DESIGN AND FABRICATION OF BUTTON OPERATED GEAR

SHIFTING
ABSTRACT

This paper is based on the project “button Gear Shifting Transmission for
Automobiles”. This is a design, fabrication and implementation project. The
project provides solution for gear shifting for the bikes. The bike that now ply on
the road have transmission either of manual or button operated type of gear
changing. The manual type of transmission is preferred for the perfect performance
without a loss in but a compromise for comfort ness. In this type button operated
system of transmission there is easiness of gear shifting but there is a definite loss
of and mileage. The main objective of this project is to create a mechanism to
reduce the inconvenience caused when changing gears in the bike.. The gear
shifting is by electric force achieved by a simple modification to the gear box. This
project if implemented is a clear alternative for the automatic operated
transmission because of its low cost and ease of use. Moreover the whole set up is
small and requires a very small space. This can sure be a standard fitment if proper
marketing strategy is carried out.

NEED OF THE PROJECT

1. A clear alternative for Auto Transmission this, is much cheaper and user
friendly with more features.

2. Ease of operation, by the use of feather touch buttons.

3. A boon for the handicapped, the bike can be driven even with only one hand
since buttons are used for changing gears.

4. No loss in mileage of the bike as the load required for gear shift is meager.

5. Gear shift is sequential, so no problem of wrong gear selection.

CHAPTER 1

INTRODUCTION

A machine consists of a power source and a power transmission system,

which provides controlled application of the power. Merriam-Webster
defines transmission as an assembly of parts including the speed-changing gears
and the propeller shaft by which the power is transmitted from an engine to a live
axle. Often transmission refers simply to the gearbox that uses gears and gear
trains to provide

Speed and torque conversions from a rotating power source to another device.

A manual transmission or sequential type is a type of transmission used on

motorcycles and cars, where gears are selected in order, and direct access to
specific gears is not possible. With traditional manual transmissions, the driver can
move from gear to gear, by moving the shifter to the appropriate position. A clutch
must be disengaged before the new gear is selected, to disengage the running
engine from the transmission, thus stopping all torque transfer whereas the
Automatic Manual Transmission is one type of motor vehicle transmission that can
automatically change gear ratios as the vehicle moves, freeing the driver from
having to shift gears manually and to achieve efficient driving. Automatic
transmissions tend to be larger and bulkier and are usually not considered to
efficient than MT’s. However, over the past few years, a lot of work has been done
and the latest generation of automatic transmissions are extremely efficient due to
the addition of variable ratios as well as dual clutches (DCT) which makes them
shift between gears at efficient points depending on certain engine parameters as
well as the driver controlled throttled input. However, owing to the basic
architecture of an automatic gearbox that has the bulky “torque converters” that
contains the transmission fluid to allow gear changes, the addition of additional
gears and clutches makes them larger.

Gearbox types

1. Manual

 Sequential manual

 Non-synchronous

 Preselector

2.Automatic

 Manumatic

 Semi-automatic

 Electrohydraulic

 Saxomat

 Dual-clutch

 Continuously variable
3.Bicycle gearing

 Derailleur gears

 Hub gears

Sequential manual

A sequential manual transmission (or sequential manual gearbox) is a non-

traditional type of manual transmission used on motorcycles and high-performance
cars for auto racing, where gears are selected in order, and direct access to specific
gears is not possible.

With traditional manual transmissions, the driver can move from gear to
gear, by moving the shifter to the appropriate position. A clutch must be
disengaged before the new gear is selected, to disengage the running engine from
the transmission, thus stopping all torque transfer. This type of transmission is
often referred to as an H-pattern because of the path that the shift lever takes as it
selects the various gears. As the gear shifting process requires attention and
dexterity that might be needed in managing sharp corners in car races, sequential
transmission has been introduced into many competition rules as an alternative.

A true sequential transmission will very often use dog clutch engagement
rather than the more usual synchromesh as fitted to a normal H-pattern road car
gearbox. Engagement using dogs requires only a very brief interruption of engine
torque to complete a shift into any adjacent gear. This allows shifting between
gears without the use of the clutch. The clutch would normally be used only for
standing starts.

Non-synchronous

A non-synchronous transmission is a form of transmission based on gears

that do not use synchronizing mechanisms. They are found primarily in various
types of agricultural and commercial vehicles. Because the gear boxes are
engineered without "cone and collar" synchronizing technology, the non-
 Synchronous transmission type requires an understanding of gear range,
torque, engine power, range selector, multi-functional clutch, and shifter functions.
Engineered to pull tremendous loads, often equal to or exceeding 40 tons, some
vehicles may also use a combination of transmissions for different mechanisms.

