 2011.

In September 2009, Ford Motors announced its plans to setup a plant in India with an

annual capacity of 250,000 cars for US$500 million. The cars will be manufactured both for
the Indian market and for export. The company said that the plant was a part of its plan to
make India the hub for its global production business. Fiat also announced that it would
source more than US$1 billion worth auto components from India.
According to Bloomberg L.P., in 2009 India surpassed China as Asia's fourth largest exporter
of cars.

Rank wise Largest Automobile Manufacturers in India by Sales

1. Maruti Suzuki
2. Hyundai
3. Tata Motors
4. Mahindra
5. GM Chevrolet
6. Honda
7. HSD
8. Ford
9. Fiat|Fiat Motors
10. skoda

Commercial vehicle manufacturing in India

14
Local Brands

 Ashok Leyland
 Force
 Mahindra Navistar
 Premier
 Tata
Foreign Brands

 Volvo
 Audi
 BMW
 Mercedes-Benz

1.2.INDUSTRY PROFILE.

15
 Hyundai Motor Company (Hangul: 현대 자동차 주식회사, Hanja: 現代自動車株
式會社 Hyŏndae Chatongch'a Chusik-hoesa) (KRX: 005380), a division of the Hyundai Kia
Automotive Group, is the world's largest automaker by profit, the world’s fourth largest
automaker by units sold and the world's fastest growing automaker.
Headquartered in Seoul, South Korea, Hyundai operates the world’s largest
integrated automobile manufacturing facility in Ulsan, which is capable of producing 1.6
million units annually. The company employs about 75,000 persons around the world,
Hyundai vehicles are sold in 193 countries through some 6,000 dealerships and showrooms
worldwide.
The Hyundai logo, a slanted, stylized 'H', symbolizes the company shaking hands with its
customer. Hyundai translates from the word "modernity", and is pronounced as "Hyon-dae"
in Korean.

Chung Ju-Yung founded the Hyundai Engineering and Construction Company in

1947. Hyundai Motor Company was later established in 1967. The company’s first model,
the Cortina, was released in cooperation with Ford Motor Company in 1968. In 1975,
the Pony, the first Korean car, was released, with styling by Giorgio Giugiaro
of ItalDesign and powertrain technology provided by Japan’s Mitsubishi Motors. Exports
began in the following year to Ecuador and soon thereafter to the Benelux countries. In
1991, the company succeeded in developing its first proprietary gasoline engine, the four-
cylinder Alpha, and transmission, thus paving the way for technological independence.

16
 In 1983, Hyundai exported the Pony to Canada, but not to the United States because
the Pony didn't pass emissions standards there. Canadian sales greatly exceeded
expectations, and it was at one point the top-selling car on the Canadian market. The Pony
afforded a much higher degree of quality and refinement in the lowest price auto segment
than the Eastern-bloc imports of the period then available.
In 1986, Hyundai began to sell cars in the United States, and the Excel was nominated as
"Best Product #10" by Fortune magazine, largely because of its affordability. The company
began to produce models with its own technology in 1988, beginning with the
midsize Sonata.
In 1996, Hyundai Motors India Limited was established with a production plant in
Irrungattukotai near Chennai, India.
In 1998, Hyundai began to overhaul its image in an attempt to establish itself as a world-
class brand. Chung Ju Yung transferred leadership of Hyundai Motor to his son, Chung
Mong Koo, in 1999. Hyundai's parent company, Hyundai Motor Group, invested heavily in
the quality, design, manufacturing, and long-term research of its vehicles. It added a 10-year
or 100,000-mile (160,000 km) warranty to cars sold in the United States and launched an
aggressive marketing campaign.
In 2004, Hyundai was ranked second in "initial quality" in a survey/study by J.D. Power and
Associates. Hyundai is now one of the top 100 most valuable brands worldwide. Since
2002, Hyundai has also been one of the worldwide official sponsors of the FIFA World
Cup.
In 2006, the South Korean government initiated an investigation of Chung Mong Koo's
practices as head of Hyundai, suspecting him of corruption. On April 28, 2006, Chung was
arrested, and charged for embezzlement of 100 billion South Korean won (US$106 million).
As a result, Hyundai Vice Chairman and CEO, Kim Dong-jin, replaced him as head of the
company.

Hyundai in India.

17
Hyundai's manufacturing plant at Irungattukottai near Sriperumbudur, India.
Hyundai Motor India Limited is currently the second largest carmaker after Maruti
Suzuki and largest auto exporter in India. It is making India the global manufacturing base for
small cars. Hyundai sells several models in India, the most popular being the Santro
Xing, i10 and the i20. Other models include Getz Prime, Accent, second
generation Verna, Tucson, and the Sonata Transform. Hyundai has two manufacturing plants
in India located at Sriperumbudur in the Indian state of Tamil Nadu. Both plants have a
combined annual capacity of 600,000 units.In the year 2007 Hyundai opened its R&D facilty
in Hyderabad Andhra pradesh , employing now nearly 450 engineers from different parts of
the country.Basically the Hyundai Motors India Engineering (HMIE) gives technical &
engineering support in Vehicle development and CAD & CAE support to Hyundai's main
R&D center in Namyang Korea.

Hyundai in Canada

In 1989, Hyundai Auto Canada Inc. opened a stamping and assembly plant
in Bromont, Quebec, employing 800. The plant cost $387.7 million, with Quebec and
Canadian federal government subsidies of $131 million. The plant was designed to
manufacture approximately 2000 Hyundai Sonata's per week.  Subsequently, Chrysler and
Hyundai considered a joint venture that would have Chrysler rebranding the Sonata
manufactured at Bromont — only to later announce the deal had failed. The Bromont plant
was operational for four years before it closed — with Hyundai's sales unable to support the
plant. With boost in Sales in 2009, Hyundai Auto Canada Inc. is currently planning to build a
new plant in Canada and resume production in Canada. Hyundai subsequently sold the plant,
which was eventually purchased by AAER Inc., a manufacturer of wind turbines based in
Quebec.

