Design and Modelling of

Two-stage reduction gearbox for ATV

by

Muhammed Faris Angadi Veetil

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 1. Introduction.
A gear mechanism is one of the principal inventions of humans, which we can’t pass by without
witnessing one in our daily life. The early usage of gears can be dated back to 4th century China
(De & Plum Park Press, 2016). A gear is a rotating mechanical component having cut tooth,
either inside or outside, used to transmit torque and power across other components. This set of
mechanisms is enclosed within a box called a gearbox. A typical gearbox contains a set of gears
mounted on shafts, rotating in their fixed axis. These gears are secured by fit or by a key.
Bearings are used to smoothen the rotation. This set of gears will allow force to be transmitted
from the power source by pinion to output shafts. The nature and parameters of each gear will
depend on the gear ratio, which is determined by the user. Depending on the application, a
gearbox design may vary, including the arrangements and parameters of the gears. Typical
applications of gearboxes can be seen in transportation, industrial, and military. There are
several types of gearboxes concerning these applications. This report however focuses only on
reduction gear with its application on an All-Terrain Vehicle (ATV), which ), prioritise torque
rather than speed.

1.1 Reduction Gear.

A reduction gear is a gear mechanism that is used to transmit from a high-speed input source as
reduced speed output, with the same or higher output torque. There are two classifications of
reduction gears based on the number of stages:
1. Single-stage reduction gear – This type of gear system contains only one pair of gears,
with a single reduction. Shown in figure 1.
2. Two-stage reduction gear – This type of gear system has 2 pairs of gears and hence
reduces the input to output ratio two times as per the user specification. Illustrated in
figure 2.

Figure 1. Single-stage reduction gear

Figure 2. Two-stage reduction gear

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 This report however focuses on a two-stage reduction gearbox on All-terrain vehicles (ATV)
only.

3. Methodology.
3.1 Design specifications
Gearbox has gears and shafts arranged in such a way that the input force is transmitted to every
part of them with a certain amount of RPM given to the pinion and the rotational moment is
transferred to the next stage. So numerous forces act on them, which comes into consideration
while designing the gearbox.

Table 1. Engine Specification

Engine specification Engine Briggs and Stratton model 619

Displacement 305 cc
Power 10 hp@2800 rpm
Torque 19Nm @3800RPm
Bore/Stroke 3.1200/2.4400
Compression Ratio 8.1 to 1
Fuel Type 87 Octane
Cylinder Single

3.2 Material Selection

Three main factors that determine the material selection are strength, durability, and cost. Steel
has an excellent high strength-to-weight ratio, high resistance to wear, and the ability to
enhance its physical properties through heat treatment. The material taken for both shaft and
gear is 347 austenitic stainless steel offering excellent resistance to inter-granular corrosion
following exposure to temperatures. Its properties are specified in table 2.

Table 2. AISI 347 Annealed SS properties

AISI 347 Annealed Stainless Steel (SS)

Elastic Modulus 195000 N/mm^2
Poisson's Ratio 0.27 N/A
Tensile Strength 655 N/mm^2
Yield Strength 275 N/mm^2
Thermal Expansion
Coefficient 1.70E-05 /K
Mass Density 8000.0001 kg/m^3
Hardening Factor 0.85 N/A

3.3 Calculations

3.3.1. Design criteria for Gears and pinion.

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 Table 3. Gear box specifications

Engine power (kW) 7.5

Torque(N/m) 19.89375
Speed (RPM) 3600
gear reduction ratio 6
gear reduction 1st pass 3
gear reduction 2nd pass 2
torque 1st pass 59.68125
torque 2nd pass 119.3625
final speed after 600
reduction