Preselector

A preselector or self-changing gearbox is a type of manual gearbox used on

a variety of vehicles, most commonly in the 1930s. The defining characteristic of a
preselector gearbox is that the manual shift lever is used to "pre-select" the next
gear to be used, then a separate control (a foot pedal) is used to engage this in one
single operation, without needing to work a manual clutch.

Most pre-selector transmissions avoid a driver-controlled clutch entirely.

Some use one solely for starting off. Preselector gearboxes are not automatic
gearboxes, although they may have internal similarities. A fully automatic gearbox
is able to select the ratio used, with a preselector gearbox this remains the driver's
decision.

There are several radically different mechanical designs of preselector

gearbox. The best known is the Wilson design. Some gearboxes, such as the Cotal,
shift gear immediately the control is moved, without requiring the separate pedal
action. These are termed 'self-changing' gearboxes, but were considered under the
same overall heading. In recent years, a similar role is carried out by the increasing
number of 'Tiptronic' or 'paddle shift' gearboxes, using manual selection and
immediate automated changing.

Advantages Of Preselector Gearboxes

 For the driver, there are two advantages:

Fast shifting, with only a single operation. This requires less skill to learn
than techniques like double declutching and it offers faster shifts when racing.
Ability to handle far more engine power, with a lighter mechanism.

In engineering terms, some designs of pre-selector gearbox may offer

particular advantages. The Wilson gearbox offers these, although they're also
shared by some of the other designs, even though the designs are quite different:

Their friction components are brakes, rather than clutches. These are simpler
to engineer, as the wear components can be arranged to not also be rotating parts.

The friction wear components can be mounted on the outside of the

mechanism, rather than buried within it. This makes maintenance and regular
adjustment easier.

Manumatic

Manumatic, a portmanteau of the words manual and automatic, is a term

referring to a class of automotive transmission. Manumatic refers to an automatic
transmission that allows convenient driver control of gear selection. For most of
automotive history, automatic transmissions already allowed some control of gear
selection using the console or column shifter, usually to limit the transmission
shifting beyond a certain gear and/or locking out the use of overdrive gears when
towing. Manumatics enhanced such features by providing either steering wheel
mounted paddle shifters or a modified shift lever, allowing the driver to enter a
"manual mode" and select any available gear, usually in a sequential
"upshift/downshift" manner. Different car manufacturers use a variety of labels for
their manumatic transmissions, such as 'Tiptronic', 'Geartronic', 'Touchshift',
'Sportronic', 'clutch less-manual' and others.

Some manumatic and semi-automatic transmissions allow the driver to have

full control of gear selection, though most will intervene to prevent engine stalling
and redlining by shifting automatically at the low end and/or high end of the
engine's normal operating range. Hydraulically-coupled Manumatics and most
semi-automatic transmissions also provide the option of operating in the same
manner as a conventional automatic transmission, by allowing the transmission's
computer to select gear changes. A few manumatics also allow an alternate
automatic mode, often called "sport" mode, where gear selection is still fully
automatic but the transmission will favor higher engine speeds (at which the
engine will produce the highest horsepower and/or torque) by upshifting later when
accelerating and downshifting earlier when slowing.

Semi-automatic

A semi-automatic transmission (SAT) (also known as a clutch less manual

transmission, automated manual transmission, trigger shift, flappy-paddle gear
shift, or paddle-shift gearbox) is an automobile transmission that does not change
gears automatically, but rather facilitates manual gear changes by dispensing with
the need to press a clutch pedal at the same time as changing gears. It uses
electronic sensors, pneumatics, processors and actuators to execute gear shifts on
input from the driver or by a computer. This removes the need for a clutch pedal
which the driver otherwise needs to depress before making a gear change, since the
clutch itself is actuated by electronic equipment which can synchronize the timing
and torque required to make quick, smooth gear shifts. The system was designed
by automobile manufacturers to provide a better driving experience through fast
overtaking maneuvers on highways. Some motorcycles also use a system with a
conventional gear change but without the need for manual clutch operation.

Electrohydraulic
 Electrohydraulic manual transmission is a type of semi-automatic
transmission system, which uses an automated clutch unlike conventional manual
transmissions where the driver operates the clutch. The clutch is controlled by
electronic computers and hydraulics. To change gears, the driver selects the desired
gear with the transmission shift lever, and the system automatically operates the
clutch and throttle to match revs and engage the clutch again. Also, many such
transmissions operate in sequential mode where the driver can only upshift or
downshift by one gear at a time.

