Design and Fabrication of Automated Manual Gear Transmission in Motor Bikes

Design and Fabrication of Automated Manual Gear
Transmission in Motor Bikes

(Ref no: 39S_BE_1837)
A Project sponsored by
KARNATAKA STATE COUNCIL FOR SCIENCE AND TECHNOLOGY
INDIAN INSTITUTE OF SCIENCE CAMPUS
BANGALORE -560012
In partial fulfilment
Submitted by
CHETHAN J 1KG12ME012
DARSHAN NAIK 1KG12ME014
LAKSHMI KESARI 1KG12ME024
MAHANTHESH S 1KG12ME028
Under the Guidance of
Mr. AKASHDEEP B N
Asst. Professor
Department of Mechanical Engineering
K.S.S.E.M, Bengaluru

K.S. School of Engineering and Management
No. 15, Mallasandra, off Kanakapura Road, Bengaluru-560109
2015-16
No. 15, Mallasandra, off Kanakapura Road, Bangalore-560109
Certificate
This is to certify that the project work entitled Design and Fabrication of
Automated Manual Gear Transmission In Motor Bikes is a bonafide work carried
out by
in partial fulfilment for the award of Bachelor of Engineering in Mechanical

Engineering of Visvesvaraya Technological University, Belgaum, during the year
2015-16. It is certified that all the suggestions indicated during internal assessment
have been incorporated in the report and this thesis satisfies the academic
requirement in respect of project work prescribed for the degree.
_________________________ _____________________ _______________

Name and Signature of Internal Head of the Department Principal/ Director
Guide
No. 15, Mallasandra, off Kanakapura Road, Bangalore-560109
Declaration
We,
the students of eight semester BE (Mechanical Engineering) declare that the project
entitled Design and Fabrication of Automated Manual Gear Transmission In
Motor Bikes is carried out by us at K.S. School of Engineering and Management as
a partial fulfilment of academic requirement of BE in Mechanical Engineering
under Visvesvaraya Technological University. The content in the thesis are
original and are free from plagiarism and other academic dishonesty and are not
submitted to any other University either partially or wholly for the award of any
other degree.
Sl. No. Reg. No. Name of Student Signature with Date
1. 1KG12ME012 Chethan J
2. 1KG12ME014 Darshan Naik
3. 1KG12ME024 Lakshmi Kesari
4. 1KG12ME028 Mahanthesh S
Date: Bangalore
Abstract
The recent survey shows that continuous variable transmission (CVT) are in demand
compared to the gear featured bikes. CVTs do not have the concept of meshing of gears
which enhances a smooth ride, but the fuel efficiency is comparatively lesser when
compared to the gear featured vehicles.
The main objective of our project is to automate the gear transmission in a gear
featured bike to ease the driving and also to maintain the efficiency of the bike. This
mechanism is used in auto-clutch featured bike to smoothen the gear meshing and can be
implemented in clutch featured bike. The aim is to develop of automatic transmission system
which shifts the gears with respect to the speed of the wheel. Simplifying the transmission
and improving the fuel economy are the major objectives of our project. This technology is
implemented in an auto-clutch featured bike which shifts the gears to eliminate the human
interference and results in easy driving. Automation of gears transmission can be achieved
by embedded system. Embedded system is a special purpose computer system. Embedded
system is preferable because it can reduce the number of electrical components and
probability of failure is minimum. It has easy interfacing. Either a microprocessor or a
microcontroller is used in all the embedded systems. Microcontroller Atmel 89S52 is used in
our project. Suitable software is used to write the assembly level language in the
microcontroller. Embedded C Language is written and stored in the ROM of the
microcontroller.
By implementing this system into an auto-clutch feature bike, automatic transmission

of gears while driving the motor bike can be achieved. This automated transmission can be
controlled by the acceleration, since it is with respect to the speed of the bike. The fuel
efficiency can be tested after fabricating the bike according the above mechanism.
Contents
CHAPTER 1............................................................................................................................1
INTRODUCTION ......................................................................................................................1
1.1 Introduction to transportation and transmission.....................................................1
1.2 Types of transmission.............................................................................................2
1.2.1 Manual gear transmission ..................................................................................2
1.2.2 Automatic Transmission .....................................................................................4
1.3 Comparison between Manual and Automatic Transmission..................................6
1.3.1 Manual Transmission .........................................................................................6
1.3.2 Automatic Transmission .....................................................................................6
1.4 Automation of Manual Gear Transmission ............................................................7
1.4.1 Overview .............................................................................................................7
1.4.2 Automation..........................................................................................................7
1.4.3 Embedded System ...............................................................................................7
1.5 Components used in Automated Manual Gear Transmission ................................8
1.5.1 Proximity Sensor.................................................................................................8
1.5.2 LCD Display .......................................................................................................9
1.5.3 Microcontroller.................................................................................................10
1.5.4 Relays................................................................................................................11
1.6 Automatic Transmission Manufacturers ..............................................................12
CHAPTER 2..........................................................................................................................13
LITERATURE REVIEW ...........................................................................................................13

2.1 Present work on automatic gear shifting ..............................................................13
2.2 Microprocessor explained briefly.........................................................................15
2.3 Review on literature survey..................................................................................15
2.4 Aim, Objectives and Methodology ......................................................................16
2.5 Methodology: .......................................................................................................16
CHAPTER 3..........................................................................................................................17
DESIGN AND FABRICATION ..................................................................................................17

3.1 Selection of bike...................................................................................................17
3.1.1 Specifications of the bike ..................................................................................18
3.2 Design...................................................................................................................19
3.2.1 Torque Calculation...........................................................................................19
3.2.2 Designing the gear shifting mechanism............................................................20
3.3 Fabrication............................................................................................................22
3.3.1 Geared DC Motor or Starter Motor .................................................................22
3.3.2 Electronic circuit ..............................................................................................23
3.3.3 Proximity Sensor...............................................................................................24
3.3.4 Microcontroller.................................................................................................25
3.3.5 LCD Display .....................................................................................................31
3.3.6 Relays................................................................................................................32
3.4 Programming ........................................................................................................33
3.4.1 KIEL vision ....................................................................................................33
3.4.2 Willar Programmer ..........................................................................................34
3.5 Program Flowchart ...............................................................................................35
3.6 Experimentation ...................................................................................................37
CHAPTER 4..........................................................................................................................38
RESULTS AND DISCUSSIONS .................................................................................................38

4.1 Automated Manual Driving Mode .......................................................................38
4.2 Field Test Results .................................................................................................40
CHAPTER 5..........................................................................................................................41
CONCLUSION AND FUTURE WORK ........................................................................................41

5.1 Conclusion............................................................................................................41
5.2 Future Work .........................................................................................................41
5.2.1 Implementing in all gear featured bikes ...........................................................41
5.2.2 Using Torque sensor.........................................................................................42
REFERENCES ........................................................................................................................43
ANNEXURE A .......................................................................................................................44
ANNEXURE B .......................................................................................................................48
List of figures
Figure 1-1: Sliding Gear Transmission.....................................................................................3
Figure 1-2: Constant Mesh Transmission.................................................................................4
Figure 1-3: Constant Variable Transmission Low and High Gear Ratio .................................5
Figure 1-4: Proximity Sensor that senses metal objects ...........................................................9
Figure 1-5: LCD Display Unit with pin configurations..........................................................10
Figure 1-6: Pin Diagram of Atmel 89S52 Microcontroller. ...................................................11
Figure 1-7: Circuit Diagram of Relay.....................................................................................12
Figure 3-1: Motor bike selected..............................................................................................17
Figure 3-2: Isometric and Front view of the Automated Manual Gear Shifting Mechanism.21
Figure 3-3: Geared DC Motor ................................................................................................22
Figure 3-4: Complete electronic circuit attached to the bike..................................................23
Figure 3-5: Proximity Sensor..................................................................................................24
Figure 3-6: Microcontroller and mounting board ...................................................................25
Figure 3-7: Block Diagram of Atmel 89S52 ..........................................................................26
Figure 3-8: LCD Display ........................................................................................................31
Figure 3-9: Relay used to actuate the gear dc motor ..............................................................32
Figure 3-10 Keil vision software .........................................................................................33
Figure 3-11: willar programmer .............................................................................................34
Figure 3-12: Flowchart of C Program..................................................................................36
Figure 4-1 : Fabricated Parts attached to the bike ..................................................................39
List of tables
Table 3-1: Bike specifications ................................................................................................18
Table 3-2: Components in the circuit .....................................................................................23
Table 3-3: Gear positioning with respect to rear wheel RPM ................................................30
Table 4-1: Tested up shifting conditions ................................................................................40
Table 4-2: Testing down shifting conditions ..........................................................................40
Nomenclature
ALE Address Latch Enable
AMT Automated Manual Transmission
CMOS Complementary Metal-Oxide Semiconductor
CVT Continuous Variable Transmission
D1 Diameter of gear at motor, mm
D2 Diameter of gear at lever, mm
EA External Access Enable
IIL Integrated Injection Logic
ISP In-System Programming
N1 Speed of the motor, rpm
PROG Program Pulse Input
PSEN Program Store Enable
RST Reset Input
SCADA Supervisory Control And Data Acquisition
TTL Transistor-Transistor Logic
t1 No. of teeth on smaller gear.
t2 No. of teeth on bigger gear
P1 Power of motor, kw
T1 Torque of motor, N-m
T2 Torque at the driven gear, N-m