Hyundai in Europe

18
On November 2008, Hyundai opened its European plant in Nošovice, Czech Republic,
following an investment of over 1 billion euros and over two years of construction. The plant,
which mainly manufactures the i30 for the European market, has an annual capacity of
200,000 cars. The new Hyundai plant is 90 kilometers north of Kia Motors' Žilina
Plant in Slovakia.

Hyundai in Japan

Despite having growing sales worldwide, Hyundai struggled in Japan, having sold only
15,000 passenger cars from 2001 to 2009. Following an announcement on November 2009,
Hyundai pulled their passenger car division out of the Japanese market and focused on their
commercial vehicle division instead.

19
Chapter -2

20
 REVIEW OF LITERATURE

According to Lars Vedmar, , Carin Andersson, and Jan-Eric Ståhl, Hobbing is a

common manufacturing method when producing helical, involutes gears. In order to increase
tool life and surface finish, an accurate method to determine chip geometry is needed.
Although this accurateness may involve numeric solutions, the geometric description must,
as far as possible, be analytic and give a description of the continuously changing chip
geometry. In this report, the cutting edges of the tool are mathematically described using
parametric and analytically differentiable functions. This gives the possibility to determine
the geometry of the three-dimensional surface on the blank each cutting  edge will cut with
numeric approximations kept to a minimum. By comparing successively cut surfaces, the chip
geometry is determined using the tool and process parameters. The mathematical description
gives the possibility to calculate the required characteristic properties of the chips. These are
needed for increasing the tool life in order to develop more efficient tools and processes. An
example is given in which characteristics, as the maximum chip thickness, the chip cross-
section area, and the mean chip thickness are calculated. The reported theory describes in
detail how the chip geometry is determined.

Li, Zheng University of Warwick. The gear meshing is very complex process as high
non-linearity behaviour is involved during the process. Normally most analysis of gear tooth
contact is on the basis of a hypothesis that the contacted gear teeth are cantilever beams to
obtain the approximate results quickly. However, many important factors have been ignored
in simulating gear tooth contact using cantilever beam hypothesis, those factors include tooth
profile variations, gear rotation speed and input torque, coefficient of friction and geometry
distortion. Many of non-linear responses such as noise, vibration, abrasion and so on make
the actual contact process much more complicated than those in the cantilever beam
hypothesis although it is a reliable reference for integrated gear performance investigation.
The main contribution of this thesis is in the investigation of the typical static and dynamic
performances of meshing gears by simulating gears rolling-sliding contact processes using
non-linear finite element method. A typical spur gear model has been proposed first for
performance analysis and the model with integrated parameters could contribute reliable
finite element conditions to simulate actual gear meshing. The bending stress and its resultant
stress of contacted teeth with static model and dynamic model have been then simulated and

21
the results can be used to provide information on the contacted teeth stresses distribution. The
detailed investigation of transmission error in gear meshing has been carried out to
understand harmful noise and vibration of gear set and a micro geometry modification of gear
tooth profile has been proposed, i.e. tip relief. The gear contact pressure distributions and
transmission errors have been then analyzed with micro geometry modification and the
analysis is under static and dynamic boundary conditions. Finally, the most significant
contribution of the thesis is the investigation of the frictional effect on dynamic performance,
including dynamic stress and transmission errors.
S. S.M. “Jack” Marathe—the president of Universal Technical Systems, Inc.—
isn’t exactly modest when he talks about the power and usefulness of his company’s
Integrated Gear Software (IGS). “It’s a complete design and manufacturing environment for
gears and gear sets,” he says. “IGS will take an OEM or a gear shop completely through the
process design, tooling, inspection, testing, and tolerance analysis. It’s all that a gear designer
and manufacturer needs.”
Marathe isn’t shy about pointing out his reasons for making such a bold statement, either.
“Look, we’ve been at this for 20 years,” he says. “Twenty years of creating and refining gear
software, working with gear people, getting their input, hearing what they need, and building
it into the software. Companies like Boeing, Ford, GE, and GM are using our software and
trust it. This is gear software by engineers, for engineers. By using it, many of our customers
have been able to reduce noise, increase life, and lower costs.

David E. Brewe and David A. Clark. Planetary gear systems are widely used in
helicopter transmissions, aircraft turbine engine reduction gears, automotive automatic
transmissions, and many industrial applications.
Because of the multiple load paths of planetary gearing, the horsepower transmitted is
divided between several planet meshes and the gear size can be reduced significantly,
compared with parallel shaft designs. In addition, planetary stages can be linked together to
achieve high ratios. Hence, the use of planetary gearing is an efficient method of achieving
high reduction ratios in minimum space. Planetary gear systems are compact, resulting in
significant envelope and weight savings; they have reduced noise and vibrations and
improved efficiency because of smaller, stiffer components, and they have concentric input
and output shaft axes and only transmit the torque.
Planetary gear systems are an efficient means of achieving high reduction ratios with