Depending on the implementation, some computer-controlled

electrohydraulic manual transmissions will automatically shift gears at the right
points (like an automatic transmission), while others require the driver to manually
select the gear even when the engine is at the redline. Despite superficial similarity,
clutch less manual transmission differ significantly in internal operation and
driver's 'feel' from manumatics, the latter of which is an automatic transmission
(automatics use a torque converter instead of clutch to manage the link between the
engine and the transmission) with ability to signal shifts manually.

Saxomat
 Saxomat was a type of automatic clutch available as an option on Fiat 1800,
Lancia Flaminia, Saab 93, Borgward Isabella, Goliath/Hansa 1100, Auto Union
1000, Ford Taunus, Trabant, other than some models from BMW, Opel, Steyr-
Puch, NSU, Glas, Wartburg and Volkswagen. Opel sold it as Olymat; Trabant and
Wartburg named the system Hycomat. The Hydrak, used in some Mercedes-Benz
vehicles between 1957 and 1961, was a similar system with a hydrodynamic torque
converter in place of the Saxomat's centrifugal clutch, this H.T.C. system was
standard on NSU Ro 80 and was optional on the Porsche 911 (Sportomatic). The
system also reappeared in the 1990s as Sensonic.

Cars with a Saxomat clutch did not have a clutch pedal. The Saxomat
consisted of two independent systems, the centrifugal clutch, and the servo clutch.
The centrifugal clutch was engaged above certain engine rpms by centrifugal force,
acting on spinning weights inside the clutch, similar to a centrifugal governor.

The servo clutch used an electric switch that supplied manifold vacuum via
an actuator valve to a reservoir that disengaged the clutch. The clutch is disengaged
automatically whenever the gear shift lever was touched.

Dual-clutch

A dual-clutch transmission, (DCT) (sometimes referred to as a twin-clutch

transmission or double-clutch transmission), is a type of automatic transmission or
automated automotive transmission. It uses two separate clutches for odd and even
gear sets. It can fundamentally be described as two separate manual transmissions
(with their respective clutches) contained within one housing, and working as one
unit. They are usually operated in a fully automatic mode, and many also have the
ability to allow the driver to manually shift gears in semi-automatic mode, albeit
still using the transmission's electro-hydraulics

Continuously variable transmission

A continuously variable transmission (CVT) (also known as a single-speed

transmission, stepless transmission, pulley transmission, or, in case of motorcycles,
a twist-and-go) is an automatic transmission that can change seamlessly through a
continuous range of effective gear ratios. This contrasts with other mechanical
transmissions that offer a fixed number of gear ratios. The flexibility of a CVT
allows the input shaft to maintain a constant angular velocity.

A belt-driven design offers approximately 88% efficiency,[1] which, while

lower than that of a manual transmission, can be offset by lower production cost
and by enabling the engine to run at its most efficient speed for a range of output
speeds. When power is more important than economy, the ratio of the CVT can be
changed to allow the engine to turn at the RPM at which it produces greatest
power. This is typically higher than the RPM that achieves peak efficiency. In low-
mass low-torque applications (such as motor scooters) a belt-driven CVT also
offers ease of use and mechanical simplicity.

A CVT does not strictly require the presence of a clutch. Nevertheless, in

some vehicles (e.g. motorcycles), a centrifugal clutch is added to facilitate a
"neutral" stance, which is useful when idling or manually reversing into a parking
spac

Derailleur gears

Derailleur gears are a variable-ratio transmission system commonly used on

bicycles, consisting of a chain, multiple sprockets of different sizes, and a
mechanism to move the chain from one sprocket to another.[1] Although referred
to as gears in the bike world, these bicycle gears are technically sprockets since
they drive or are driven by a chain, and are not driven by one another.

Modern front and rear derailleurs typically consist of a moveable chain-

guide that is operated remotely by a Bowden cable attached to a shifter mounted on
the down tube, handlebar stem, or handlebar. When a rider operates the lever while
pedaling, the change in cable tension moves the chain-guide from side to side,
"derailing" the chain onto different sprockets.

Hub Gear

A hub gear, internal-gear hub, or just gear hub is a gear ratio changing
system commonly used on bicycles that is implemented with planetary or
epicyclical gears. The gears and lubricants are sealed within the shell of the hub
gear, in contrast with derailleur gears where the gears and mechanism are exposed
to the elements. Changing the gear ratio was traditionally accomplished by a shift
lever connected to the hub with a Bowden cable, and twist-grip style shifters have
become common.

