INDEX

Sr. No. Title Page No.

Certificate II

Declaration III

Acknowledgement IV

Index V

List Of Figure VII

List Of Table VII

Abstract VIII

1. INTRODUCTION 1
1.1 Problem Definition 2
1.2 Objective of The Project 3
1.3 Scope of project 3
1.4 Methodology 3
2. LITERATURE SURVEY 4
3. THEORY 10
3.1 Types of Transmission 10
3.1.1 Manual Gear Transmission 10
3.1.2 Automatic Gear Transmission 11
3.2 Comparison between Manual and Automatic 13
Transmission
3.3 Other Types of Gear Shifter 14
3.3.1 Manual Type of Gear Shifter 14
3.3.2 Pneumatic Gear Shifter 15

4. CONSTRUCTION AND WORKING 17

4.1 Electric Liner Solenoid 17
4.2 Battery 18
4.3 Push Button 18
4.4 Working Principle 19
4.5 Working 20
5. PROCESS SHEET 21
5.1 Cutting 21
5.2 Welding 21
5.3 Drilling 22
6. DESING AND CALCULATION 23
7. ANALYTICAL REPORT 26
8. MERITS , DEMERITS AND APPILICATIONS 39
9. MATERIAL SELECTION 40
10. ESTIMATED COSTING 42
11. CONCLUSION 43
12. REFERENCES 44
 LIST OF FIGURES

Fig No. Name of Figure Page No.

3.1 Sliding Gear Transmission 11

3.2 Continuously Varying Transmission 13

3.3 Manual Gear Shifting 15
3.4 Construction of Pneumatic Gear Shifter 16
4.1 Electric Linear Solenoid 17
4.2 Battery 18
4.3 Push Button 19
4.4 Electric Magnetic Wave in Solenoid 19
4.5 Block Diagram 20
5.1 Cutting 21
5.2 Drilling 22
7.1 Cad Models of Shifter Assembly 38

LIST OF TABLE

Table No. Content Page No.

6.1 Input Data for Upshift 23
6.1 Input Data for Downshift 23
10.1 ESTIMATED COASTING 42
 ABSTRACT
There are disclosed an electromagnetic Type Gear Change System control apparatus for
an automobile and a method of controlling such apparatus. A rotational output of an internal
combustion engine is connected to drive wheels of the automobile and a load device. When a
gear shifting- up of electromagnetic type transmission is to be effected, the load applied by the
load device is increased, or the load is connected to an output rotation shaft of the engine via a
selectively-connecting device, thereby reducing the rotational speed of the output rotation shaft
of the engine to a required level. In our project, two electromagnetic coils are coupled to the
gear rod of the two ends. The two Buttons are used to activate the electro- magnetic coil so that
the gear will be shifted.

In this project, we aim at developing easy gear shifting mechanism for transmission
which will make motor bike rider’s gear shifting very easy. Everyone desires for the smooth
running of the vehicle whatsoever may be the speed of pickup of the vehicle a person is
operating, but one of the most important systems which every engineer is concerned about in
vehicle is gear shifting system for ensuring smooth and desired ride on their two wheelers.
Some simple mechanism is arranged solenoid plunger which will help us to change the gear as
per the desired torque. In this gear shifting mechanism, gear shifting is done with the help of
two solenoid plungers. The upshifting and downshifting of gears is done with the help two
independent switches. These two switches are connected to solenoid plungers via battery.
 CHAPTER 1
INTRODUCTION
1. INTRODUCTION

The main objective of this paper is to perform a button operated electro-magnetic

gear shifting system change control apparatus for an automobile and a method of
controlling such apparatus. A rotational output of an internal combustion engine is
connected to drive wheels of the automobile and a load device. When a gear shifting- up
of an automatic transmission is to be effected, the load applied by the load device is
increased, or the load is connected to an output rotation shaft of the engine via a
selectively-connecting device, thereby reducing the rotational speed of the output
rotation shaft of the engine to a required level. In this case two electromagnetic coils are
coupled to the gear rod of the two ends.

The two buttons are used to activate the electro- magnetic coil so that the gear will
be shifted. An automatic gear change control apparatus for an automobile, comprising
an internal combustion engine; an automatic transmission connected to an output
rotation shaft of engine so as to transmit the rotational output of drive wheels through
any selected one of gear ratios apparatus comprising a load device for applying a load
means for connecting load device to output rotation shaft of engine and for generating a
gear change control signal for selecting one of gear ratios of automatic transmission in
accordance with one of operational conditions of automobile and said engine and load
control means for increasing the load of said load device when said gear change signal-
generating means generates the control signal for shifting up the gear in automatic
transmission. The control switch is used instead of gear lever in vehicles or automobiles
and gear lever is attached with electromagnet solenoid to operate gear lever.
Electromagnetic solenoid is a switch operated by electric power supply from battery of
vehicle. Now mainly concentrates on designing and demonstrating the switch operated
gear mechanism unit to operate gear lever for engaging or disengaging the gear.
Achieves higher safety, reduces human effort, reduces the work load, reduces the
vehicle accident, reduces the fatigue of workers and reduces maintenance cost.