Introduction
Chapter 1
Introduction
This chapter consists of general introduction on manual and automatic gear transmission in
two wheelers. The general introduction contains theory, practice involved, important and the
application of this topic. The content of this chapter are derived from journal papers, patents
and other sources. This chapter gives brief information about the different type of
transmissions, their advantages, disadvantages and applications. All different concepts are
compared with each other in terms of their operation, performance and efficiencies.
1.1 Introduction to transportation and transmission

Transportation decisions impact many aspects of urban life. Young and old alike are affected
by the viability and relative ease of travelling to destinations on foot, by bike, transit, or
reliance on private vehicles. Transportation investments are arguably the single largest
shaper of urban spaces and of development patterns. The safety, speed, and comfort for a
particular mode of travel are a function of the investments that have been made in specific
types of travel options. Regions, and parts of regions, vary considerably in terms of their
supportiveness of travelling in ways that are health promoting (active) and environmentally
sustainable.
Transmission system transmits mechanical power from the engine to give kinetic
energy to the wheels. It is an interconnected system of gears, shafts, and other electrical
gadgets that form a bridge to transfer power and energy from the engine to the wheels. The
complete set up of the system helps to maintain the cruising speed of the vehicle without any
disturbance to the performance. The oldest variant of the transmission system in India is the
manual transmission that has undergone various modifications and alterations to form the
present day automatic transmission.
A transmission or gearbox provides speed and torque conversions from a rotating

power source to another device using different gear ratios. The transmission reduces the
higher engine speed to the slower wheel speed, increasing torque in the process. A
transmission will have multiple gear ratios with the ability to switch between them as speed
varies. This switching may be done manually or automatically. Directional control may also
be provided, such as forward and reverse gears.
Dept. of Mech. Engineering, K.S.S.E.M Page 1

Introduction
In motor vehicle applications, the transmission will generally be connected to

the crankshaft of the engine. The output of the transmission is transmitted through chain
drive, which in turn gives motion the rear wheel.
Most modern gearboxes are used to increase torque while reducing the speed of a
prime mover output shaft. This means that the output shaft of a gearbox will rotate at slower
rate than the input shaft, and this reduction in speed will produce a mechanical advantage,
causing an increase in torque.
1.2 Types of transmission

There are two major types of transmission, namely manual gear transmission and automatic
gear transmission
1.2.1 Manual gear transmission

A manual transmission is a type of transmission used in motor vehicle applications. It uses a
driver-operated clutch engaged and disengaged by a foot pedal or hand lever, for
regulating torque transfer from the engine to the transmission; and a gear selector operated
by hand or by foot.
Manual transmissions often feature a driver-operated clutch and a movable gear

pedal. Most automobile manual transmissions allow the driver to select any forward gear
ratio at any time, but some, such as those commonly mounted on motorcycles and some
types of racing cars, only allow the driver to select the next-higher or next-lower gear. This
type of transmission is sometimes called a sequential manual transmission.
In a manual transmission, the flywheel is attached to the engine's crankshaft and

spins along with it. The clutch disk is in between the pressure plate and the flywheel, and is
held against the flywheel under pressure from the pressure plate. When the engine is running
and the clutch is engaged, the flywheel spins the clutch plate and hence the transmission. As
the clutch is depressed, the throw out bearing is activated, which causes the pressure plate to
stop applying pressure to the clutch disk. This makes the clutch plate stop receiving power
from the engine, so that the gear can be shifted without damaging the transmission. When
the clutch pedal is released, the throw out bearing is deactivated, and the clutch disk is again
held against the flywheel, allowing it to start receiving power from the engine.

Introduction
There are two basic types of manual transmissions. The sliding-gear type and the constant
mesh design. With the basic and now obsolete sliding-gear type, nothing is turning inside the
transmission case except the main drive gear and cluster gear when the transmission is in
neutral. In order to mesh the gears, apply engine power to move the vehicle. One of the basic
methods is shown in Figure 1-1: Sliding Gear Transmission.
All modern transmissions are of the constant-mesh type, which still uses a similar
gear arrangement as the sliding-gear type. However, all the main shaft gears are in constant
mesh with the cluster gears as shown in Figure 1-2: Constant Mesh Transmission. This is
possible because the gears on the main shaft are not splinted to the shaft, but are free to
rotate on it. With a constant-mesh gearbox, the main drive gear, cluster gear and all the main
shaft gears are always turning, even when the transmission is in neutral.
Figure 1-1: Sliding Gear Transmission
(Courtesy: www.nptel.ac.in)

Introduction
Figure 1-2: Constant Mesh Transmission
1.2.2 Automatic Transmission

An automatic transmission, also called as self-shifting transmission, is a type of motor
vehicle transmission that can automatically change gear ratios as the vehicle moves, freeing
the driver from having to shift gears manually. Like other transmission systems on vehicles,
it allows an internal combustion engine, best suited to run at a relatively high rotational
speed, to provide a range of speed and torque outputs necessary for vehicular travel.
The most popular type found in automobiles is hydraulic automatic transmission.

Similar but larger devices are also used for heavy-duty commercial and industrial vehicles
and equipment. This system uses a fluid coupling in place of a friction clutch, and
accomplishes gear changes by hydraulically locking and unlocking a system of planetary
gears. These systems have a defined set of gear ranges, often with a parking pawl that locks
the output shaft of the transmission to keep the vehicle from rolling either forward or
backward. Some machines with limited speed ranges or fixed engine speeds, such as some
forklifts and lawn mowers, only use a torque converter to provide a variable gearing of the
engine to the wheels.

Introduction
Besides the traditional hydraulic automatic transmissions, there are also other types of
automated transmissions, such as Figure 1-3: Constant Variable Transmission Low and High
Gear Ratio transmission system. That free from the driver from having to shift gears
manually, by using the transmission's computer to change gear, if for example the driver
were redlining the engine. Despite superficial similarity to other transmissions, traditional
automatic transmissions differ significantly in internal operation and driver's feel from semi-
automatics and CVTs. In contrast to conventional automatic transmissions, a CVT uses a
belt or other torque transmission scheme to allow an "infinite" number of gear ratios instead
of a fixed number of gear ratios. A semi-automatic retains a clutch like a manual
transmission, but controls the clutch through electro hydraulic. The ability to shift gears
manually, often via paddle shifters, can also be found on certain automated transmissions
semi-automatics and CVTs.
Figure 1-3: Constant Variable Transmission Low and High Gear Ratio

Introduction
1.3 Comparison between Manual and Automatic Transmission
1.3.1 Manual Transmission

1. It is easier to build a strong manual transmission than an automatic one. This is because a
manual system has one clutch to operate, whereas an automatic system has a number of
clutch packs that function in harmony with each other.
2. Manual transmissions normally do not require active cooling, because not much power is
dissipated as heat through the transmission.
3. Manual gearshifts are more fuel efficient as compared to their automatic counterpart.
Torque convertor used to engage and disengage automatic gears may lose power and
reduce acceleration as well as fuel economy.
4. Manual transmissions generally require less maintenance than automatic
transmissions. An automatic transmission is made up of several components and a
breakdown of even a single component can stall the car completely
1.3.2 Automatic Transmission
1. The manual transmission locks and unlocks different sets of gears to the output shaft to
achieve the various gear ratios, while in an automatic transmission; the same set of gears
produces all of the different gear ratios.
2. Automatic vehicles are easier to use, especially for the inexperienced driver. Manual
system requires better driving skills, whereas with an automatic, the clever system does it
all on its own. This holds a greater advantage for new and inexperienced drivers and also
helps during congested traffic situations where it becomes difficult to change gears every
second.
3. Automatic transmission requires less attention and concentration from the driver because
the automatic gears start functioning as soon as the system feels the need of a gear
change. For vehicles with manual gear shifts, the driver has to be more alert while
driving and better coordinated.
4. There is no clutch pedal and gear shift in an automatic transmission car. Once you put
the transmission into drive, everything else is automatic.
5. Automatic vehicles have better ability to control traction when approaching steep hills or
engine braking during descents. Manual gears are difficult to operate on steep climbs.