Hub gear systems generally have a long and largely maintenance-free life
though some are not suitable for high-stress use in competitions or hilly, off-road
conditions. Many commuter or urban cycles such as European city bikes are now
commonly fitted with 7-speed gear-hubs and 8-speed systems are becoming
increasingly available. Older or less costly utility bicycles often use 3-speed gear-
hubs, such as in bicycle sharing systems. Many folding bicycles use 3-speed gear-
hubs. Modern developments with up to 14 gear ratios are available.

Bicycle gearing

Bicycles usually have a system for selecting different gear ratios. There are
two main types: derailleur gears and hub gears. The derailleur type is the most
common, and the most visible, using sprocket gears. Typically there are several
gears available on the rear sprocket assembly, attached to the rear wheel. A few
more sprockets are usually added to the front assembly as well. Multiplying the
number of sprocket gears in front by the number to the rear gives the number of
gear ratios, often called "speeds".

Hub gears use epicyclic gearing and are enclosed within the axle of the rear
wheel. Because of the small space, they typically offer fewer different speeds,
although at least one has reached 14 gear ratios and Fallbrook Technologies
manufactures a transmission with technically infinite ratios.
 CHAPTER 2

LITERATURE REVIEW

Introduction

It is very important to realize automatic shift for engineering vehicles,

because it’s 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 vehicle‘s 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.

Present work on automatic gear shifting

A patent 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 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 ]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- 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 has mentioned that the transmission
gears and clutch shifting apparatus for automatic operation of manual shift
mechanism in an 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 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 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 driver’s information of
manipulation .the author also claims that the rule of shift decision changes the
traditional shift mechanism to intelligent shift decision.

Journal 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 improves vehicle’s
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 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

Comparison between Manual and Automatic Transmission

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

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
PROBLEM DEFINITION

Whenever a project is carried out there is a reason behind it. The existing
cars now pose some problems for the drivers. In the Manual Transmission cars the
main problem for the drivers is the gear shifting. But the engineering concept
behind this type of transmission paves way for higher transmission efficiency.
More over the mileage of the car and life is also more. These cars do not give much
of comfort ness for the drivers in the terms of using the gear lever and the clutch.
Also it occupies a major area in the cabin resulting in the space congestion. These
are the problems in the Manual Transmission cars.

In the Button operated Transmission type of cars, the gear shifting is easy.
We just have to select the drive band, which is already preset. This selection may
be either of lever type or a set of buttons. This is easy for the drivers as they don’t
have to use clutch during gear shift. But there is a compromise for transmission
and mileage. As the gear selection is by a fluid, is required to drive it, so the engine
performance is reduced. So the problem here is mileage drop, loss and also it is
costly.

The need of the hour, combining the position of both MT and AT a

mechanism has to be created for better mileage and comfortable gear shifting. This
is the objective of the project. So a car with this project provides ease of gear shift
as in AT without a compromise in mileage as in MT. the cost of the project is less
as it requires a minor alteration in the gear box.
Design and Fabrication

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.

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.
CHAPTER 3

MAIN COMPONENT

The system consists of

1. Gear box

2. Gear lever

3. Solenoid coil

4. Press button

5. Metal frame

SOLENOID COIL

A solenoid is a type of electromagnet when the purpose is to generate a

controlled magnetic field. If the purpose of the solenoid is instead to dampen
changes in the electric current, a solenoid can be more specifically classified as an
inductor rather than an electromagnet. Not all electromagnets and inductors are
solenoids; for example, the first electromagnet, invented in 1824, had a horseshoe
rather than a cylindrical solenoid shape.

In engineering, the term may also refer to a variety of transducer devices that
convert energy into linear motion. The term is also often used to refer to a solenoid
valve, which is an integrated device containing an electromechanical solenoid
which actuates either a pneumatic or hydraulic valve, or a solenoid switch, which
is a specific type of relay that internally uses an electromechanical solenoid to
operate an electrical switch; for example, an automobile starter solenoid, or a linear
solenoid, which is an electromechanical solenoid.

Gear box

DESIGN OF PROJECT

Most manual transmission two-wheelers use a sequential gearbox. Most

modern motorcycles (except scooters) change gears (of which they increasingly
have five or six) by foot lever. On a typical motorcycle either first or second gear
can be directly selected from neutral, but higher gears may only be accessed in
order – it is not possible to shift from second gear to fourth gear without shifting
through third gear. A five-speed of this configuration would be known as "one
down, four up" because of the placement of the gears with relation to neutral.
Neutral is to be found "half a click" away from first and second gears, so shifting
directly between the two gears can be made in a single movement

Automatic transmissions are less common on motorcycles than manual, and

are mostly found only on scooters and some custom cruisers and exotic sports
bikes. Types include continuously variable transmission, semi-automatic
transmission and dual clutch transmission.