Increasing demands on performance, quality and cost are the main challenge for
today's automotive industry, in an environment where every movement, component and
every assembly operation must be immediately and automatically recorded, checked and
documented for maximum efficiency. The development has concluded also the gearbox,

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which became much smoother and produces less noise. Gear shifting mechanism must
be easy to use and workable, these demands are very important especially for small cars
used by special needs people. For some drivers, the gear shifting can cause some
confusing at driving specially at critical situations. A crowded road on a hill or a sudden
detour makes a lot of tension on the driver. One of the difficulties in this situation is to
choose the right reduction ratio and engaging it at the right time.

The automatic gear shifting mechanism takes advantage over manual gear shifting
system but in situation where we have to change gears frequently the fully automated
system is not much useful. In such condition the electromagnetic gear shifting system is
used. This system is much better than button operated hydraulic and pneumatic system.
The weight of this system is much lower than hydraulic and pneumatic system because
of less equipment. Also here is no need of compressor. Hence the weight of setup is
decreases. In this system the gears are operated using electronic switch. These switch
are connected to battery. The battery is connected to electromagnetic actuator. There are
two coils are fitted around the magnetic bar. As push the button the current passes
through the coils. Due to supply of current there is generation of magnetic field in the
coils. These magnetic field attract the magnetic bar. There is generat ion of specific
torque in the bar. This torque is used to shift the gears.

Electro- magnetic system is better than hydraulic and pneumatic system because
of low weight and less space requirement. It also better than fully automated system
because it can be used in traffic and urban areas where the gears are needed to change
frequently. But the torque generated is very difficult to control. Also the availability of
electromagnetic actuator is very low. But these system gives confidence to the driver.

1.1 Problem Definition

We have observed that, it is found to be difficult to change the gears with foot in
traffic areas, physically challenged people to travel on some road conditions like hilly
areas, faulty road conditions, etc. The learning people are feeling tensed to change the
gear with foot. Also for two wheeler vehicles if we are driving vehicle at high speed we
face trouble to shift the gears. Abrupt stopping of the engine in traffic due to poor
handling of clutches is also a major issue.

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1.2 Objectives of the Project

1. The main objective of this project is to shift gear changing system from leg
operated to hand operating using switches in vehicle.
2. It helps handicaps to use gear vehicles.
3. A crowded road on a hill or a sudden detour makes a lot of tension on the driver.
One of the difficulties in this situation is to choose the right reduction ratio and
engaging it at the right time.
4. Gear shifting mechanism must be easy to use and workable, these demands are
very important especially for small cars used by special needs people.

1.3 Scope of the Project

1. The design fabrication of button operated electromagnetic gear shifting

mechanism in two wheelers is an improvement and existing ones.
2. It is carried out to benefit the users continently, physically and comfortably such
that when a little effort is exerted, a greater output (movement) is achieved as a
result.
3. These type of mechanism is mostly useful for the physically challenged people.
4. In this project lever operated mechanism is replaced by using solenoids
(electromagnetic coils).
5. The project goal is to provide good and comfortable driving conditions for
people considered to be physically challenged (disabled), to travel themselves
easily.

1.4 Methodology
1. The current technique used is studied.
2. The modification or the improvements that can be done are analysed.
3. The requirements for the project model are studied.
4. The 2D layout of the model is first designed roughly.
5. The fabrication of the project is done.

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 CHAPTER 2
LITERATURE SURVEY
2. LITERATURE SURVEY

David G. Funk, Sr.; Deborah J. Funk, “PUSHBUTTON SOLENOID SHIFTER”,

Jun. 6, 2000

A Solenoid actuated transmission shifting apparatus is provided for temporary or

permanent installation in automobiles with conventional, H-pattern-type manual
transmissions or automatic transmissions and also for use with motorcycle
transmissions. The shifting apparatus allows for both upshifting and downshifting
through the transmission gears by pressing pushbuttons mounted on the Steering wheel,
handlebar or dashboard.

Dale Walker, “ELECTRIC SOLENOID SHIFTER”, Oct. 17, 2000

An electric Solenoid shifter for motorcycles for clutch less shifting of the motorcycle by
pushing a button mounted on the handlebars of the motorcycle includes a Solenoid
mounting plate for Securing a Solenoid to the motorcycle and a micro-switch which is
operably linked to the Solenoid and mounted on the motorcycle. A cable clamp for
securing a Solenoid cable is secured to the Solenoid and a spring is secured to the cable
clamp and to a Solenoid cable bracket. A. locknut is secured to the Solenoid cable
bracket and a cable adjuster element is secured to the locknut. A gear shifter cable
bracket assembly is operably secured to the Solenoid cable and to a clevis, with the
clevis being mounted to the motorcycle. An electric interrupt element for controllably
interrupting the ignition System of the motorcycle is secured to the motorcycle and
operably linked to the micro Switch and to a toggle Switch. A control button is secured
to the handlebars of the motorcycle for controlling the solenoid. The control button is
operably linked to a relay element and to the Solenoid.