Introduction
1.4 Automation of Manual Gear Transmission
1.4.1 Overview
The topic of our project is to develop a automatic transmission system with has finite
number of gearshifts, which transmits the power automatically with respect to speed of the
vehicle. Gearshifts in automatic transmissions involve a change in the power flow path
through the transmission. Advantages of these automatic transmissions include simplicity of
mechanical design and savings in transmission weight and size, which are beneficial in terms
of fuel economy and production costs. This enables gain in fuel economy while meeting
drivability and performance goals, these savings become more significant.
The designed automatic transmission is done in an auto-clutch featured bike which

can be applied effectively and efficiently in a clutch featured bikes with suitable control
techniques. The ultimate goal of our project is to transmit the gears without the human
interference and to attain efficient, safe and easy driving in cost effective way.
1.4.2 Automation
Automation is the use of control system to control a process replacing the human operators.
It is a step beyond mechanization, where human operators are provided with the physical
requirements of work.
Automation is now often applied primarily to reduce the human effort thereby to
attain desired operation. Another major shift in automation is the increased emphasis on
flexibility and convertibility in different process.
One safety issue with automation is that it is often viewed as a way to minimize
human error in the system, increasing the degree and the levels of automation also increase
the sequence of error that accidently created in automated systems. Different types of
automation tools that exist in todays environment are Programmable logic controller,
Microcontroller, SCADA, etc.
1.4.3 Embedded System

All embedded system uses either a microprocessor or microcontroller. The software for the
embedded system is called firmware. The firmware will be written in assembly language
using higher level languages life C or Embedded C. The software will be simulated using
micro code simulation for the target processor. Since they are supposed to perform only
specific tasks, the programs are stored in ROM.
Introduction
An embedded system is some combination of computer hardware and software, either fixed
in capability or programmable, that is specifically designed for a particular function.
Industrial machines, automobiles, medical equipment, cameras, household appliances,
airplanes, vending machines and toys are among the myriad possible hosts of an embedded
system. Embedded systems that are programmable are provided with programming
interfaces, and embedded system programming is a specialized occupation.
An Embedded system is a special-purpose computer system, which is completely

encapsulated by the device controls. It has specific requirements and performs pre-defined
tasks, unlike a general purpose personal computer.
Avoids lots of Electronic components.

Build in with rich features.
Probability of failure is reduced.
Easy interface.
1.5 Components used in Automated Manual Gear Transmission
1.5.1 Proximity Sensor
A proximity sensor is a device which detects the presence of nearby objects without any
physical contact. It often emits an electromagnetic field or a beam of electromagnetic
radiation (infrared), and looks for changes in the field or return signal. The object being
sensed is often referred to as the proximity sensor's target as shown in Figure 1-4: Proximity
Sensor that senses metal objects. Different proximity sensor targets demand different
sensors. For example, an inductive proximity sensor always requires a metal target.
The maximum distance that this sensor can detect is defined "nominal range". Some sensors
have adjustments of the nominal range or means to report a graduated detection distance.
Proximity sensors can have a high reliability and long functional life because of the absence
of mechanical parts and lack of physical contact between sensor and the sensed object.

Introduction
Figure 1-4: Proximity Sensor that senses metal objects
(Courtesy: www.learningaboutelectronics.com)
1.5.2 LCD Display

A liquid-crystal display (LCD) is a flat-panel display or other electronic visual display that
uses the light-modulating properties of liquid crystals. Liquid crystals do not emit light
directly.
LCDs are available to display arbitrary images or fixed images with low information
content, which can be displayed or hidden, such as preset words, digits, and 7-
segment displays as in a digital clock. They use the same basic technology, except that
arbitrary images are made up of a large number of small pixels, while other displays have
larger elements.
Alphanumeric displays are used in a wide range of applications, including palmtop

computers, word processors, photocopiers, point of sale terminals, medical instruments,
cellular phones, etc. The 16 x 2 intelligent alphanumeric dot matrix display is capable of
displaying 224 different characters and symbols. Figure 1-5 specifies the LCD display with
pin configurations. These configurations are connected to the microcontroller t display
necessary parameters.

Introduction
Figure 1-5: LCD Display Unit with pin configurations
(Courtesy: www.engineersgarage.com)
1.5.3 Microcontroller
A microcontroller is a small computer on a single integrated circuit containing a processor
core, memory, and programmable input/output peripherals. Program memory in the form
of Ferroelectric RAM is also often included on chip, as well as a typically small amount
of RAM. Microcontrollers are designed for embedded applications, in contrast to the
microprocessors used in personal computers or other general purpose applications consisting
of various discrete chips.
Microcontrollers are used in automatically controlled products and devices, such as

automobile engine control systems, implantable medical devices, remote controls, office
machines, appliances, power tools, toys and other embedded systems. By reducing the size
and cost compared to a design that uses a separate microprocessor, memory, and
input/output devices, microcontrollers make it economical to digitally control even more
devices and processes. Mixed signal microcontrollers are common, integrating analogue
components needed to control non-digital electronic systems.
Atmel 89S52 is a low-power, high-performance CMOS 8-bit microcontroller with 8KB of

ISP flash memory. The device uses Atmel high-density, non-volatile memory technology
and is compatible with the industry-standard 80C51 instruction set and pin out. On-chip flash
allows the program memory to be reprogrammed in-system or by a conventional non-volatile
memory programmer. The below Figure 1-6 gives us the overall construction of the
microcontroller.

Introduction
Figure 1-6: Pin Diagram of Atmel 89S52 Microcontroller.

(Courtesy: www.elprojects.blogspot.com)
1.5.4 Relays
A relay is an electromagnetic switch. Many relays use an electromagnet to mechanically
operate a switch, but other operating principles are also used, such assolid-state relays.
Relays are used where it is necessary to control a circuit by a low-power signal or where
several circuits must be controlled by one signal. The first relays were used in long
distance telegraph circuits as amplifiers: they repeated the signal coming in from one circuit
and re-transmitted it on another circuit. Relays were used extensively in telephone exchanges
and early computers to perform logical operations.
A type of relay that can handle the high power required to directly control an electric
motor or other loads is called a contactor. Solid-state relays control power circuits with
no moving parts, instead using a semiconductor device to perform switching. Relays with
calibrated operating characteristics and sometimes multiple operating coils are used to
protect electrical circuits from overload or faults; in modern electric power systems these
functions are performed by digital instruments still called "protective relays".
Relays require one pulse of coil power to move their contacts in one direction, and another,
redirected pulse to move them back. Repeated pulses from the same input have no effect.
Relays are useful in applications where interrupted power should not be able to transition the
contacts. The circuit arrangement can be understood by the Figure 1-7 attached below.

Introduction
Figure 1-7: Circuit Diagram of Relay

(Courtesy: www.relaysworld.com)
All the electronic components used in automating a manual gear vehicles have been
explained with give a brief introduction to our project.
1.6 Automatic Transmission Manufacturers

Using the components which are mention above, the mechanism of automatic changing of
the gear in motor bikes can developed. The complete mechanism is controlled by
acceleration of the bike. Since the main parameter for this technology is speed of the wheel,
the proximity sensor was chosen. We found microcontroller Atmel 89S82 as an appropriate
device to store the coding because it has reprogrammable feature and has sufficient memory.
LCD display is used to indicate the sensor input and gear position.
As we know, there is variety of relays available to be used as a switch; relays of 5V,

10A are preferable to actuate the geared DC motor. Using to relays, the geared DC motor
can be operated in two different directions. A starter motor is used to achieve the up and
down shift of the gear. The battery provide in bike is sufficient enough to supply the power
for all components mentions above.

Literature Review
Chapter 2
Literature Review
Introduction
It is very important to realize automatic shift for engineering vehicles, because its poor
working conditions and complicated operation condition. Realizing automatic shift can
improve the performance and fuel economy of vehicles, it can also improve efficiency and
quality of gear shift, lighten the working strength of drivers, etc.
At present, there is not a perfect automatic shift technology for vehicles, they can
only use the automatic shift technology of ordinary vehicle. Engineering vehicles mainly
work on engineering work, so they will consume lots of power of the engine, and the change
range is very large. This is very different from the vehicles used for driving. We cannot
greatly improve the vehicles performance and fuel economy if we implement the existing
gear shift technology. Therefore, studying automatic shift technology of the engineering
vehicle has important theoretical and practical significance.
2.1 Present work on automatic gear shifting