22
minimum space and weight. They are used in helicopter, aerospace, automobile, and
many industrial applications. High-speed planetary gear systems will have significant
dynamic loading and high heat generation. Hence, they need jet lubrication and
associated cooling systems. For units operating in critical applications that necessitate
high reliability and long life, that have very large torque loading, and that have downtime
costs that are significantly greater than the initial cost, hydrodynamic journal bearings are
a must.
R. Pullin1, a, A. Clarke1,b, M. J. Eaton1,c, K. M. Holford1,d,
S. L. Evans1,e and J. P. McCory1,The detection of damage in gear teeth is paramount to
any condition monitoring or Structural health monitoring (SHM) tool for aerospace power
transmissions such as those used in helicopters. Current inspection techniques include
vibration analysis and time-inefficient visual inspection. Acoustic Emission (AE) is a very
sensitive detection tool that has been successfully used in many SHM systems. Successful
application of AE for damage detection in gear teeth will enable the optimisation of gear box
design (and hence weight saving) in addition to safety improvements. This paper details a
small aspect of a larger project designed to demonstrate automatic detection and location of
common gear tooth defects. A novel test rig was designed to allow the fatigue loading of an
individual gear tooth which was monitored using AE. The gear tooth was static in order to
exclude the detection of AE signals arising from rotation; this allows initial development of
the methodology prior to investigating rotating gears. Digital Image Correlation was used to
determine the onset of cracking for comparison with the detected AE. Preliminary results of
the investigation show that the developed methodology is appropriate for developing an
automated gear health monitoring system and that future work should concentrate on the
development of sensors and data acquisition methods associated with obtaining signals from
rotating machinery.
Faydor L. Litvin and Alfonso Fuentes, J. Matthew Hawkins, Robert F.
Handschuh Face gear drives have found an important application in helicopter
transmissions. Such gear drives, if specially designed, enable to split the torque as shown in
figure 1. The technology of face gear drives, in comparison with spiral bevel gears, is more
simple. However, face gear drives require hardening of gear tooth surfaces (with following
grinding) to obtain tooth strength that is equivalent to the same criteria of spiral bevel
gears.The existing design of face gear drives is based on application of a conventional
involute spur pinion being in contact with the conjugated face-gear . Errors of misalignment
of such a gear drive may cause edge contactand even separation of tooth surfaces. Therefore,

23
for the purpose of localization of bearing contact, the face gear is generated by an involute
shaper with increased number N, of teeth, where N, -N, = 1 to 3 (Nl is the pinion tooth
number).Investigation of face-gear drives was the subject of research accomplished by
representatives of the University of Illinois at Chicago, Boeing, NASA Glenn Research
Center and Lucas Western .The purpose of this paper is to develop a modified geometry of
face-gear drives with reduced stresses and low transmission errors. Two versions of modified
geometry have been investigated and compared by analysis of stresses and simulation of
meshing and contact.

24
Chapter -3

25
3.1. Title of the project

“A STUDY ON FINAL TEST DIRECT PASS RATIO IMROVEMENT BY

REDUCING NICK GENERATION”

3.2 Objectives of the study

1. To Identify NICK generation area in before gear heat treatment process.

2. To Find major nick generation places in BHT process.

3. To Modify the NICK affected places.

4. To reduce the nick affected Gears.

26
3.3. INTRODUCTION OF GEAR.

A gear is a toothed wheel which when meshed with other gears transmits
motion from one part of mechanism to another. Gears transmit power and /or rotary of
mechanism to another. Positive transmission of power is accomplished by teeth on the
circumference of the gear .There is slippage as it with friction and belt drives .Exact
speed ratios are possible with gear drive.

Gears from an indispensable element in the construction of machine tools and

other machines. Gears are used on nearly all types of machines ranging from wrist
watches and egg beaters to machine tools, automobiles, farm equipment and heavy
machinery.

With every growing demand for higher speeds, quieter running of the
machines, the manufacture of gears has become an increasingly refined and
specialized art .Several companies make only gears and similar items .many small and
medium sized concerns buy most of their gears from these companies because they
actually get better quality at a low prices then if they mach gear themselves.

Gears are used extensively for transmission of power .they find application in;
Automobiles, gear box, oil engine, machine tool, Industrial machinery,
agricultural machinery, geared motors etc.To meet the strenuous service condition
the gear should have, robust construction ,reliable performance ,high efficiency
,economy and long life. Also, the gear should be fatigue .The gear drive should be
free from noise, chatter and should ensure high load carrying capacity at constant
velocity ratio .To meet all the above condition, the gear manufacture has become a
highly specialized field .Below; we shall discuss the various materials and
manufacturing process to produce gears.

27
 MATERIAL USED IN GEAR MANUFACTURING PROCESS.

The various material used for the gears include a wide verity of cast iron, non-
ferrous material, and non-material materials the selection of the gear material depends, upon.

I. Type of service.
II. Peripheral speed.
III. Degree of accuracy required.
IV. Method of manufacturing.
V. Required dimension and weight of the drive.
VI. Allowable stress.
VII. Shock resistance.
VIII. Wear resistance.
 Cast iron is popular due to its good wearing properties, excellent machinability
and ease of producing complicated shapes by the casting method .it is suitable
where large gears of complicated shapes are needed.
 Steel is sufficiently strong and highly resistance to wear by abrasive.
 Cast iron used where steel on gear is nigh and it is difficult to fabricate the
gears.
 Plain carbon steel find application for industrial gears where high toughness
combined with high strength.
 Alloy steel is used where high tooth strength and low tooth wear are required.
 Aluminum is used where low inertia of rotating mass is desired.
 Gears made of non-metallic materials give noiseless operation at high
peripheral speeds.

GEAR TERMINOLOGY.

28
 Figure (3.1).Gear terminology

The following terms, which will be mostly used in this chapter, should be clearly understood
at this stage. These terms are illustrated in fig.