3.3.1.1 First stage reduction

Module, M= 2mm

Number of teeth in pinion, Z1= 18

Input speed of the shaft, N1= 3600 RPM

�
Pitch circle diameter, d = �1 ∗ = 0.036m
1000

Circular Pitch, p = � ∗ � = 6.28

Pitch line Velocity, V = � ∗ � ∗ (N1/60) = 6.7824m/sec

Transmitted Load Wt. = 2∗� = 1105.208

Velocity factor Kv = 6.1

= 0.473514
6.1+

Pressure angle, α= 200

Lewis Factor Y = 0.29327

b min = 3 ∗ � = 18.18495��
b max = 5 ∗ � = 31.4159��

Face width, b = = 18.2261 ��

��∗�∗�∗�∗�

Since the value of face width is within the range of 18.185 and 31.4159, the design can be
said feasible with this number of teeth.
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 Number of teeth in gear, Z2=3 ∗ �1 = 54

Pitch circle radii of pinion, Rp =�∗�1 = 18��

2

Pitch circle radii of gear, Rg = �∗�2 = 54

2

Centre of distance, C = + = 72

Base circle radii, Rbp =�� ∗ ���� = 7.345477 ��

Base circle radii of gear, Rbg =�� ∗ ���� = 22.03643��

Addendum=M=2

Dedendum=1.25 ∗ � = 2.5

Root diameter = 31mm

Pitch angle pinion = 20

Pitch angle gear = 6.66

Rap= Addendum + Rp =20

Rag=Rg + Addendum=56

√�2 −�2 +√�2 −�2 −�×sin ∅

Contact Ratio, CR= = 1.698247
�×�×cos ∅

Table 4. First stage reduction parameters

Module 2
Number of teeth 18
Pitch Circle Diameter 0.036
Circular pitch 6.28
Transmitted load 1105.208
velocity (m/s) 6.7824
Velocity factor (Kv) 0.473514
Face with b(mm) 18.22609
b min 18.184
b max 31.4
Number of teeth second 54

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 3.3.1.2 Second stage reduction

Module, M= 3mm

Number of teeth in gear, Z3= 22

Input speed of the shaft, N1= 3600 RPM

�
Pitch circle diameter, d = �3 ∗ = 0.066m
1000

Circular Pitch, p = � ∗ � = 9.42

Pitch line Velocity, V = � ∗ � ∗ (N1/60) = 12.43 m/sec

Transmitted Load Wt. = 2∗� = 1808.523

Velocity factor Kv = 6.1

= 0.329118
6.1+

Pressure angle, α= 200

Lewis Factor Y = 0.31997

b min = 3 ∗ � = 28.26��
b max = 5 ∗ � = 47.1��

Face width, b = = 26.21936 ��

��∗�∗�∗�∗�

Since the value of face width is within the range of 28.26 and 47.1mm, the design can be
said feasible with this number of teeth.

Number of teeth in gear, Z4=3 ∗ �3 = 44

Pitch circle radii of pinion, Rp =�∗�1 = 33��

2

Pitch circle radii of gear, Rg = �∗�2 = 66

2

Centre of distance, C = + = 99
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 Base circle radii, Rbp =�� ∗ ���� = 13.46671 ��

Base circle radii of gear, Rbg =�� ∗ ���� = 28.15766��

Addendum=M=3

Dedendum=1.25 ∗ � = 3.75

Root diameter of Gear 3 = 58.5 mm

Root diameter of Gear 4 = 124.5 mm

Pitch angle gear 3 = 16.363

Pitch angle gear 4 = 8.1818

Rap= Addendum + Rp =36

Rag=Rg + Addendum=69

√�2 −�2 +√�2 −�2 −�×sin ∅

Contact Ratio, CR= = 1.560296
�×�×cos ∅

Table 5. Second stage reduction parameters.