A patent [1]on semi-automatic gear shifting apparatus for use in shifting gears in gearboxes
of motorcycles and the like gearboxes wherein gears are shifted by rotating spindles which
are connected to the ratchet type gear shifting means. Here the shifting apparatus consists of
a lever arm, one end of which is connected to the spindle and the other end is connected to
the toe pedal. Also an actuating rod is connected to the toe pedal, the rod is reciprocated to
move the lever and in turn the spindle. This spindle is actuated by a pair of push button
switches mounted on the handle bar. A patent [2]an actuator with a tachometer for the fore-
aft movement of the gears is used. The gear shifting mechanism also includes a solenoid and
pivotal mounting to provide movement of the actuator assembly in second direction. In this
patent the invention of automated driver system for a manual transmission vehicle includes a
gear shifting mechanism under control of a microprocessor. The gear shifting mechanism
includes a gear shift actuator, D C Motor, Tachometer with a lead screw assembly and also a
Linear displacement transducer is used. Patent [3]as said that a solenoid actuated
transmission shifting apparatus is provided for temporary and permanent installation is
automobiles with convention motor cycle transmission. The shifting apparatus allows for up-
Literature Review
shifting and downshifting through the transmission gears by pressing pushbuttons mounted
on the handle bar. It is an object of this invention to provide a pushbutton solenoid shifter
that incorporates the use of electronic solenoids to actuate the shifting of gears in manual
transmission of motorcycle. Patent [4]has mentioned that the transmission gears and clutch
shifting apparatus for automatic operation of manual shift mechanism in a automotive
vehicle include gear and clutch actuation mechanisms mounted on bar of vehicle and
coupled by the cables to the control actuation mechanisms mounted off the vehicle board.
The on-board gear shift actuator includes two intersecting movable slots for causing
movement of the shift lever. In this invention electrical control and actuation mechanism are
mounted outside the vehicle. A relatively small gear and clutches is mounted on the vehicle,
cables are used to connect these actuators with each other. The patent [5]has explained that a
multi speed automatic transmission for automobiles having parallel input and output shafts
includes two parallel gear sets and constant meshing gear wheels, which provide two fixed
speed ratios. The first power path uses the first speed ratio which includes a first control
clutch and a second control clutch. The second power path uses the second speed ratio which
is higher than the first speed ratio, which include a third control clutch. This also has a
double planetary gear set, a first and second control brake. Alternatively either the input or
output shafts are in alignment and one the two speed ratios are used. This transmission
features six forward speeds, a braked neutral and a reverse drive.
The journal [6]gives us a brief introduction to shift schedule of gears to save energy
and improve fuel economy. Since there is no perfect automatic shift technology for
engineering vehicles, this theory is implemented to improve the ordinary vehicle
transmission. The author predicts that automatic gear transmission vehicle chooses the best
shift rule based upon drivers information of manipulation .the author also claims that the
rule of shift decision changes the traditional shift mechanism to intelligent shift decision.
Journal [7]has specified that automatic transmission is a key technology to improve the
performance of vehicles. With the synthesized application of mechatronics technology,
computer technology, auto control technology on vehicles, development of modern vehicles
is leading to an intelligent gear shifting mechanism. Gear shifting strategy as explained in
the journal is the core of intelligent control system of automatic transmission that
improvesvehicles performance and fuel efficiency. The gear shift strategy is the rule of
changing the time of automatic shifting between gears with respect to rear wheel revolution.
A journal [8, 5] has provided the solution for power loss in manual gear transmission system.
The main objective is to create a mechanism to reduce inconvenience caused in manual gear
Literature Review
vehicles. The shifting of gears is done automatically as well as manually. In automatic gear
shifting mechanism the gears are shifted in accordance with the speed of the vehicle. The
wheel revolutions are sensed and the signal is transferred to the microcontroller which shifts
the gear with respect to the implemented C program. The journal [9] has shared an
information, that the production of manual transmission is reduced by fifty percent and
automated manual transmission (AMT) production is increased. The AMTs are used in
racing cars and in modern hybrid electric vehicles.
2.2 Microprocessor explained briefly

The journal paper [3] gives us the specification of the Atmel 89S52 microcontroller. It is an
essential component in intelligent gear transmission. It is a low power, high performance,
CMOS, 8-bit microcontroller. It has 8 Kb of programmable flash memory. This device is
manufactured using high density non-volatile memory technology. ATMEL 89s52 is
designed with static logic for operation down to zero frequency. The embedded C program is
stored in the flash memory and the gear changing mechanism is adopted according to the
stored C program.
2.3 Review on literature survey

From the review of the journals and papers we have understood that the automatic
transmission vehicles are more in demand but less fuel efficient. So, automation of manual
vehicles can smoothen the driving and improve efficiency. The microcontroller is major
component that need to be programmed. Linear actuators can be used to punch the pedal for
shifting the gears but it consumes more power from the battery. The vehicle can be provided
with two modes of driving, manual and automated mode. This technology can be
implemented in auto-clutch bike as well as in clutch featured bike.

Literature Review
2.4 Aim, Objectives and Methodology
The literature review clearly indicates the gap in fabrication of the automated manual gear
shifting mechanism in the conventional motor bikes, in order to bridge this gap gear shifting
mechanism is designed and fabricated in the following project work.
Aim:
To design and fabricate the automated manual gear transmission in motor bikes.
Objectives:
1. To design the gear shifting mechanism and modify the vehicle according to the designed
mechanism.
2. To program the microcontroller according to the needs of the mechanism and build the
electronic circuit.
3. To calibrate the gear shifting mechanism and also to check for the improvements in the
efficiency if any.
2.5 Methodology:
Methodology for objective-1:
The chain drive mechanism between the geared DC motor and gear pedal is designed
using Catia V5 software. The geared DC motor is fitted about the pedal with
calculated offset. A gear is welded on to the pedal of the vehicle. The timing chain is
attached as the driving medium.

Atmel 89S52 microcontroller is programmed using Keil V5 and burnt using Willar
software. Electric circuit is built using some of the components like proximity sensor,
microcontroller, LCD display unit, relays and DC geared motor.

The calibration of automatic gear shifting, with is respect to rear wheel speed, in the
C program by trial and error method. The efficiency of the gear vehicle in terms of
mileage is tested; it has to be more than the normal CVT vehicles.

Design and Fabrication
Chapter 3
Introduction
In order to reach our goal of making an automatic gear transmission motor bike, different
types of systems and components are used. According to this customization and fabrication
of the components, proper placement and fitting of components is carried out. The details
regarding various components used and the fabrication methods are explained in this
chapter, it helps to have the knowledge of different components and its working.
3.1 Selection of bike

According to the literature survey projects are done on automating the gear transmission by a
system called as Continuous Variable Transmission (CVT) such as in mopeds. But the
maintenance cost and mileage of such mopeds are not very user friendly, though they are
easy to drive they are not very feasible. Hence our main aim is to automate the gear
transmission in motor bikes. We chose a motor bike as shown in Figure 3-1 with an
automatic clutch feature in order to simplify the gear transmission when automated.
Figure 3-1: Motor bike selected

3.1.1 Specifications of the bike
The below Table 3.1: Highlights the specification of our project vehicle
Table 3-1: Bike specifications
DESCRIPTION DATA
ENGINE, POWER & TORQUE
Displacement 109.7 cc
Maximum Power 8,4 BHP @ 7500 rpm
Maximum Torque 8.3 Nm @ 5500 rpm
Engine Description 109.7cc, 4-sroke
Cooling Air Cooling
Bore 53.5 mm
Stroke 48.8 mm
Number of Cylinders 1
TRANSMISSION
Gearbox 4 Automatic
Clutch Wet dual clutch
BRAKES
Rear Brake 110mm Drum
Front Brake 130mm Drum
SUSPENSION
Front Suspension Telescopic Forks
Rear Suspension Hydraulic, Coaxial springs
WHEELS & TYRES
Wheel Size 2.75x17 - 3.00x17
Wheel Type Alloys
BATTERY
Battery Type Maintenance Free
DIMENSIONS, WEIGHT & CAPACITY
Overall Length 1975.00 mm
Overall Width 700.00 mm
Overall Height 1060.00 mm

Ground Clearance 165.00 mm
Wheelbase 1260.00 mm
Kerb/Wet Weight 115.00 kg
Fuel Tank Capacity 15.00 litres
INSTRUMENT CONSOLE
Speedometer Analogue
Fuel Gauge Analogue
LIGHTING
Head Light 12V, 35W/35W
3.2 Design
The design basically consists of a timing chain which fitted to the gear wheel fitted
externally to the gear lever. The driver of this timing chain is the geared DC motor and the
driven is the gear at the gear lever. All data and calculations are briefly explained below.
3.2.1 Torque Calculation

The torque necessary for the gear shifting to happen is calculated as shown in the below calculation
steps:
Data:
Diameter of gear at motor, = 2.5cm= 25mm
Diameter of gear at lever, = 8cm= 80mm
Speed of the motor, = 500rp
No. of teeth on smaller gear, = 12 teeth
No. of teeth on bigger gear, = 40 teeth
Power of motor, = 2kW

60 10
, =
2
60 10 2
=
2 500
= 38.197 N-m
Gear Ratio,
40
= = 3.33
12
= =
38.197
= 3.33
, = 11.47 N-m
The torque necessary to obtain the shifting of gears is about 10 N-m which is less than the
torque at the driven gear which is about 11.47 N-m.
3.2.2 Designing the gear shifting mechanism

Each part involved in the gear shifting mechanism were designed initially with assumed
dimensions and later modified with accurate measurements. Major components such as DC
motor, gear pedal and chain are designed in the CATIA V5 software and assembled. From
the Figure 3-2, the offset in between the centre of DC motor and centre of gear pedal is
175mm. The pitch diameter of the gear on DC motor and gear pedal are 25mm and 80mm
respectively. The total length of the pedal is 290mm. The diameter of the shaft holding the
gear pedal is 30mm.