1) Pitch circle : It is an imaginary circle which by pure rolling action, would give the same
motion as the actual gear.

2) Pitch circle diameter : It is the diameter of the pitch circle. The size of the gear is usually
specified by the pitch circle diameter. It is also called as pitch diameter.

3) Pitch point : It is a common point of contact between two pitch circles.

4) Pitch surface : It is the surface of the rolling discs which the meshing gears have replaced
at the pitch circle.

5) Pressure angle or angle of obliquity : It is the angle between the common normal to two
gear teeth at the point of contact and the common tangent at the pitch point. It is usually
denoted by The standard pressure angles are 14½o and 20o.

6) Addendum : It is the radial distance of a tooth from the pitch circle to the top of the tooth. 

7) Dedendum : It is the radial distance of a tooth from the pitch circle to the bottom of the
tooth.

8) Addendum circle: It is the circle drawn through the top of the teeth and is concentric with
the pitch circle.

29
9) Dedendum circle: It is the circle drawn through the bottom of the teeth. It is also called
root circle.
is the pressure angle. where Note : Root circle diameter = Pitch circle diameter X cos

10) Circular pitch: It is the distance measured on the circumference of the pitch circle from
a point of one tooth to the corresponding point on the next tooth. It is usually denoted by Pc ,
Mathematically.

Circular pitch, Pc = D/T

where D = Diameter of the pitch circle, and
T = Number of teeth on the wheel.

A little consideration will show that the two gears will mesh together correctly, if the two
wheels have the same circular pitch.

Note : If D1 and D2 are the diameters of the two meshing gears having the teeth T1 and T2
respectively, then for them to mesh correctly.
Pc = D1/T1 = D2/T2 or D1/D2 = T1/T2

11) Diametral pitch : It is the ratio of number of teeth to the pitch circle diameter in
millimeters. It is denoted by Pd Mathematically,

Diametral pitch, Pd = T/D = /Pc

Where T = Number of teeth, and
D = Pitch circle diameter.

12) Module: It is the ratio of the pitch circle diameter in millimetres to the number of teeth. It
is usually denoted by m. Mathematically,

Module, m = D/T

Note : The recommended series of modules in Indian Standard are 1, 1.25, 1.5, 2, 2.5, 3, 4, 5,

30
6, 8, 10, 12, 16, and 20. The modules 1.125, 1.375, 1.75, 2.25, 2.75, 3.5, 4.5 5.5, 7, 9, 11, 14
and 18 are of second choice.

13) Clearance: It is the radial distance from the top of the tooth to the bottom of the tooth, in
a meshing gear. A circle passing through the top of the meshing gear is known as clearance
circle.

14) Total depth: It is the radial distance between the addendum and the dedendum of a gear.
It is equal to the sum of the addendum and dedendum.

15) Working depth: It is the radial distance from the addendum circle to the clearance circle.
It is equal to the sum of the addendum of the two meshing gear. 

16) Tooth thickness: It is the width of the tooth measured along the pitch circle.

17) Tooth space: It is the width of space between the two adjacent teeth measured along the
pitch circle.

18) Backlash: It is the difference between the tooth space and the tooth thickness, as
measured along the pitch circle. Theoretically, the backlash should be zero, but in actual
practice some backlash must be allowed to prevent jamming of the teeth due to tooth errors
and thermal expansion.

19) Face of tooth: It is the surface of the gear tooth above the pitch surface.

20) Flank of tooth: It the surface of the gear tooths below the pitch surface.

21) Top land: It is the surface of the top of the tooth.

22) Face width: It is the width of the gear tooth measured parallel to its axis. 

23) Profile: It is the curve formed by the face and flank of the tooth.

24) Fillet radius: It is the radius that connects the root circle to the profile of the tooth.

31
25) Path of contact: it is the path traced by the point of contact of two teeth from the
beginning to the end of engagement.

26) Length of the path of contact : It is the length of the common normal cut-off by the
addendum circles of the wheel and pinion.

27) Arc of contact: It is the path traced by a point on the pitch circle from the beginning to
the end of engagement of a given pair of teeth. The arc of contact consists of two parts, …i.e.,
(a) Arc of approach : It is the portion of the path of contact from the beginning of the
engagement to the pitch point.
(b) Arc of recess : it is the portion of the path of contact from the pitch point to the end of the
engagement of a pair of teeth.
Note : The ratio of the length of arc of contact to the circular pitch is known as contact ratio
i.e. number of pairs of teeth in contact.

3.4. BEFORE GEAR HEATING PROCESS.

32
 .HOBBING MACHINE PROCESS.

Figure(3.2)Hobbing machine.

Hobbing is a machining process for making gears, splines, and sprockets on a hobbing

machine, which is a special type of milling machine. The teeth or splines are progressively
cut into the workpiece by a series of cuts made by a cutting tool called a hob. Compared to
other gear forming processes it is relatively inexpensive but still quite accurate, thus it is used
for a broad range of parts and quantities.

It is the most widely used gear cutting process for creating spur and helical gears and
more gears are cut by hobbing than any other process since it is relatively quick and
inexpensive.

HOBBING PROCESS.

Hobbing uses a hobbing machine with two non-parallel spindles, one mounted with a
blank workpiece and the other with the hob. The angle between the hob's spindle and the
workpiece's spindle varies, depending on the type of product being produced. For example, if
a spur gear is being produced, then the hob is angled equal to the helix angle of the hob; if a
helical gear is being produced then the angle must be increased by the same amount as the
helix angle of the helical gear. The two shafts are rotated at a proportional ratio, which
determines the number of teeth on the blank; for example, if the gear ratio is 40:1 the hob
rotates 40 times to each turn of the blank, which produces 40 teeth in the blank. Note that the
previous example only holds true for a single threaded hob; if the hob has multiple threads
then the speed ratio must be multiplied by the number of threads on the hob. The hob is then

33
fed up into workpiece until the correct tooth depth is obtained. Finally the hob is fed into the
workpiece parallel to the blank's axis of rotation.