ELECTRONIC CIRCUIT

The electronic circuit is used for governing the hydraulic operation. For this
purpose we have used two solenoid valves (inlet and outlet) for each gear to be
shifted. The supply voltage is from battery which is 12V. There will be six buttons
1, 2, 3, 4, R, N for gear shifting. Each actuates the gear corresponding when
pressed.

The diagram below shows the electronic circuit for various operation of the
gear shifter.

i. Engaging first gear

 B1

220 V

Sole1

ii. Maintaining gear position

LS2

220V

Sole1
iii. Releasing gear-neutral position

BN

220V Sole2

MECHANICAL COMPONENTS

The main mechanical component for the project is the spring. The spring is
used to counter balance the force exerted by the piston. Moreover it is useful in the
return motion of the gear selector rod during gear disengagement. Presence of
spring on the gear selector rod helps in the quick action that is required during the
gear shift.

DESIGN OF SPRINGS

We have formula for deflection Y = 8PD3n/Gd4

Where,

Y=deflection of spring

P=load acting on the spring

D=Diameter of spring

d= Diameter of spring coil

 N=no of coils in the spring

G=modulus of elasticity of spring material

G=2*105 N/mm2

D=3.5 Cm

D=0.4 Cm

P=30 Kg

Y=1.5 Cm

No of coils in the spring,

n=YGd4/8PD3

= 1.5*2*105*0.44*100/ (8*30*9.81*3.53)

= 8 coils
CHAPTER 4

BLOCK DIAGRAM

BUTTON ON DASH BOARD

ELECTRIC POWER

SOLENOID coil

GEAR LEVER

GEAR
ENGAGEMENT
CHAPTER 5

WORKING PRINCIPLE

The main driving force for the gear shifting is by the electric power. The
gear shifting along with the clutch operation works with the pressing of buttons.
On pressing the button corresponding to the gear, three operations take place,

1. Solenoid coil pulling

2. Gear lever moving

3. Gear engaging

When the button is switched on solenoid energizes and this motion causes
the gear shifter rod to engage the gear which is fitted to the gear box. In order to
avoid slippage of gear a limit switch is used to sense the position of selector rod
and cut off the supply.

To bring the car to neutral position we press the N button. Now the outlet
solenoid valve energizes so the fluid in the cylinder rushes back to the sump with
the aid of spring tension. If the next higher gear has to be selected, the same
operation takes place on pressing the next button.
CHAPTER 6

MERITS

 Automatic method

 System is helpful for the drivers

 Avoids fear while driving the vehicle

 Quick response is achieved

 Simple in construction

 Easy to maintain and repair

 Cost of the unit is less

 Continuous operation is possible without stopping Automatic method

 System is helpful for the drivers

CHAPTER 7

APPLICATION

1. All type of two wheelers

2. Cars

3. Other vehicles
CHAPTER 8

CONCLUSION

This project is an innovative concept. It is a new dimension in the

transmission system of a bike. This is a simple and versatile pack that may be fitted
to any bikes existing with steering. By implementing this smart gear shifter in
bikes, we can achieve more space, smooth operation, more user friendly, less effort
to change the gear and no play. Also the project is a boon for physically challenged
persons. The present condition of the project is promising for further
developments. Lots of inputs are also got from the bike specialists and
academicians for its improvement. The concept can be transformed to a real time
fitment on further development. We estimate a period of two years to see a bike
fitted with this mechanism.
CHAPTER 9

REFERENCE

1. Robert ball, “ Vehicles With Automatic Transmission ”

2. Gupta R.B., “ Automobile Engineering Drawing”

3. Kirpal Singh.,” Automobile Engineering”

4. Anthony Esposito., “ Fluid With Applications”

5. Andrew Parr., “ Hydraulic and Pneumatic “

6. International Journal of Recent Technology and Engineering (IJRTE)-

Development of Actuator Control Strategy for DC Motor Controlled
Automated Manual Transmission (AMT) .

7. Thesis on Characteristics of a Linear Actuator for an Automated Manual

Transmission (AMT),www.ieeeExplore.org.

8. www.magnetimarelli.com/rpmsensor.pdf

9. International Journal of Advanced Research in Engineering and Technology

(IJARET) AUTOMATIC GEAR TRANSMISSION IN TWO WHEELERS
USING EMBEDDED SYSTEM.

10.[1] Nature and Science, 1(1), 2003, Zhu and Xu, Experimental Study on
Intelligent Gear-Shifting.

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