Figure 3-2: Isometric and Front view of the Automated Manual Gear Shifting
Mechanism

3.3 Fabrication
3.3.1 Geared DC Motor or Starter Motor
Figure 3-3: Geared DC Motor

Specifications:
Power: 12V
RPM: 500
A suitable geared DC motor is used to move the gear pedal. Necessary modifications are
made to the gear pedal to obtain the shifting with respect to the DC motor. The DC motor is
connected to 12V power supply and runs at 500rpm. The DC motor fabricated to the motor
bike is shown in the Figure 3-3. The starter motor is attached above the bike engine. It is
operated by giving the power supply from the motor bike battery.
The geared DC motor or a starter motor is connected to the relays. Relay 1 and 2 are
actuated with respect to the program to rotate the DC motor in anticlockwise (up shift) and
clockwise (down shift) motion. The gear, pitch diameter 25mm, on the DC motor is meshed
with the gear pedal with timing chain. The gear pedal is fitted with spur gear of 80mm pitch
diameter. When the DC motor rotates anticlockwise with 45 inclination, the pedal rotates
with 25. This inclination is sufficient is to push the pedal down to achieve the up shift
during driving. Similarly, the DC motor rotates clockwise with 45 of inclination when relay
is actuated. This enables the gear pedal to move in clockwise direction and the down shift is
achieved.

3.3.2 Electronic circuit
Figure 3-4 is the electronic circuit, with all components connected as required for gearing
shifting technology. The power supply for the following electronic circuits do not require
any external power supply from battery. The necessary power can be drawn from the battery
of the motor bike. All the components are connected using different types of wires. The
electronic components are fixed within the box of the motor bike.
(3) (2) (1)
(4)
(5)
Figure 3-4: Complete electronic circuit attached to the bike

Table 3-2: Components in the circuit
Component Particulars
no
1 Voltage regulator 12v DC to 5v DC
2 Liquid crystal display with board
3 Microcontroller AT 89s52
4 Relay for upward shifting
5 Relay for downward shifting

3.3.3 Proximity Sensor
Figure 3-5: Proximity Sensor

The initialisation of the electrical circuit starts with the input by the proximity sensor. It is a
PNP configuration with 200mA, 6~36V type. The revolutions of the rear wheel are taken as
the input for every 8 seconds. A metal object is fixed on the rear wheel of the bike. This
metal object is 5mm away for the sensing surface of the proximity sensor. Every time the
metal body comes within the sensing range of the sensor, a pulse is counted. These pulses
are the input for the microcontroller. The summation of these pulses per 8 seconds is the
range for each gear position, in the C program. The image of the sensor is attached above
Figure 3-5.

3.3.4 Microcontroller
Figure 3-6: Microcontroller and mounting board

(Courtesy: www.asapxj.en.seekic.com)
Microcontroller Atmel 89S52 as shown in Figure 3-6 is used in our project. It is a 8K byte of
In-system reprogrammable flash memory microcontroller with 40 pins. It is programmed by
using Embedded C program which is written using Keil V5 software. The program consists
of the gear positioning codes with respect to the pulse range obtained from the proximity
sensor. By combining a versatile 8-bit CPU with in-system programmable Flash on a
monolithic chip, the Atmel AT89S52 is a powerful microcontroller which provides a highly-
flexible and cost-effective solution to many embedded control applications. The AT89S52
provides the following standard features: 8K bytes of Flash, 256 bytes of RAM, 32 I/O lines,
Watchdog timer, two data pointers, three 16-bit timer/counters, a six-vector two-level
interrupt architecture, a full duplex serial port, on-chip oscillator, and clock circuitry. In
addition, the AT89S52 is designed with static logic for operation down to zero frequency
and supports two software selectable power saving modes. The Idle Mode stops the CPU
while allowing the RAM, timer/counters, serial port, and interrupt system to continue
functioning. The Power-down mode saves the RAM con-tents but freezes the oscillator,
disabling all other chip functions until the next interrupt or hardware reset.
The microcontroller board is used to mount the device to connections to LCD display, relays
and the power source. The pin configuration of the microcontroller is shown on the board to
give the necessary wire connection.

Figure 3-7: Block Diagram of Atmel 89S52

(Courtesy: www.asapxj.en.seekic.com)
Pin Configuration of Amtel 89S52

VCC: Voltage Supply.
GND: Ground.
Port 0: Port 0 is an 8-bit open drain bidirectional I/O port. As an output port, each
pin can sink eight TTL inputs. When 1s are written to port 0 pins, the pins can
be used as high-impedance inputs.
Port 0 can also be configured to be the multiplexed low-order address/data

bus during accesses to external program and data memory. In this mode, P0
has internal pull-ups.

Port 0 also receives the code bytes during Flash programming and outputs the
code bytes during program verification. External pull-ups are required during
program verification.
Port 1: Port 1 is an 8-bit bidirectional I/O port with internal pull-ups. The Port 1 output
buffers can sink/source four TTL inputs. When 1s are written to Port 1 pins, they are
pulled high by the internal pull-ups and can be used as inputs. As inputs, Port 1 pins
that are externally being pulled low will source current (IIL) because of the internal
pull-ups.
In addition, P1.0 and P1.1 can be configured to be the timer/counter 2 external count
input (P1.0/T2) and the timer/counter 2 trigger input (P1.1/T2EX), respectively, as
shown in the following table. Port 1 also receives the low-order address bytes during
Flash programming and verification.
that are externally being pulled low will source current (IIL) because of the internal
pull-ups.
Port 2 emits the high-order address byte during fetches from external program
memory and during accesses to external data memory that uses 16-bit addresses
(MOVX @ DPTR). In this application, Port 2 uses strong internal pull-ups when
emitting 1s. During accesses to external data memory that uses 8-bit addresses
(MOVX @ RI), Port 2 emits the contents of the P2 Special Function Register. Port 2
also receives the high-order address bits and some control signals during Flash
programming and verification.
that are externally being pulled low will source current (IIL) because of the pull-ups.
Port 3 receives some control signals for Flash programming and verification.
RST: Reset input. A high on this pin for two machine cycles while the oscillator is running
resets the device. This pin drives high for 98 oscillator periods after the Watchdog
times out. The DISRTO bit in SFR AUXR (address 8EH) can be used to disable this
feature. In the default state of bit DISRTO, the RESET HIGH out feature is enabled.

ALE/PROG: Address Latch Enable (ALE) is an output pulse for latching the low byte of
the address during accesses to external memory. This pin is also the program pulse
input (PROG) during Flash programming.
In normal operation, ALE is emitted at a constant rate of 1/6 the oscillator frequency
and may be used for external timing or clocking purposes. Note, however, that one
ALE pulse is skipped during each access to external data memory.If desired, ALE
operation can be disabled by setting bit 0 of SFR location 8EH. With the bit set, ALE
is active only during a MOVX or MOVC instruction. Otherwise, the pin is weakly
pulled high. Setting the ALE-disable bit has no effect if the microcontroller is in
external execution mode.
PSEN: Program Store Enable (PSEN) is the read strobe to external program memory. When
the AT89S52 is executing code from external program memory, PSEN is activated
twice each machine cycle, except that two PSEN activations are skipped during each
access to external data memory.
EA/VPP: External Access Enable. EA must be strapped to GND in order to enable the
device to fetch code from external program memory locations starting at 0000H up to
FFFFH. Note, however, that if lock bit 1 is programmed, EA will be internally
latched on reset.
EA should be strapped to VCC for internal program executions.This pin also receives
the 12-volt programming enable voltage (VPP) during Flash programming.
XTAL 1: Input to the inverting oscillator amplifier and input to the internal clock
operating circuit.
XTAL 2: Output from the inverting oscillator amplifier.
Memory Organization: MCS-51 devices have a separate address space for Program and
Data Memory. Up to 64K bytes each of external Program and Data Memory can be
addressed.
Program Memory: If the EA pin is connected to GND, all program fetches are directed to
external memory. On the AT89S52, if EA is connected to VCC, program fetches to
addresses 0000H through 1FFFH are directed to internal memory and fetches to
addresses 2000H through FFFFH are to external memory.
Data Memory: The AT89S52 implements 256 bytes of on-chip RAM. The upper 128 bytes
occupy a parallel address space to the Special Function Registers. This means that the