Up to five teeth can be cut into the workpiece at the same time. Oftentimes multiple gears are
cut at the same time.

For larger gears the blank is usually gashed to the rough shape to make hobbing easier.

HOB.

The hob is the cutter used to cut the teeth into the workpiece. It is cylindrical in shape
with helical cutting teeth. These teeth have grooves that run the length of the hob, which aid
in cutting and chip removal. There are also special hobs designed for special gears such as the
spline and sprocket gears.

The cross-sectional shape of the hob teeth are almost the same shape as teeth of a rack
gear that would be used with the finished product. There are slight changes to the shape for

34
generating purposes, such as extending the hob's tooth length to create a clearance in the
gear's roots. Each hob tooth is relieved on the back side to reduce friction.

Most hobs are single-thread hobs, but double-, and triple-thread hobs increase production
rates. The downside is that they are not as accurate as single-thread hobs.

GEAR DEBURRING MACHINE PROCESS.

Figure 3.4.gear deburring machine

The Deburring process of gears makes the parts capable of a performance for
which they were designed. It eliminates all the unwanted elements that obstructs their
productivity. Over the years deburring process has changed considerably. There have been
rapid advancements made with regard to the types of tools used for deburring operations. 

TYPES OF TOOLS IN GEAR DEBURRING PROCESS.

There are mainly three types of tools that are applied for application in the gear
deburring process. A brief outline of each of the methods is given here: 

Grinding Wheels 
There are many types of wheel grits that are found available for use in gear deburring
process. Consider a 320 grit that is used for light chamfers and small burrs. To say a 57 grit
used in large burrs and heavy chamfers, along with various grit sizes in between them.
Grinding wheels normally provides the requisite cosmetic appearance for a gear that is
deburred part. Three factors affecting chamber size are:
 

35
 Figure. 3.5.grinding wheel.

 Wheel grit size

 Speed of the work spindle
 Quantum of pressure applied to the part by the grinding wheel.

Types of Gear Deburring Machines

Dry Deburring Machines 

The dry machine is named like this because here the deburring operation taking place is dry.
These e machines are normally fitted with a dust collection system. Deburring through a dry
machine is accomplished very well if the parts are cleaned and dried before hand. 

Wet Deburring Machine 

In case of a wet deburring machine, a rust preventative non-foaming is applied in the parts on
an on going deburring process. This makes the part clean and can flush away the deburred
particles. Subsequently the part is blown dry while the rust preventative continues to stay on
the part as a protective film.

36
SHAVING MACHINE.

Figure. 3.6. Shaving machine.

Gear shaving is commonly used as a finishing process for gear manufacturing. The
precision of the shaved gear tooth profile is highly dependent on both the parameter
adjustments of the shaving machine and the cutter assembly errors. This paper develops the
mathematical model of the shaved gear with crowning taking into account the setting
parameters of the gear shaving machine and cutter assembly errors. The effects of the
parameters on the work gear surface and the tooth lead crowning are also investigated. The
results are thought to be relevant to the design, assembly, calibration, and control of a gear
shaving machine.

Gear shaving is basically a finishing operation. This takes place after the operations of
roughing with a hob or cutting with a shaper cutter is over. The Shaving process consists of
the removal of tiny particles of metal from a gear teeth's working surface. Gear shaving
produces fine hairlike chips. The cutter comes in the form of helical gear. It has special
serrations in the flank area of a gear teeth. These serrations act as the cutting edges.

Advantages
Gear Shaving gives the gear the following advantages:

 Improves tooth surface finish.

 Eliminates, the problem of tooth end load concentrations.
 Effective reduction in the noise of gears with modification in the tooth profile.
 Increase the gear’s load capacity Improved safety and service life.

37
Types of Shaving Cutters
There is a wide range of available shaving cutter types:

Transverse Shaving Cutters

The gear that is shaved reciprocates in the direction of its own axis. The tool and the
gear are in mesh. With each step of reciprocation, there is an occurrence of small quantity
of radial feeding of the shaving cutter. For a clean shaving of the edges it would be useful
to calculate one extra stroke per module. However, this method is not suited to shaving
shoulder gears.

Diagonal Shaving Cutters 

Here the gear selected for shaving reciprocates obliquely in direction to its own axis.
The gear and the tool are made to stay in a mesh. The diagonal angle can be got by
positioning of the workpiece table in an oblique manner or by the process of interpolating
of the two machine axes. As with each reciprocation, there is a radial feeding of the
shaving cutter. This is described in the diagram:

Plunge Shaving Cutters

In this method there is no worktable translation. Instead there takes place a radial feed
of the workpiece against the tool that is used as shaving cutter. Plunge shaving is
particularly good for shaving of shoulder gear.

Underpass Shaving Cutters

Underpass shaving is primarily identical to diagonal shaving with a small variation in
the form of a diagonal angle of 90 degrees. In underpass shaving no axial table reciprocation
takes place. In its place, the work piece reciprocates at right angles to its own axis.

38
 3.5. GEAR HEAT TREATMENT PROCESS.

Heat treatment of gears is predominantly an operation or to put it precisely a combination of

operations. In this process there is involvement of a controlled heating process and subsequent cooling of a
metal used for gear in its solid state. This heat treatment is done for obtaining desired properties. Today
there are a lot of very advanced types of heat treating processes are made available that fulfill the
requirements of hardness and mechanical properties. Heat treating plays a crucial role in the production
process of a gear. It imparts qualities like strength, hardness, and toughness.