Module 3
Number of teeth 22
Pitch Circle Diameter 0.066
Circular pitch 9.42
Transmitted load 1808.523
velocity (m/s) 12.4344
Velocity factor (Kv) 0.329118
Face with b(mm) 26.21936
b min 28.26
b max 47.1
Number of teeth second 44

3.3.2. Shaft material selection and design.

The shaft carries the load exerted in the gears in the transmission and is bound to experience
many types of loading and so shaft design and material selection should be appropriate to the
function. Aluminium alloy is the best material for the manufacture of shafts for many reasons.
Aluminium alloy is a heat-treated alloy with higher strength than 6005A. It is highly corrosion
resistant and has outstanding weldability with reduced strength at welding zone. With a medium
fatigue strength, it is commonly used in heavy duty structures and industrial applications. The
properties of Aluminium alloy has been illustrated in the table below.
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 Table 6. Aluminium alloy properties

Elastic Modulus 370000 N/mm^2

Poisson's Ratio 0.22 N/A
Shear Modulus 150000 N/mm^2
Mass Density 3960 kg/m^3
Tensile Strength 300 N/mm^2
Compressive Strength 3000 N/mm^2
Yield Strength N/mm^2
Thermal Expansion 7.40E-06 /K
Coefficient
Thermal Conductivity 30 W/(m·K)
Specific Heat 850 J/(kg·K)

3.3.3. Selection of Bearing

Bearing is one of the most important components in a gearbox. A bearing supports the rotating
shafts, on which the entire gear assembly rests, which in other way affects the bearing and its
life. So, bearing should be selected in such a way that, it gives smooth, prolonged and healthy
operation to the shafts. For this assignment it is selected from standardised manufacturer’s
catalogue: SKF Group homepage | SKF

Two sets of bearing are taken:

1. Bearing No. (SKF): 6202
d =inner diameter of the bearing =15mm
D =outer diameter of the bearing =35mm
B =width of the bearing =11mm

2. Bearing No. (SKF): 6201

d =inner diameter of the bearing =12mm
D =outer diameter of the bearing =32mm
B =width of the bearing = 10mm

3.4. Modelling
Modelling is done in solid works using the following modules: Part modelling, Assembly
module, and drafting.

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 Figure 3. Exploded view of the Model

Figure 4. Model created in solid works

4. Lubrication

To ensure that the gearbox is working in its optimum state and in high efficiency working,
lubrication is an essential factor in consideration. Without lubrication, the engine will heat up
and causes thermal corrosion to components. It also ensures clean operation of bearings. There
are different methods of lubrication which is chosen based on the tangential speed and
rotational speed of gear. For the gear box made in this assignment, Splash lubrication method is
taken. This is because the value of Tangential velocity is within the range specified as in the
standardised table.

= 2 (N/60)
Kv =

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 The lubricant is selected with a viscosity range of ISO viscosity grade 46, since the power is
7.365 and pinion rotation is within 3600 RPM.

Table 7 Lubrication method selection range

5. Maintenance of Gear box

Without proper maintenance, the gearbox will fail in its function and will start having problems.
To ensure that the gearbox is in proper working condition and is working efficiently, periodical
revision of the gearbox is necessary. Regular cleaning of gearbox outer parts using appropriate
cleaning solvent is needed. These parts have dust and oil sludge accumulations which affect the
heat dissipation. The oil levels should be checked from time to time, such that no leaks are
spotted, and the oil is fine. The oil within the gearbox should not contain any impurities or dust
particles. No water should be present within the oil, as it can cause damage.

6. Conclusion.

On a note of conclusion, based on the calculations done for a two-stage reduction spur gear for
the application of All-terrain vehicle, the 3D modelling has been done and is assembled as a
gear box successfully. The values calculated comes within the range of optimum. Therefore, the
design can be stated as feasible and can be used for the application of all terrain vehicle. Since
an All-terrain vehicle needs high torque and to transmit high power, the gear train is designed in
such a manner as to produce high torque. But the gear ratio can be improved for better torque.
Much improvisations can be made like the gear train, lubrications, engine shape, etc to improve
the performance. The gear box designed in this assignment is compact and complies with
aerodynamic properties as well. Thus with all the learnings applied, the design can be
concluded as succeful.

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