upper 128 bytes have the same addresses as the SFR space but are physically separate
from SFR space.
When an instruction accesses an internal location above address 7FH, the address
mode used in the instruction specifies whether the CPU accesses the upper 128 bytes
of RAM or the SFR space. Instructions which use direct addressing access the SFR
space.For example, the following direct addressing instruction accesses the SFR at
location 0A0H (which is P2).
MOV 0A0H, #data: Instructions that use indirect addressing access the upper 128
bytes of RAM. For example, the following indirect addressing instruction, where R0
contains 0A0H, accesses the data byte at address 0A0H, rather than P2 (whose
address is 0A0H).
Interrupts: The AT89S52 has a total of six interrupt vectors: two external interrupts (INT0
and INT1), three timer interrupts (Timers 0, 1, and 2), and the serial port interrupt.
Each of these interrupt sources can be individually enabled or disabled by setting or
clearing a bit in Special Function Register IE. IE also contains a global disable bit,
EA, which disables all interrupts at once. User software should not write a 1 to this
bit position, since it may be used in future AT89 products.
Timer 2 interrupt is generated by the logical OR of bits TF2 and EXF2 in register
T2CON. Neither of these flags is cleared by hardware when the service routine is
vectored to. In fact, the service routine may have to determine whether it was TF2 or
EXF2 that generated the interrupt, and that bit will have to be cleared in software.
Oscillator Characteristics: XTAL1 and XTAL2 are the input and output, respectively, of
an inverting amplifier that can be configured for use as an on-chip oscillator. Either a
quartz crystal or ceramic resonator may be used. To drive the device from an external
clock source, XTAL2 should be left unconnected while XTAL1 is drive. There are no
requirements on the duty cycle of the external clock signal, since the input to the
internal clocking circuitry is through a divide-by-two flip-flop, but minimum and
maximum voltage high and low time specifications must be observed.
Programming the Flash Serial Mode: The Code memory array can be programmed
using the serial ISP interface while RST is pulled to VCC. The serial interface
consists of pins SCK, MOSI (input) and MISO (output). After RST is set high, the
Programming Enable instruction needs to be executed first before other operations
can be executed. Before a reprogramming sequence can occur, a Chip Erase

operation is required. The Chip Erase operation turns the content of every memory
location in the Code array into FFH.
Either an external system clock can be supplied at pin XTAL1 or a crystal needs to
be connected across pins XTAL1 and XTAL2. The maximum serial clock (SCK)
frequency should be less than 1/16 of the crystal frequency. With a 33 MHz oscillator
clock, the maximum SCK frequency is 2 MHz
Table 3-3: Gear positioning with respect to rear wheel RPM
Pulses Range/10sec Gear Position
10 1st gear
10 to 25 2nd gear
25 to 35 3rd gear
35 and above 4th gear
The pulses ranges mentioned in the table 3.2 were obtained by trial and error method
according to the city traffic conditions. The Embedded C program is burnt into the
microcontroller using Willar software. Since the microcontroller is reprogrammable, it can
be burnt until a program with necessary pulses range is implemented into it.

3.3.5 LCD Display
Figure 3-8: LCD Display

(Courtesy: www.engineersgarage.com)
LCD display as shown in Figure 3-8 used in the circuit visualises the pulses, timing and the
gear position. 162 type with 14 pins LCD display is used in our project. The up and down
shift of the gears in the vehicle is displayed in the LCD. The output from the microcontroller
is given to the relays for further shifting mechanism. The LCD display is used to show the
pulse, timer, gear position and the action to be taken to shift the gear.

3.3.6 Relays
Figure 3-9: Relay used to actuate the gear dc motor

(Courtesy: www.3egadgets.com)
Relays come in various configurations for their switch contacts, as well as different DC
voltages to operate their coils. They may be as simple as an on/off switch or as complex as
integrating several switches into one unit. They are classified under electromagnetic
switches. Two relays of 5V and 10A are used in our gear shifting mechanism
Figure 3-9. The first relay is used for up shift of gear and the second relay is used for down
shift of the gears. Relays are devices which allow low power circuits to switch a relatively
high current and voltage ON/OFF. For a relay to operate a suitable pull-in and holding
current should be passed through its coil. Generally relay coils are designed to operate from
a particular voltage at 5V or 12V. The NPN transistor BC547 is used to control the relay.
The transistor is driven into saturation (turned ON) when logic 1 is written on the port pin
thus turning ON the relay. The relay is turned OFF by writing logic 0 on the port pin. A
diode is connected across the relay coil to protect the transistor damage due to back EMF
generated in the relays inductive coil when the transistor is turned OFF. The LED is used to
indicate that the relay is turned ON or OFF.

3.4 Programming
3.4.1 KIEL vision
Figure 3-10 Keil vision software

(courtesy: www.keilvision.com)
Compilers are programs used to convert a High Level Language to object code. Desktop
compilers produce an output object code for the underlying microprocessor, but not for other
microprocessors. I.E the programs written in one of the HLL like C will compile the code
to run on the system for a particular processor like x86 (underlying microprocessor in the
computer). For example compilers for Dos platform is different from the Compilers for
UNIX platform So if one wants to define a compiler then compiler is a program that
translates source code into object code. The compiler derives its name from the way it
works, looking at the entire piece of source code and collecting and reorganizing the
instruction. See there is a bit little difference between compiler and an interpreter. Interpreter
just interprets whole program at a time while compiler analyses and execute each line of
source code in succession, without looking at the entire program.
The advantage of interpreters is that they can execute a program immediately. Secondly
programs produced by compilers run much faster than the same programs executed by an
interpreter. However compilers require some time before an executable program emerges.
Now as compilers translate source code into object code, which is unique for each type of
computer, many compilers are available for the same language.

3.4.2 Willar Programmer
Figure 3-11: willar programmer

(courtesy: www.willar.com)
Willar is an application developed by Embedded Systems Academy to allow you to easily
access the features of a microcontroller device. With this program you can erase individual
blocks or the entire Flash memory of the microcontroller. This application is very useful for
those who work in the electronics field. The main window of the program is composed of
five sections where you can find the most common functions in order to program a
microcontroller device. Using the Communications section you will be able to choose the
way a specific device connects to your computer. Select the COM port to be used and the
baud rate. It is recommended that you choose a low baud rate first and increase it afterwards.
This way you will determine the highest speed with which your system works. In order to
select which parts of the memory to erase, choose from the items in the Erase section. The
third section is optional. It offers you the possibility to program a HEX file. In the next
section you will be able to find different programming options, such as verify after
programming, gen block checksums, execute and others. When youre done, click the
Start button that can be found in the Start section. The program will start the device, and
you will able to see the progress of the operations at the bottom of the main window. Using
Willar, you are able to perform different operations to a microcontroller device, operations
like erasing, programming and reading the flash memory, modifying the Boot Vector,
performing a blank check on a section of the Flash memory and many others.

3.5 Program Flowchart
The Embedded C Program is written into the microcontroller to make the manual
transmission to an intelligent transmission. The C program is complicated too be
understood at a single glance. So, for understanding the concept, the embedded program is
represented in a basic flowchart. It includes the gear changing cycle of our project concept.
This cycle is with respect to the delay time of 8 seconds.
The flowchart starts when the electronic circuit is switched on by starting up the bike.
The input from the sensor is represented in the flowchart. The input is in term of pulses per 8
seconds time count. The gear position is decided by the pulse range which are segregated in
four different IF conditions. The position of the gear is actuated when one of the conditions
is satisfied.
For example, if the pulse range is 27 per 8 seconds then the third IF condition is
satisfied and the gear 3 is actuated (YES) by switching on the relay. The input is counted for
every 8 seconds so the program is represented as closed loop in the flowchart. If the pulse
range is not satisfied in the IF condition (NO) then the range is compared with the next IF
condition.

Figure 3-12: Flowchart of C Program

3.6 Experimentation
Initially the bike chosen for our experiment was driven for about 10 kms to check the
condition of the vehicle. About 100 ml of petrol was put into the vehicle tank for checking
the mileage in manual gear transmission mode. The mileage was about 5.5 kms. After the
gear transmission was automated a few test runs were driven, the gear transmission was not
effective as the speed range was not appropriate. So the speed range for the gear shift to
happen was changed in the embedded C program several times by trial and error method,
until the smooth gear transmission was observed.
Later when the gear transmission was automated again the same test was conducted with 100
ml of petrol which was better compared to manual mode as it increased to about 5.9kms.