The Heat treatment though consists of a variety of steps. But essentially the parts are heated and then
quenched in an atmosphere of controlled carbon. Care is taken with regard to heating the part to a
particular temperature and then holding for a fixed time. This temperature changes induce the desired
physical and mechanical properties in a gear. However, attention should be given to the temperature is the
cause of thermal change leading to warpage and a change of teeth surface.

Concept in Gear Heat Treatment

Annealing - Full.

Full annealing consists of heating steel or other ferrous alloys to 1475-1650_F (802-899_C) and furnace
cooling to a prescribed temperature, generally below 600_F (316_C). This treatment forms coarse lamellar
pearlite, the best microstructure for machinability of low and medium carbon steels. Unless otherwise
stated, annealing is assumed to mean full annealing.

Annealing - Spheroidizing.

Spheroidize annealing is a process of heating and cooling steel that produces a globular carbide in a ferritic
matrix. This heat treatment results in the best machinability for high carbon (0.60 percent carbon or higher)
and alloy steels.

Austempering.

Austempering is a heat treat process consisting of quenching a ferrous alloy (steel or ductile iron) from a
temperature above the transformation range in amediumhaving a rate of cooling sufficiently high to prevent

39
high temperature transformation products, and maintaining the alloy temperature within the bainitic range
until desired transformation is obtained. The bainitic transformation range is below the pearlitic range, but
above themartensitic range. Austempering is applied to steels and, more recently in the development stage
for ductile iron gearing .

Austenite.

Austenite in ferrous alloys is amicrostructural phase consisting of a solid solution of carbon and alloying
elements in face-centered cubic crystal structured iron.

Austenitizing Temperature.

The temperature at which ferrous alloys undergo a complete microstructural phase transformation to
austenite.

Bainite.

Bainite is a microstructural phase resulting from the transformation of austenite, and consists of an
aggregate of ferrite and iron carbide. Its appearance is feathery if formed in the upper portion of the bainite
transformation range, and acicular if formed in the lower portion.

Carbon.

Carbon is the principal hardening element in steel, and it’s amount determines the maximumhardness
obtainable. Generally as carbon is increased, tensile strength and wear resistance increase; however,
ductility and weldability decrease.

Carbonitriding.

A modified form of gas carburizing, in which steel (typically plain carbon and very low alloy) is heated
between 1450-1650_F (788-899_C) in an ammonia enriched carburizing atmosphere. This results in
simultaneous absorption of carbon and nitrogen, which results in the formation of complex nitrides in a
high carbon case.

40
3.6. AFTER GEAR HEAT TREATMENT.

Figure.3.7.Gear grinding machine.

Hardened gears may be lapped if required, but many high class, hardened gears are
ground. Gear grinding is a finishing process to remove considerable amount of metal after the
heat treatment operation to obtain pre determine d quality gear.

There are three general methods of gear grindings,

I. Generation grindings.
Generation grindings is always used for the grindings of spiral bevel and
hypoid gears. The method is based upon the principle of meshing the work gear with a
basic rack, one tooth of which is represented by the surfaces of the grinding wheel .
II. Threaded wheel grinding.
It employs a grinding wheel on which a helical thread has been developed .The
grinding wheel is trued to obtain a single or two start abrasive worm. Gear finishing
take place as a result of rotating the grinding wheel and work gear in mesh as the
grinding wheel is traversed axially across the gear face.
III. Form wheel grinding.
Form gear grinding, which has a very high production capacity. Form grinding
consists of passing a formed wheel through a tooth space to grind to root depth the left
side of one tooth and the right of the next tooth at the same time .During this process .the
grinding wheel rotates about its axis .one tooth is ground at a time .When the wheel pass

41
 through a tooth space is completed the work gear is indicated o the next tooth and the
procedure is repeated.
GEAR LAPPING.

Figure.3.8.Gear lapping machine.

Gear lapping is the process of imparting a very fine finish and high degree of
accuracy to gear teeth. Lapping typically improves the wear properties of gear teeth.

To ensure smooth and quiet running, the Gears and Pinions are lapped after
hardening. Lapping is accomplished by running mating pairs together in a gear lapping
machine and feeding a liquid abrasive compound under pressure into the gear pair. The
compound removes small amounts of metal as the gears rotate, thus refining the tooth surface
and achieve desired contact pattern.

One of the most common applications for gear lapping many are familiar with is the
process of diff lapping. Diff lapping is the lapping of the gear teeth in a vehicles differential
to improve gear life and increase strength by removing minor surface imperfections from the
tooth profile.

  When dealing with large quantities of fairly small case hardened steel gears, it is
possible to correct the errors due to distortion which take place during hardening, by lapping,
which is a much less expensive process than profile grinding.

The Lap is a cast iron gear of the same normal pitch and pressure angle as the gear to
be lapped ,but with a different spiral angle ,so that when the two are meshed together the
their center lines are not parallel. This means that when gear and lap are rotated a sliding
action occurs at all point in the area of contact. The lap is coated with grinding past ,and
when it is rotated in mesh with the gear to be lapped ,the sliding action causes the grinding

42
 paste to smooth away the high sports on the teeth of the gear .As always occurs in lapping
,the harder member is lapped ,whilst the softer one is only very slightly affected ,and may
be used many times without serious loss of accuracy .To cover the face width of the gear ,it
is moved backward and forward parallel to its center line whilst rotating in mesh with the
lap.
Spiral bevel gears designed for mounting on rear axles of motor cars are made from
case –hardened steel and corrected for any errors due to distortion, by lapping process.