Eric J. Nesseth, “ELECTROMECHANICAL SHIFTING APPARATUS”, May 20,

2004

The invention is an electromechanical shifting apparatus primarily for use on a multi

Speed, Straddle-type vehicle, but applicable to any vehicle having a transmission that
shifts via a pivot shaft. The electromechanical shifting apparatus consists of six main
parts: Switch, Switch bracket, actuator, mounting bracket, shift linkage, and wiring
harness. The electromechanical shifting apparatus attaches to the machine using various
other pieces. Mounting hardware, dependent on the applicatio n.

Chethanj, Darshan Naik, Lakshmikesari, Mahanthesh S, Indian Institute of

Science Campus Bangalore -560012, “DESIGN AND FABRICATION OF
AUTOMATED MANUAL GEAR TRANSMISSION IN MOTOR BIKES”. 2105-
16

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.

P. Ruthpriyanka, Assistant Professor, Department of Automobile Engineering,

PACE Institute of Technology & Sciences, Ongole, Andhra Pradesh, India. R.
Divyabharathi, Assistant professor, Departme nt of Automobile Engineering,
PACE Institute of Technology & Sciences, Ongole, Andhra Pradesh, India.,
“FABRICATION OF BUTTON OPERATED ELECTROMAGNETIC GEAR
SHIFTING IN TWO WHEELER”, OCT 2019

A “BUTTON OPERATED ELECTROMAGNETIC GEAR SHIFTING IN TWO

WHEELER” which helps to know how to achieve low cost automation. The application
of electromagnetic coil produces smooth operation. By using more techniques, they can
be modified and developed according to the applications. Working in this area has
provides a lot of practical knowledge regarding, planning, purchasing, assembling and
machining. The application of electro- magnetic coil produces smooth operation. Even
though the initial cost of button operated electro- magnetic gear shifting system is very
high, but it is very much useful for two wheelers, car owners & auto-garages. By using
more techniques, this design can be modified and developed according to the
applications.

Amol Shitole1, Pavan Kotari2, Poonam Magdum3, Omkar Sutar4 , Swapnil

Toraskar5 and Prajakta R. Patil6, Department of Mechanical Engineering, Sou.
Sushila Danchand Ghodawat Charitable Trust’s Sanjay Ghodawat Group of
Institutions, Atigre, Maharashtra, India “SOLENOID OPERATED GEAR
SHIFTING MECHANISM FOR TWO WHEELER”, 2018

This project is most useful for handicap persons those who cannot drive the two
wheelers because due to gear shifting problem. Hence the gear shifting mechanism is
developed and modified according to their requirement. The application of this gear
shifting mechanism leads to make the driving process for driver easier, reduces the risk
of destabilizing, the chance of miss shifting. Due to this mechanism driver can
concentrate on road rather giving concentration of gear shifting and easily drive in traffic
areas.

Muthu raj.M1 , Bharath R2 , Kirupahar P3 , Manigandan G4 , Manikandan T5 ,

1 Assistant Professor, Mechanical Engineering, Vidyaa Vikas College of
Engineering and Technology, Tamil Nadu, India 2,3,4,5 UG Scholar Mechanical
Engineering, Vidyaa Vikas College of Engineering and Technology, Tamil Nadu,
India ‘”DESIGN AND FABRICATION OF BUTTON OPERATED
ELECTROMAGNETIC GEAR CHANGER FOR FOUR STROKE PETROL
ENGINE TWO WHEELER VEHICLE”

This project is made with pre-planning, that provides a lot of practical knowledge
regarding, planning, purchasing, assembling and machining. The application of electro-
magnetic coil produces smooth operation. Even though the initial cost of button operated
electro-magnetic gear shifting system is very high, but it is very much useful for two
wheelers, car owners & auto-garages. By using more techniques, this design can be
modified and developed according to the applications. This project also helped us to
know the periodic steps in completing a project work. And let to know the s trength of
team work.

Vishal Rajendra Kumar¹,¹Student, Dept. of Mechanical Engineering, PSG College

of Technology, Coimbatore, India, Subramaniam S S²,Student, Dept. of
Instrumentation and Control Systems Engineering, PSG College of Technology,
Coimbatore, India, Prasanth S³, Student, Dept. of Automobile Engineering, PSG
College of Technology, Coimbatore India, “ELECTRIC SOLENOID GEAR
SHIFTING SYSTEM FOR FORMULA SAEVEHICLES” , AUG 2017

The FSAE car is powered by a single cylinder, four stroke engine with a displacement
of 510.4 cubic centimeters. The transmission is a six-speed gear box. The previous
version of the FSAE car used mechanical lever mounted inside the cockpit for shifting
the gears. The driver had to take his hands off the steering wheel to shift the gears which
reduced the performance of the driver as stated earlier. Hence a steering mounted button
shifter will allow the driver to shift through the gears without taking his hands off the
steering wheel, thereby having the maximum maneuverability of the car. The actuation
of the gear lever can be achieved through different systems.

Mr. Mayuresh N. Pote, Student, Departme nt Of Mechanical Engineering,

Shivajirao S. Jondhle College of Engineering & Technology, Asangaon,
Maharashtra, India, AUTOMATED GEAR TRANSMISSION IN TWO
WHEELERS USING EMBEDDED SYSTEM”, AUG 2018

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.