Results and Discussions
Chapter 4
Introduction
Its important to check the performance of the vehicle after implementing the new
technology, which can shift the gears without human interference as shown in Figure 4-1.
The gear shifting was observed while riding the bike. The gears changed with respect to the
wheel speed. As soon as the bike was brought to first gear manually, from neutral, the
proximity sensor sensed the speed of the wheel. As the bike was accelerated, the sensor
transferred to the higher input pulses to the microcontroller. The pulses per 8 seconds were
counted and decision the position of the gear. At higher speed, the relay 1 was actuated and
the dc gear motor rotated. This resulted in the up shift of the gear automatically. We were
able to reach the top gear position (4th) as we accelerated the bike. There was no much
vibration produced during the gear change. By maintaining constant speed of the bike, we
could maintain a constant gear ratio which was a major factor for fuel efficient ride.
As the speed of the bike was reduced uniformly, the gear shifted down with a delay
time. There is a delay time in between each gear position to smoothen the gear down
mechanism. Once the acceleration was brought down to zero, the dc geared motor was
successful in bring the gear position to the first gear.
4.1 Automated Manual Driving Mode

The complete electrical circuit was given the power supply from the bikes battery and the
chain mechanism between the dc geared motor and gear pedal was attached. The
microcontroller was programmed according to desired gear changing technology wheel by
trial and error method. The pulse ranges programmed for each gear position were sufficient
to obtain constant gear ratios. Some observations while driving in automated mode are listed
below.
Automatic up shift of gear was observed without any interference other than
accelerating.
Delay time was observed between each gear positions.
The ride was smooth during traffic condition since the gear shifting was dependent
upon the wheel speed.

The fuel efficiency of the bike was improved by 4km/l, that is, the total fuel efficiency
was 59km/l in this mode.
After observing and analysis the two different mode of the bike, we could see that the main
objective was succeeded (checking for improvement in fuel efficiency). The complete C
program in the microcontroller and the fabrication resulted in better performance of the bike
and The field test results of up shifting and downshifting are listed in the Table 4-1 and
Table 4-2 below.
Figure 4-1 : Fabricated Parts attached to the bike

4.2 Field Test Results
Up shifting conditions:
Table 4-1: Tested up shifting conditions
Sl no Initial Gear Pulses Speed Gear Changing

( kmph) From To
1 First 18 14 First Second
2 Second 26 24 Second Third
3 Third 38 36 Third Forth
4 Fourth 48 45 No shifting
Down shifting conditions:
Table 4-2: Testing down shifting conditions
Sl no Initial Gear Pulses Speed Gear Changing

( kmph) From To
1 Fourth 28 25 Fourth Third
2 Third 14 12 Third Second
3 Second 8 4 Second First
4 First 4 1 No shifting

Conclusion and Future work
Chapter 5
5.1 Conclusion
After achieving the desired gear shifting technology, we ever able to get a smooth ride in all
city conditions. We have found that there is an improvement in the fuel efficiency. This gear
shifting technology has improvised the auto-clutch featured bike into automatic transmission
vehicle. The complete gear changing mechanism has been controlled by the acceleration of
the bike. The vehicle can be used in manual mode by switching off the power supply to the
electrical components. A switch has been provided for this optional mode.
The programmed embedded C codes, in the microcontroller, were optimized and

were the key source for changing gears in city limits as well as highways. Maintaining a
proper pulse range, as in the program, or a constant speed of the vehicle resulted in better
fuel efficiency. Fuel efficiency has been improved by 2km to 4km. After implementing this
technology we have come to a conclusion that no human operation is necessary, other than
accelerating, to ride the motor bike.
5.2 Future Work
5.2.1 Implementing in all gear featured bikes

The automated gear shifting mechanism can be obtained in any auto-clutch featured bike by
installing the necessary electrical circuit and by fabricating. Also this mechanism can be
achieved in clutch featured bikes by automating the clutch initially. The cost of installation
will be comparatively high in clutch featured to wheelers. Automobile companies can
manufacture bikes with this new concept on customs demand.

5.2.2 Using Torque sensor

Our concept of automatic gear shifting, in bikes, was with respect to the speed of the wheel.
The proximity sensors can be replaced by the torque sensor as another approach. Minor
changes are required in the electrical circuit and in the embedded C program when torque
sensor is used. The torque produced in the wheels is takes as input source for the
microcontroller to decide the gear positions. This sensor is costlier compared to the
proximity sensor.

References
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[2] U. M. Friedrich Raff, SHIFTING ARRANGEMENT FOR AN AUTOMATIC

TRANSMISSION OF A MOTOR VEHICLE. United States 3 Sep 1991.
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[4] P. Alexander M.E, AUTOMATIC GEAR TRANSMISSION IN TWO WHEELERS,

vol. 3, no. 2, 2012.
[5] Oliver J. Tysver, AUTOMATIC GEAR SHIFTING MECHANISM FOR MULTI-

SPEED MANUALLY POWERED VEHICLES. UNited States 28 Dec 1999.
[6] Francis G. King, AUTOMATED MANUAL TRANSMISSION SHIFTER WITH

ELECTRONIC CONTROL ACTUATORS EXTERNAL OF THE VEHICLE. United
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CONTROLLER. United States 1 Feb 2000.
[8] Pierre A. G. Lepelletier, MULTISPEED AUTOMATIC TRANSMISSION FOR

AUTOMOBILE VEHICLES. United States 21 April 1992.
[9] Luigi Glielmo, Gearshift Control for Automated Manual Transmissions, IEEE
/ASME, vol. 1, p. 11, 2006.
[10] Y. Huang, Hybrid intelligent gearshift control of technical vehicles based on AGA-
NN, International Journal of Control and Automation, vol. 6, no. 4, p. 14, 2013.
[11] C. X. Zhenyu Zhu, EXPERIMENTAL STUDY ON INTELLIGENT GEAR-

SHIFTING CONTROL SYSTEM OF CONSTRUCTION VEHICLE BASED ON
CHAOTIC NEURAL NETWORK. China 29 Jun 2003.
Annexure A
Annexure A
Automated Manual Gear Transmission in Motor Bikes
Mr. Akashdeep B N1
Asst. Professor Dept. of Mechanical Engineering, K .S .School of Engineering and Management, Bengaluru
email:bndeep@gmail.com
Chethan J2, Darshan Naik 3 , Lakshmi Kesari4 , Mahanthesh S5

1-5
Department of Mechanical Engineering, K .S .School of Engineering and Management, Visvesvaraya Technological
University, Bengaluru, Karnataka, India
email: 1kg12me012@kssem.edu.in, 1kg12me014@kssem.edu.in, 1kg12me024@kssem.edu.in, 1kg12me028@kssem.edu.in
Abstract
The main theme of this paper is to design and fabricate automated manual gear transmission
in motor bikes. The gear shifting technology is designed and fabricated on the tmatic clutch
featured bike for smooth gear transmission. The RPM from the rear wheel is sensed by
proximity sensor and it is taken as the input for the microcontroller. Embedded C program
selects the gear position according to the wheel RPM range set. Relays are activated to shift
the gear up and down. A DC geared motor actuates the gear lever by means of chain
mechanism. A smooth and efficient drive can be achieved from this technology.
Keywords: Proximity Sensor, Atmel89S52 Microcontroller, Relays, DC geared motor.

Annexure A
1.Introduction 2.Literature survey

The recent survey shows that constant The Automatic transmission is a key
variable technology (CVT) are more in technology to improve the performance of
demand compared to the gear featured vehicles. With the synthesized application
bikes. CVTs do not have the concept of of mechatronics technology, computer
meshing of gears which enhances a technology, auto control technology on
smooth ride, but the fuel efficiency is vehicles, development of modern vehicles
comparatively lesser when compared to is leading to an intelligent gear shifting
the gear featured vehicles. The main mechanism. Gear shifting strategy as
objective of our project is to automate the explained in the journal is the core of
gear transmission in a gear featured bike intelligent control system of automatic
to ease the driving and also to maintain the transmission that improves vehicles
efficiency of the bike. This mechanism is performance and fuel efficiency. The gear
used in auto-clutch featured bike to shift strategy is the rule of changing the
smoothen the gear meshing and can be time of automatic shifting between gears
implemented in clutch featured bike. with respect to rear wheel revolution [1].
The main aim of our project is 3.Experimentation
development of automatic transmission
which shifts the gears with respect to the
speed of the wheel. Simplifying the
transmission and improving the fuel
economy are the major objectives of our
project. This technology is implemented in
an auto-clutch featured bike which shifts
the gears to eliminate the human
interference and results in easy driving.
Figure 5-1: Block Diagram of Electrical
Automation of gears transmission can be
achieved by embedded system. Embedded circuit used for automatic gear shift
system is a special purpose computer mechanism.
system. Embedded system is preferable
because it can reduce the number of
The concept of automation of manual gear
electrical components and probability of
transmission consists few electrical
failure is minimum. It has easy
components that are used to achieve the
interfacing. Either a microprocessor or a
gear shifting. The components are
microcontroller is used in all the
proximity sensor, microcontroller, relays,
embedded systems. Microcontroller
LCD display and a DC motor.
Atmel89S52 is used in our project.
Suitable software is used to write the The initialisation of the electrical
assembly level language in the circuit starts with the input by the
microcontroller. Embedded C Language is proximity sensor. It is a PNP
written and stored in the ROM of the configuration with 200mA, 6~36V type.
microcontroller. The revolutions of the rear wheel are taken
as the input for every 10 seconds. Every
time the sensor senses the metal element
attached to the rear wheel, it counts the
pulses with respect to the time given.
These pulses are the input for the
microcontroller. The microcontroller is an