3.6.3. GEAR HONING.

Figure.3.9.honning machine.
The gear tooth honing is a gear finishing process that improves the surface
finish of the tooth profile and reduces the noise of spur gear and helical gears after
heat treatment.
Gear honing is a finishing method for hardened gears .The process removes
nick and burrs, and corrects heat-treatment errors.
Gear honing is performed on a machine tool resembling the gear shaving
machine .The gear tooth hone is an abrasive –imbedded plastic helical gear shaped
tool. The grain size of the abrasive with which it is charged is selected to suit the
honing allowance 0.025 to 0.05 mm) and the surface finish requirements.

43
 Gear tooth honing can be carried out with either a constant pressure between
teeth of the gear and honing tool or under zero back-lash conditions and a constant
center to center distance. Most accurate gears are produced by the method.

3.7. TYPES OF GEARS.

Gear Type Description Photo

Spur Gears Spur gears are by far the
most common type of gear
and with the exceptions of
the "cog" the type of gear
that has been around the
longest.
Spur gears have teeth that run
perpendicular to the face of
the gear.

Helical Gears Helical gears are very similar

to spur gears except the teeth
are not perpendicular to the
face. The teeth are at an
angle to the face giving
helical gears more tooth
contact in the same area. 

Helical gears can also be

used on non-parallel shafts to
transmit motion.
Helical gears tend to run
quieter and smoother than
spur gears due to the
increased number of teeth in
constant contact at any one
period of time.

Herringbone Gears Herringbone gears resemble

two helical gears that have
been placed side by side.
They are often referred to as
"double helicals".
One benefit of herringbone
gears is that it helps to avoid
issues related to side thrust
created with the use of
helical gears.

44
Bevel / Miter Gears Bevel gears are used mostly
in situations that require
power to be transmitted at
right angles (or applications
that are not parallel). Bevel
gears can have different
angles of application but tend
to be 90°.

Worm Gears Worm gears are used to

transmit power at 90° and
where high reductions are
required. The worm
resembles a thread that rides
in concaved or helical teeth.
Internal Gears Internal gears typically
resemble inverted spur gears
but are occasionally cut as
helical gears.
Racks A rack is basically a straight
gear used to transmit power
and motion in a linear
movement.

Face Gears Face gears transmit power at

(usually) right angles in a
circular motion. Face gears
are not very common in
industrial application.
Involutes Spines Splined shafts and hubs are
usually used as connectors in
many different types of
applications. One of the most
common applications is to
connect motors to gear
reducers. They may also be
used in transmissions.
Involute spines resemble spur
gears, but tend to have
different pressure angles.

Straight Sided Spines Straight sided splines often

serve the same function as
involute splines but have
"straight sided" teeth instead
of involute teeth.

45
Sprockets Sprockets are used to run
chains or belts. They are
typically used in conveyor
systems.

3.8. GEARS SPECIFICATION.

GEAR -3
Table-1

Reference tooth profile Normal

Tooth profile Full Depth tooth

Cutter Module 1.85
Pressure angle 17.5

Number of teeth 23

Helix angle and hand of the helix 34.00(RH)

Lead 239.0495

Standard pitch circle diameter 51.3245

Base circle diameter 47.9723

Amount of addendum modified 0.0318

Over ball diameter 3.175

46
GEAR -4

Table-2

Reference tooth profile Normal

Tooth profile Full Depth tooth

Cutter Module 1.85
Pressure angle 17.5

Number of teeth 28

Helix angle and hand of the helix 34.00(RH)

Lead 291.0167

Standard pitch circle diameter 62.48213

Base circle diameter 47.9723

Whole depth 6.3

Amount of addendum modified -0.2160

Over ball diameter 66.478-0.049

Ball diameter 3.175

3.9. GEAR TESTER.

47
Over ball dimension and radius(OBD)

48
Figure .3.10.OBD and OBR.

Simple and compact bench for typical verification of OBD on gear wheels through calibrated
spheres or pins hav-ing defined geometry. Suitable for spur and helical teeth (even or
odd).External diameter range: 15-100 mm and 25-180 mm (retoolable).Teeth module: 0.75-
5.0 Measuring force: retoolable from 4-20 N according to the part shape and part
type.Through easy and simple operations it can be retooled for different diameters and or
measuring axis heights. Connectable to: mechanical indicators, Quick Read, microprocessor
columns, industrial computers .M62 OBR (Over Ball Radius) external rings Simple and
compact bench for typical verification of OBR on gear wheels through spheres or rollers
(pins). Parts with 2 different tooth modules can be accommodated on the gauge, using one of
the 7 different calibrated spheres/rollers (turret).Additionally root measurement can be
performed using a special contact designed specifically for root radius verification and/or
major radius. Standard OBR measuring range from 12 to 100 mm.Connectable to:
mechanical indicators,Quick Read, microprocessor columns,industrial computers.

Over ball radius.

Simple and compact bench for typical verification of OBR on gear wheels through
spheres or rollers (pins). Parts with 2 different tooth modules can be accommodated on the
gauge, using one of the 7 different calibrated spheres/rollers (turret).Additionally root
measurement can be performed using a special contact de-signed specifically for root radius
verification and/or major radius. Standard OBR measuring range from 12 to 100 mm.
Connectable to: mechanical indicators,Quick Read, microprocessor columns,industrial
computers.

49
GEAN RUN OUT TESTING

Figure.3.11run out tester.