Ambar Gupta, University of Petroleum and Energy Studies 21, Kila street
Kashipur, Uttarakhand., Kundan Kumar, University of Petroleum and Energy
Studies New area, Beldari Tola, Mantubhawan, Gaya, Bihar, Abhishek Swarup,
University of Petroleum and Ene rgy Studies Subhash Nagar, Ward No. 7, Bazpur,
Uttarakhand, Abhishar Rana, University of Petroleum and Ene rgy studies 376-7c,
Baurari, New Tehri, Uttarakhand “AUTOMATIC GEAR SHIFTING
MECHANISM IN TWO WHEELERS”, April 2017

This system is flexible and can be implemented on a motorcycle available in the Indian
market without any modification. The motorcycle manufacturing can also use the
system in their vehicles because it can be easily fitted to the motorcycle and there is no
need of internal modification of the gear system. By installing this low cost system in
their motorcycle. Companies may also be able to increase their sale due to availability
of these new features. This will also help in improving fuel economy in addit ion to
improving the parts lifetime.

A. A. Jadhav, B. S. Sali, S. S. Kale, P. S. Lipate, O. A. Dhumal, “Study of BUTTON

OPERATED GEAR SHIFTING SYSTEM”, SEPT. 2017

Gear shifting mechanism plays an important role in conservation of fuel and energy.
This all can be achieved by pneumatic button operated gear shifting mechanism. This
study is focussed on pneumatic system and its design for gear shifting mechanism. There
are different methods of button operated gear shifting mechanism but study compares
the methods that are used in pneumatic button operated gear shifting which is operated
by pneumatic system in which air as working fluid and another one is electro- magnetic
button operated gear shifting which works on the principle of electro- magnet. In this
way these two systems will help us to change the gear as per desired speed with
minimum efforts and reduces time delays. The advance technique in gear shifting
mechanism leads to flexibility and easiness for human. Button operated gear shifting
mechanism is more significant for physically handicapped users. This system gives
more benefits and reduces time delay in gear shifting.
D. Mangeelal1, Associate Professor, Departme nt of Mechanical Engineering,
J.B.Institute of Engineering &Technology, Yenkapally, Moinabad (M), R.R. (Dist),
Hyde rabad-500075, India, P. Ravikanth Raju2 , Associate Professor, Departme nt
of Mechanical Engineering, Malla Reddy College of Engineering & Technology,
Maisammaguda, Dhulapally (Post), Secunderabad - 500 100, India, K. Nagendra
Kumar3, Associate Professor, Departme nt of Mechanical Engineering, Bhaskar
Engineering College, Yenkapally, Moinabad (M), R.R. (Dist), Hyde rabad-500075,
India, P.Amani4, M.Tech Student, Department of Mechanical Engineering,
J.B.Institute of Engineering &Technology, Yenkapally, Moinabad (M), R.R. (Dist),
Hyde rabad-500075, India, “BUTTON OPERATED ELECTRO-
MAGNETICGEAR SHIFTING SYSTEM”

There are disclosed an automatic gear change control apparatus for an automobile and
a method of controlling such apparatus. A rotational output of an internal combustion
engine is connected to drive wheels of the automobile and a load device. When a gear
shifting- up of an automatic transmission is to be effected, the load applied by the load
device is increased, or the load is connected to an output rotation shaft of the engine via
a selectively connecting device, thereby reducing the rotational speed of the output
rotation shaft of the engine to a required level. In this work, two electromagnetic coils
are coupled to the gear rod of the two ends. The two buttons are used to activate the
electro-magnetic coil so that the gear will be shifted.
CHAPTER 3
THEORY
3. THEORY
3.1 Types of transmission

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

3.1.1 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.

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

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engine power to move the vehicle. One of the basic method is shown in Figure 3.1.1:
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 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.

Fig 3.1 Sliding Gear Transmission

3.1.2 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.

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 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.

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
CVT’s. 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 CVT’s.

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 Fig 3.2 Constant Variable Transmission Low and High Gear Ratio

3.2 Comparison between Manual and Automatic Transmission:

(i) 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.

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(ii) 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.

3.3 Other Types of Gear Shifter:

3.3.1 Manual Gear Shifter

The gear shifting in the bike is processed by the driver using the foot. It is a simple
mechanical system. The mechanism used for gear shifting is called synchronizer. The
synchronizer consists of three rigid bodies; sleeve, ring and gear. Basic purpose o f the
synchronizer is to engage the teeth of sleeve and gear which are rotating at different
speed during shifting of the gear.

Limitations

1. This type of gear shifting requires more effort by the rider.

2. It becomes difficult for handicapped people to use this type of gear shifter
mechanism.

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 Fig 3.3 Manual Gear Shifter

3.3.2 Pneumatic Gear Shifter Working Principle:

In this construction there are two pneumatic cylinders consisting of pistons on either
side of the vehicle pedal for engaging the gear. The cylinders are operated with the help
of a pressurized air coming from compressor and it is controlled by a control unit (micro
controller). This microcontroller (chip) is pre-programmed for working of the system.
The role of two pneumatic cylinders is one for increasing the gear speed and for
decreasing the gear speed. For the forward motion one cylinder is actuated & for the
reverse motion second cylinder is actuated.