Annexure A
important component of the complete 5V and 10A are used in our gear shifting
circuit used for this mechanism. mechanism. The first relay is used for up
Microcontroller Atmel89S52 is used in shift of gear and the second relay is used
our project. It is a 8K byte of In-system for down shift of the gears.
reprogrammable flash memory
microcontroller with 40 pins. It is
programmed by using Embedded C
program which is written using Keil V5
software. The program consists of the gear
positioning codes with respect to the pulse
range obtained from the proximity sensor.
Pulses Range/10sec Gear Position Figure 5-2: Complete electrical circuit

st
10 1 gear
4.Design and Fabrication
10 to 23 2nd gear
The design of the of the automated manual
23 to 33 3rd gear
gear transmission is done using Catia V5
33 and above 4th gear software as per the dimensions and is
shown,
Table 5-1: Gear positioning with

respect to rear wheel RPM
The pulses ranges mentioned in the table

were obtained by trial and error method
according to the city traffic conditions.
The Embedded C program is burnt into
the microcontroller using Willar software.
Since the microcontroller is
reprogrammable, it can be burnt until a
program with necessary pulses range is
implemented into it.
LCD display used in the circuit visualises
the pulses, timing and the gear position.
162 type with 14 pins LCD display is
used in our project. The up and down shift
of the gears in the vehicle is displayed in
the LCD. The output from the Figure 3: Isometric View
microcontroller is given to the relays for
further shifting mechanism. The fabrication of the automated manual
Relays come in various configurations for gear shift technology implemented in an
their switch contacts, as well as different auto-clutch featured bike. This auto-clutch
DC voltages to operate their coils. They feature is used to for easy shifting without
may be as simple as an on/off switch or as disengaging the gears. The two wheeler
complex as integrating several switches has 4 down gear pattern. A suitable geared
into one unit. They are classified under DC motor is used to move the gear pedal.
electromagnetic switches. Two relays of Necessary modifications are made to the

Annexure A
gear pedal to obtain the shifting with

respect to the DC motor. The DC motor is
connected to 12V power supply and runs
at 500rpm.
Result
The geared DC motor or a starter
The automatic gear shifting is obtained, by
motor is connected to the relays. Relay 1
using the necessary electrical components,
and 2 are actuated with respect to the
without any human interference.
program to rotate the DC motor in
anticlockwise (up shift) and clockwise Conclusion
(down shift) motion. The gear, pitch
diameter 25mm, on the DC motor is The vehicle is fabricated according to the
meshed with the gear pedal with timing desired mechanism. Smooth and easy
chain. The gear pedal is fitted with spur driving is achieved in all city traffic
gear of 80mm pitch diameter. When the conditions. The fuel efficiency of the
DC motor rotates anticlockwise with 45 vehicle increased by 4km/l.
inclination, the pedal rotates with 25.
This inclination is sufficient is to push the References
pedal down to achieve the up shift during
[1] Nature and Science, 1(1), 2003, Zhu
driving. Similarly, the DC motor rotates
and Xu, Experimental Study on
clockwise with 45 of inclination when
Intelligent Gear-Shifting.
relay 2 is actuated. This enables the gear
pedal to move in clockwise direction and [2] P. Alexander, T. Sudha, M.
the down shift is achieved. Omamageswari. AUTOMATIC
GEAR TRANSMISSION IN TWO
WHEELERS USING EMBEDDED
SYSTEM Volume 3, Issue 2, July-
December (2012), pp. 164-175.
[3] Baumann B, Rizzoni G, Washington
G. Intelligent control of hybrid
vehicle using neural networks and
fuzzy logic. SAE 1998;981061:125-
33
Figure 4: Auto-clutch featured bike
[4] Hiroshi Y. Automatic transmission
with complete mechanism. shift schedule control using fuzzy
logic. SAE 1993; 930674:1077-88.
[5] Montazeri M. and Asadi M.
Optimisation of AMT gear shifting
strategy in hybrid electric
[6] Vehicles, International Journal of
Vehicle Autonomous Systems,
Volume 7, Number 1-2, 2009.

Annexure B
Annexure B
Bachelor of Engineering (Mechanical Engineering)
Project Work April 2016
Design and Fabrication of Automated Manual Gear Transmission in

Motor Bikes
Name of Students University Seat Numbers
Chethan J 1KG12ME012
DarshanNaik 1KG12ME014
Lakshmi Kesari 1KG12ME024
Mahanthesh S 1KG12ME028
Guide:
Mr.Akashdeep B N, AP, MED, KSSEM.
Keywords: Automatic gear transmission, speed

sensors, microcontroller, DC geared motor.
Abstract:
Recent surveys on two wheelers have shown that the demand and production of
continuously variable transmission (CVT) vehicles have increased compared to the gear
transmission vehicles, due to the inconvenience caused by gear shifting. This lead to
automate the gear shifting mechanism in two wheelers.
Our project is to achieve the automatic gear transmission in two wheeler, with respect to
the wheel rpm. The speed sensor senses the rpm from the rear wheel and sends the signals
to the microcontroller. The microcontroller reads the input and decides the position of gear
by executing the C program. Relays actuate the DC geared motor and gear lever is shifted
by a chain mechanism.
A tension free ride can be achieved by implementing this mechanism and the
efficiency of the vehicle remains constant.

Design and Fabrication of Automated Manual Gear Transmission in Motor Bikes

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Design and Fabrication of Automated Manual Gear Transmission in Motor Bikes

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Design and Fabrication of Automated Manual Gear

Transmission in Motor Bikes

KARNATAKA STATE COUNCIL FOR SCIENCE AND TECHNOLOGY

INDIAN INSTITUTE OF SCIENCE CAMPUS

Under the Guidance of

Department of Mechanical Engineering

Department of Mechanical Engineering

in partial fulfilment for the award of Bachelor of Engineering in Mechanical

_________________________ _____________________ _______________

Department of Mechanical Engineering

Sl. No. Reg. No. Name of Student Signature with Date

2. 1KG12ME014 Darshan Naik

3. 1KG12ME024 Lakshmi Kesari

By implementing this system into an auto-clutch feature bike, automatic transmission

LITERATURE REVIEW ...........................................................................................................13

DESIGN AND FABRICATION ..................................................................................................17

RESULTS AND DISCUSSIONS .................................................................................................38

CONCLUSION AND FUTURE WORK ........................................................................................41

AMT Automated Manual Transmission

CMOS Complementary Metal-Oxide Semiconductor

CVT Continuous Variable Transmission

D1 Diameter of gear at motor, mm

D2 Diameter of gear at lever, mm

EA External Access Enable

IIL Integrated Injection Logic

ISP In-System Programming

N1 Speed of the motor, rpm

PROG Program Pulse Input

PSEN Program Store Enable

RST Reset Input

SCADA Supervisory Control And Data Acquisition

TTL Transistor-Transistor Logic

t1 No. of teeth on smaller gear.

t2 No. of teeth on bigger gear

T2 Torque at the driven gear, N-m

1.1 Introduction to transportation and transmission

A transmission or gearbox provides speed and torque conversions from a rotating

Dept. of Mech. Engineering, K.S.S.E.M Page 1

In motor vehicle applications, the transmission will generally be connected to

1.2 Types of transmission

1.2.1 Manual gear transmission

Manual transmissions often feature a driver-operated clutch and a movable gear

In a manual transmission, the flywheel is attached to the engine's crankshaft and

Dept. of Mech. Engineering, K.S.S.E.M Page 2

Figure 1-1: Sliding Gear Transmission

Dept. of Mech. Engineering, K.S.S.E.M Page 3

Figure 1-2: Constant Mesh Transmission

1.2.2 Automatic Transmission

The most popular type found in automobiles is hydraulic automatic transmission.

Dept. of Mech. Engineering, K.S.S.E.M Page 4

Dept. of Mech. Engineering, K.S.S.E.M Page 5

1.3 Comparison between Manual and Automatic Transmission

1.3.1 Manual Transmission

1.3.2 Automatic Transmission

Dept. of Mech. Engineering, K.S.S.E.M Page 6

1.4 Automation of Manual Gear Transmission

The designed automatic transmission is done in an auto-clutch featured bike which

1.4.3 Embedded System

An Embedded system is a special-purpose computer system, which is completely

Avoids lots of Electronic components.

1.5 Components used in Automated Manual Gear Transmission

1.5.1 Proximity Sensor

Dept. of Mech. Engineering, K.S.S.E.M Page 8

Figure 1-4: Proximity Sensor that senses metal objects

_______________ _ _____