The gear pcd runout checking device manufactured by concept engineers is useful for
inspection the runout of pitch circle diameters of a gear. This gear pcd runout checking
devices is a high precision measuring unit with a repetitive accuracy of less than 0,002 mm.
The base, the table, the tailstock and the head are made of close - grained castings. The base
of this device has a box structure adequately ribbed for rigidity. The pillar is made of alloy
steel and is hardened. The gear to be inspected is mounted on an arbor. The arbor along with
gear is in turn mounted between the centre of the device. The tailstock can be moved by
loosening the knob. Further adjustments in the device can be carried out using knob 2. The
gear can be positioned to the centre of the ball by rotating the knob 3. The head 4 can be
moved up or down by rotating handle 5 to preload the dial. When lever 6 is moved, the dial
retracts, the gear is indexed and the lever 6 is operated to obtain the reading. The operation is
repeated to obtain the total pcd error.Salient features of this product are - the dial can move
up or down by 10 mm; the table can be moved in x axis by 100 mm; the head can be moved
up and down by 75 mm in z axis and admit between centers is 275 mm.

50
Chapter -4

51
4. ANALYSIS AND INTERPRETATION
4.1 Nick.

Fig.4.1.Nick affected gear.

 The nick is nothing but the crack or scratches that occur on the gear two edges teeth.

52
 The nick generates the gear before heat treatment process.
 Before heat treatment process the machines used are
 hobbing machine
 deburring machine,
 shaving machine,
 washing
 pressing and
 Welding.
 The nick may happen during this machine process.
 When some noise occurs during this process it indicates the occurrence of nick
 For example, suppose if the nick affected gears assemble to the engine it produces
undesirable noises from the gear box.

53
 4.2 IDENTIFICATION OF NICK IN BEFORE GEAR HEAT TREATMENT
PROCESS.

HOBBING DEBURRING SHAVING WASHING AND WELDING

MACHINE MACHINE MACHINE PRESSING MACHINE

IDENTIFICATION OF NICK IN HOBBING MACHINE.

HOBBING
MACHINE

C
B
A
Table .4.1

No Line name Problem description and photos. Counter measure responsible

A IT-MB 45/48- A.  Clamp picking GEARS from the Vijayaragavan.s
40 lifter
SR.Executive
CNC-GEAR
HOBBING
MACHINE.

B B.   Clamp drops the GEARS on

IT-MB 45/48- the conveyor.
40

CNC-GEAR
HOBBING

54
 MACHINE

C IT-MB 45/48- C. One gears touch with another

40 gear.

CNC-GEAR
HOBBING
MACHINE

IDENTIFICATION OF NICK IN DEBURRING MACHINE

DEBURRING MACHINE

A
B C D
Table .4.2

No Line name Problem description and photos. Counter Responsible

measure
A IT-MB 45/48- A.  One gear is touch with another gear.
  Vijayaragavan.s
50
GEAR SR.Executive
DEBURRING
MACHINE

55
 B IA 45/48-50 B. Gear hitting to the escaper rod. Nylon
MAIN material
OPERATION covered on
the escaper
rod.

D D. The gear hitting the stopper Stopper totally

changed the
nylocasting
material.

IDENTIFICATION OF NICK IN SHAVING MACHINE

SHAVING MACHINE

A D
B
C

Table .4.3

No Line name Problem description and photos. Counter measure Responsible

56
 A IA 45/48-50 A. Group of gear travelling on the Vijayaragav
MAIN conveyor an.s
OPERATION
BOX. SR.Executive

B IT –MB 45/48- B. Gear hitting the escaper rod. 1 Nylon material

60 covered on the
GEAR escaper rod.
SHAVING
MACHINE.

C Stopper totally
C. The gear hitting the escaper rod. changed the
nylocast material.

D D. negligence on the part of the

workers.

IDENTIFICATION OF NICK IN WASHING AND PRESSING MACHINE

WASHING AND PRESSING

MACHINE

A B
C
No Line name Problem description and Counter measure responsible
photos

57
A IT-MB 45/48- A. Group of gear travelling on Sunilkumar.S
70A the conveyor. Technical Associate

WASHING
AND
PRESSING.

B B. Gear hitting the escaper 1. Nylon material

rod. covered on the
escaper rod.

C c. clamp picking the gear

on the conveyor .

58
Chapter-5

59
5. FINDINGS, SUGGESTIONS AND CONCLUSION

5.1 Findings.

 I did my project in 3and 4 gear manufacturing line, where I was able to

identify nick generating area.
 I identified the possible ways of nick that happens in gear manufacturing line.
 I have pointed about 20 places and I submitted it to my guide, which they to
planned changes
 The places that were included in it were,
 Escaper rod 1
 Escaper rod 2
 Escaper rod 3
 Stopper 1
 Stopper 2

5.2 Suggestions.

I shared my idea to them to cover nylon material over the escaper rods (1, 2,
and 3). Also I have suggested them to change the stopper material in to
nylocast completely.
 The suggestions were taken into consideration and the company has
given order to the supplier for raw material.
 Also they have received quotation from 3 makers.
 They have informed that they would choose best maker and built those
5 places.

60
5.3 Result.

Before Implementation.
Per shift they test 480 gears.

Where out of 480, 80-90 gears will be affected by nick.

After implementation.

After changing the 5 places, out of 480 only 20-30 gears was affected by the
nick.

Before implement 80% of the gears getting without

nick.
After implement 93% of the gears without nick.

61
6. BIBLIOGRAPHY

References:

Production technology books

www.suwaprecision.com/gears/gear_manufacturing.

www.geartechnology.com/pa/members/marapr03

www.mtvac.com/pdfs/gear_heat_treatment1.

www.industrialheating.com

62