Construction Details:

The two solenoid valves are connected to a compressor with the help of hoses of 6mm
from which pressurized air is extracted. The solenoid valves are followed by two
pneumatic cylinders with the help of air hoses. The cylinders are followed by a clutch
pedal. Next to the clutch pedal gear box and a motor arra ngement is present. The
construction also includes a proximity sensor which senses the speed of the wheel. The
precise signals are sent to the solenoid valves by the control unit through the relays.
Therefore the input is speed of the wheel sensed by a sensor and the output is shifting
of gear accordingly. The power to the control unit is supplied from the 12V battery. On
the other hand the shifting of gear can be monitored on an LCD. It also consists of DC
motor, ATMEGA Development board, speed regulator (accelerator), transformer etc.
The following fig. explains briefly about the construction of the pneumatic gear changer
incorporated in induction motors:

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 Fig 3.4 Construction of Pneumatic Gear Shifter

Components of Pneumatic Gear Shifter

1. Pneumatic cylinders
2. Programmable Logic Controller (PLC)-Micro Controller
3. Directional Control Valves (DCV)
4. An Electric Motor (to simulate a combustion engine rotation )
5. Transformer
6. 12 Volt DC power supply
7. Proximity Sensor
8. Liquid Crystal Display
9. Relays
10. Solenoid Valves

Limitations:

1. Hoses

2. Canisters

3. Consumables

4. More weight due to cylinder

5. System failure sometimes

6. More components costing more

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 CHAPTER 4
CONSTRUCTION AND
WORKING
4. CONSTRUCTION AND WORKING
The following are the parts of our assembly:

1. ELECTRIC LINEAR SOLENOIDS

The Solenoid is defined as energy converter which converts one form of energy
(electrical) into mechanical energy in a controlled form. Electromagnetic actuator which
converts electrical to magnetic field is called “Solenoid”. This system consists of an
electromagnetic system which will work on the principle of British scientist William
Sturgeon of electromagnet. An electric current flowing in a wire creates a magnetic field
around the wire. To concentrate the magnetic field of a wire, in an electromagnet the
wire is wound into a coil, with many turns of wire lying side by side. The magnetic field
of all the turns of wire passes through the center of the coil, creating a strong magnetic
field. Some simple mechanism is arranged with the electromagnet and will help us to
change the gear as per the desired speed.

Fig 4.1: Electric Linear Solenoid

2. BATTERY

Inside a lead-acid battery, the positive and negative electrodes consist of a group
of plates welded to a connecting strap. The plates are immersed in the electrolyte [50-
56], consisting of 8 parts of water to 3 parts of concentrated sulfuric acid. Each plate is
a grid or framework, made of a lead-antimony alloy. This construction enables the active
material, which is lead oxide, to be pasted into the grid. In manufacture of the cell, a
forming charge produces the positive and negative electrodes. In the forming process,
the active material in the positive plate is changed to lead peroxide (PbO2). The negative
electrode is spongy lead (Pb). Automobile batteries are usually shipped dry from the
manufacturer. The electrolyte is put in at the time of installation, and then the battery is
charged to from the plates. With maintenance- free batteries, little or no water need be
added in normal service. Some types are sealed, except for a pressure vent, without
provision for adding water.

Fig 4.2: Battery

3. PUSH BUTTON SWITCHES

Momentary SPST (Single Pole Single Throw) Normally Open switches are used
for triggering the gear shift. Two of these switches are mounted on the steering wheel.
Trigger signal has to be generated only when the driver presses the switches, hence
momentary normally open switches are used.
 Fig 4.3: Push Button

WORKING PRINCIPLE

The solenoid simply works on the principle of “electromagnetism”. When the

current flow through the coil magnetic field is generated in it, if you place a metal core
inside the coil the magnetic lines of flux is concentrated on the core which increases the
induction of the coil as compared to the air core.

Fig. 4.4: Electromagnetic Waves in Solenoid

In simple language, an electric current through the coil creates a magnetic field.
The magnetic field exerts an upwards force on the plunger opening the orifice. This is
the basic principle that is used to open and close solenoid valves.
WORKING

Two push buttons are mounted on the handle. The buttons are ergonomically
positioned according to the driver’s comfort. One button is used for up shifting while
the other is used for downshifting. There are two electric solenoids which are connected
to the input gear level of the gearbox in the rear engine cabin. The trigger signal from
the push buttons is fed into the corresponding solenoid. The functioning of the system
can be understood from the handle mounted setup aids the shifting of the gear without
the driver taking his hands off the handle.

The two electric solenoids are connected to the input gear lever of the gearbox as
shown in when the microcontroller sends a signal to the solenoid, it activates the
corresponding solenoid and pushes the gear lever and shifting takes place. Similarly,
when the driver wants to downshift the down-shift button is pressed. The signal then
activates the other solenoid which pulls the gear lever.

Fig.4.5: Block Diagram

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 CHAPTER 5
PROCESS SHEET
5. PROCESS SHEET

5.1 Cutting:
Cutting is the separation or opening of a physical object, into two or more
portions, through the application of an acutely directed force. Implements commonly
used for cutting are the knife and saw, or in medicine and science the scalpel and
microtome. However, any sufficiently sharp object is capable of cutting if it has a
hardness sufficiently larger than the object being cut, and if it is applied with sufficient
force. Even liquids can be used to cut things when applied with sufficient force (see
water jet cutter). The material as our required size. The machine used for this operation
is power chop saw. A power chop saw, also known as a drop saw, is a power tool used
to make a quick, accurate crosscut in a work piece at a selected angle. Common uses
include framing operations and the cutting of moldings. Most chop saws are relatively
small and portable, with common blade sizes ranging from eight to twelve inches.

Fig.5.1: Cutting

5.2 Welding

Welding is a fabrication or sculptural process that joins materials, usually metals

or thermoplastics, by using high heat to melt the parts together and allowing them to
cool causing fusion. Welding is distinct from lower temperature metal-joining
techniques such as brazing and soldering, which do not melt the base metal. In addition

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to melting the base metal, a filler material is typically added to the joint to form a pool
of molten material(the weld pool) that cools to form a joint that, based on weld
configuration (butt, full penetration, fillet, etc.), can be stronger than the base material
(parent metal). Pressure may also be used in conjunction with heat, or by itself, to
produce a weld. Welding also requires a form of shield to protect the filler metals or
melted metals from being contaminated or oxidized.

5.3 Drilling

Drilling is a cutting process that uses a drill bit to cut a hole of circular cross-
section in solid materials. The drill bit is usually a rotary cutting tool, often multi-point.
The bit is pressed against the work-piece and rotated at rates from hundreds to thousands
of revolutions per minute. This forcesthe cutting edge against the work-piece, cutting
off chips(swarf) fromthe hole as it is drilled. In rock drilling, the hole is usually not
made through a circular cutting motion, though the bit is usually rotated. Instead, the
hole is usually made by hammering a drill bit into the hole with quickly repeated short
movements. The hammering action can be performed from outside the hole
(top hammer drill) or within the hole (down-the-hole drill, DTH). Drills used for
horizontal drilling are called drifter drills.

Fig.5.2: Drilling

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 CHAPTER 6
DESIGN, CALCULATION AND
ANALYSIS
6. DESIGN, CALCULATION AND ANLYSIS
INPUT DATA:
• Lever length: 11 mm

• Force required to change the gear:

1) For upshift:
From Gear To Gear Force
number number kg

N 1 10

1 2 11.5

2 3 10

3 4 11

4 5 10

5 6 11

Table 6.1

2) For downshift:

From Gear To Gear Force

number number kg

6 5 11

5 4 11

4 3 10

3 2 11

2 1 11.5

1 N 11

Table 6.2
Force Calculation:
• Maximum Force (Newton):

F (max) = force (kg) * g

Where g = gravity

F (max) = 11.5*9.81
F (max) = 112.815 N

• Minimum Force (Newton):

F (min) = force (kg) * g

Where g = gravity

F (min) = 10*9.81

F (min) = 98.1 N

Torque Calculation:
• Maximum Torque

T (max) = F(max) *L

Where, T (max) = Maximum Torque

F (max) = Maximum Force (Newton)
L = Length of lever (mm)

T (max) = 112.81*110
T (max) = 12409.6 N-mm

• Minimum Torque

T (min) = F (min)*L

Where,
T (min) = Maximum Torque
F (min) = Maximum Force (Newton)
L = Length of lever (mm)

T (min) = 98.1*110
T (min) = 10791 N-mm

SOLENOID FORCE:

It is the load a solenoid can hold, pull or push at the starting point of its stroke.
This force can be varied depending on the design of the solenoid. • The formula for the
solenoid is given below:

(� × �) 2 ��
F = ----------------------
2
Where,

• �0= 4� × 10−7
• F= Solenoid force in Newtons.
• N= Number of turns.
• I= Current in Amps.
• A= Area of the solenoid.
• g= length of the gap between the solenoid and the piece of metal.
 CHAPTER 7
ANALYTICAL REPORT
7. ANALYTICAL REPORT

Analysis Based on Maximum Principle Stress

Analysis Based on Maximum Shear Stress

Contents
• Units
• Model (A4)
o Geometry
o PartBody
o Coordinate Systems
o mesh
• Static Structural (A5)
o Analysis Settings
o Loads
o Solution information
o Results
o Stress tool
o Safety Factor
• Material Data
o Stainless Steel

Units
Table 1

Unit System Metric (m, kg, N, s, V, A) Degrees rad/s Celsius

Angle Degrees
Rotational Velocity rad/s
Temperature Celsius
Model (A4)
Geometry

TABLE 2
Model (A4) > Geometry

Object Name Geometry

State Fully Defined
Definition
Source C:\Users\Suhas\Desktop\PLATE for Analysis 2.igs
Type Iges
Length Unit Meters
Element Control Program Controlled
Display Style Body Color
Bounding Box
Length X 2.e-003 m
Length Y 0.14 m
Length Z 1.e-002 m
Properties
Volume 2.6435e-006 m³
Mass 2.0487e-002 kg
Scale Factor Value 1.
Statistics
Bodies 1
Active Bodies 1
Nodes 2400
Elements 283
Mesh Metric None
Basic Geometry Options
Solid Bodies Yes
Surface Bodies Yes
Line Bodies No
Parameters Yes
Parameter Key DS
Attributes No
Named Selections No
Material Properties No
Advanced Geometry Options
Use Associativity Yes
Coordinate Systems No
Reader Mode Saves Updated File No
Use Instances Yes
Smart CAD Update No
Compare Parts On Update No
Attach File Via Temp File Yes
 Temporary Directory C:\Users\Suhas\AppData\Local\Temp
Analysis Type 3-D
Mixed Import Resolution None
Decompose Disjoint Geometry Yes
Enclosure and Symmetry Processing Yes

TABLE 2
Model (A4) > Geometry >
Parts
Object Name PartBody
State Meshed
Graphics Properties
Visible Yes
Transparency 1
Definition
Suppressed No
Stiffness Behavior Flexible
Coordinate System Default Coordinate System
Reference Temperature By Environment
Material
Assignment Stainless Steel
Nonlinear Effects Yes
Thermal Strain Effects Yes
Bounding Box
Length X 2.e-003 m
Length Y 0.14 m
Length Z 1.e-002 m
Properties
Volume 2.6435e-006 m³
Mass 2.0487e-002 kg
Centroid X 1.e-003 m
Centroid Y -1.6112e-006 m
Centroid Z -3.2366e-005 m
Moment of Inertia Ip1 3.2254e-005 kg·m²
Moment of Inertia Ip2 1.8302e-007 kg·m²
Moment of Inertia Ip3 3.2084e-005 kg·m²
Statistics
Nodes 2400
Elements 283
Mesh Metric None
Coordinate Systems
TABLE 4
Model (A4) > Coordinate Systems > Coordinate System
Object Name Global Coordinate System
State Fully Defined
Definition
Type Cartesian
Coordinate System ID 0.
Origin
Origin X 0. m
Origin Y 0. m
Origin Z 0. m
Directional Vectors
X Axis Data [ 1. 0. 0. ]
Y Axis Data [ 0. 1. 0. ]
Z Axis Data [ 0. 0. 1. ]

Mesh
TABLE 5
Model (A4) > Mesh
Object Name Mesh
State Solved
Defaults

Physics Preference Mechanical

Relevance 0
Sizing

Use Advanced Size Function Off

Relevance Center Fine
Element Size Default
Initial Size Seed Active Assembly
Smoothing Medium
Transition Fast
Span Angle Center Coarse
Minimum Edge Length 2.e-003 m
Inflation

Use Automatic Inflation None

Inflation Option Smooth Transition
Transition Ratio 0.272
Maximum Layers 5

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 Growth Rate 1.2
Inflation Algorithm Pre
View Advanced Options No
Patch Conforming Options
Triangle Surface Mesher Program Controlled
Patch Independent Options
Topology Checking Yes
Advanced
Number of CPUs for Parallel Part Meshing Program Controlled
Shape Checking Standard Mechanical
Element Midside Nodes Program Controlled
Straight Sided Elements No
Number of Retries Default (4)
Extra Retries For Assembly Yes
Rigid Body Behavior Dimensionally Reduced
Mesh Morphing Disabled
Defeaturing
Pinch Tolerance Please Define
Generate Pinch on Refresh No
Automatic Mesh Based Defeaturing On
Defeaturing Tolerance Default
Statistics
Nodes 2400
Elements 283
Mesh Metric None

Static Structural (A5)

TABLE 6
Model (A4) > Analysis

Object Name Static Structural (A5)

State Solved
Definition
Physics Type Structural
Analysis Type Static Structural
Solver Target Mechanical APDL
Options
Environment Temperature 22. °C
Generate Input Only No

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 TABLE 7
Model (A4) > Static Structural (A5) > Analysis Settings

Object Name Analysis Settings

State Fully Defined
Step Controls

Number Of Steps 1.
Current Step Number 1.
Step End Time 1. s
Auto Time Stepping Program Controlled
Solver Controls
Solver Type Program Controlled
Weak Springs Program Controlled
Inertia Relief Off
Restart Controls
Generate Restart Points Program Controlled
Retain Files After Full Solve No
Nonlinear Controls
Force Convergence Program Controlled
Moment Convergence Program Controlled
Displacement Convergence Program Controlled
Rotation Convergence Program Controlled
Line Search Program Controlled
Output Controls
Stress Yes
Strain Yes
Nodal Forces No
Contact Miscellaneous No
General Miscellaneous No
Store Results At All Time Points
Analysis Data Management
Solver Files Directory C:\Users\Suhas\Documents\SS Analysis_files\dp0\SYS\MECH\
Future Analysis None
Scratch Solver Files Directory
Save MAPDL db No
Delete Unneeded Files Yes
Nonlinear Solution No
Solver Units Active System
Solver Unit System mks

TABLE 8
Model (A4) > Static Structural (A5) > Loads

Object Name Remote Displacement Force

State Fully Defined
Scope

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 Scoping Method Geometry Selection
Geometry 2 Faces
Coordinate System Global Coordinate System
X Coordinate 1.e-003 m
Y Coordinate -4.3989e-020 m
Z Coordinate 0. m
Location Defined
Definition
Type Remote Displacement Force
X Component 0. m (ramped) 0. N (ramped)
Y Component 0. m (ramped) 0. N (ramped)
Z Component 0. m (ramped) 150. N (ramped)
Rotation X Free
Rotation Y 0. ° (ramped)
Rotation Z 0. ° (ramped)
Suppressed o

Behavior Deformable
Define By Components
Coordinate System Global Coordinate System
Advanced

Pinball Region All

FIGURE 1
Model (A4) > Static Structural (A5) > Remote Displacement

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 FIGURE 2
Model (A4) > Static Structural (A5) > Force

Solution (A6)
TABLE 9
Model (A4) > Static Structural (A5) > Solution

Object Name Solution (A6)

State Solved
Adaptive Mesh Refinement
Max Refinement Loops 1.
Refinement Depth 2.
Information
Status Done

TABLE 10
Model (A4) > Static Structural (A5) > Solution (A6) > Solution Information

Object Name Solution Information

State Solved
Solution Information
Solution Output Solver Output
Newton-Raphson Residuals 0

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 Update Interval 2.5 s
Display Points All
FE Connection Visibility
Activate Visibility Yes
Display All FE Connectors
Draw Connections Attached To All Nodes
Line Color Connection Type
Visible on Results No
Line Thickness Single
Display Type Lines

TABLE 11
Model (A4) > Static Structural (A5) > Solution (A6) > Results

Object Name Maximum Principal Stress Maximum Shear Stress

State Solved
Scope
Scoping Method Geometry Selection
Geometry All Bodies
Definition
Type Maximum Principal Stress Maximum Shear Stress
By Time
Display Time Last
Calculate Time History Yes
Identifier
Suppressed No
Integration Point Results
Display Option Averaged
Average Across Bodies No
Results
Minimum -1.3663e+007 Pa 3.4308e+005 Pa
Maximum 1.6825e+008 Pa 8.977e+007 Pa
Minimum Value Over Time
Minimum -1.3663e+007 Pa 3.4308e+005 Pa
Maximum -1.3663e+007 Pa 3.4308e+005 Pa
Maximum Value Over Time
Minimum 1.6825e+008 Pa 8.977e+007 Pa
Maximum 1.6825e+008 Pa 8.977e+007 Pa
Information
Time 1. s
Load Step 1
Substep 1
Iteration Number 1

TABLE 12
Model (A4) > Static Structural (A5) > Solution (A6) > Stress Safety Tools

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 Object Name Stress Tool
State Solved
Definition
Theory Max Shear Stress
Factor 0.5
Stress Limit Type Tensile Yield Per Material

TABLE 13
Model (A4) > Static Structural (A5) > Solution (A6) > Stress Tool > Results

Object Name Safety Factor

State Solved
Sco e
Scoping Method Geometry Selection
Geometry All Bodies
Defini ion
Type Safety Factor
By Time
Display Time Last
Calculate Time History Yes
Identifier
Suppressed No
Integration P int Results
Display Option Averaged
Average Across Bodies No
Resu ts
Minimum 1.153
Minimum Value Over Time
Minimum 1.153
Maximum 1.153
Maximum Value Over Time
Minimum 15.
Maximum 15.
Inform tion
Time 1. s
Load Step 1
Substep 1
Iteration Number 1

Material Data
Stainless Steel

TABLE 14
Stainless Steel > Constants

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 Density 7750 kg m^-3
Coefficient of Thermal Expansion 1.7e-005 C^-1
Specific Heat 480 J kg^-1 C^-1
Thermal Conductivity 15.1 W m^-1 C^-1
Resistivity 7.7e-007 ohm m

TABLE 15
Stainless Steel > Compressive Ultimate Strength
Compressive Ultimate Strength Pa
0

TABLE 16
Stainless Steel > Compressive Yield Strength
Compressive Yield Strength Pa
2.07e+008

TABLE 17
Stainless Steel > Tensile Yield Strength
Tensile Yield Strength Pa
2.07e+008

TABLE 18
Stainless Steel > Tensile Ultimate Strength
Tensile Ultimate Strength Pa
5.86e+008

TABLE 19
Stainless Steel > Isotropic Secant Coefficient of Thermal Expansion
Reference Temperature C
22

TABLE 20
Stainless Steel > Isotropic Elasticity
Temperature C Young's Modulus Pa Poisson's Ratio Bulk Modulus Pa Shear Modulus Pa
1.93e+011 0.31 1.693e+011 7.3664e+010

TABLE 21
Stainless Steel > Isotropic Relative Permeability
Relative Permeability
1

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• Cad Models of Shifter Assembly :

Fig.7.1 Cad Models of Shifter Assembly

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 CHAPTER 8
MERITS, DEMERITS AND
APPLICATIONS
8. MERITS, DEMERITS AND APPLICATIONS
MERITS

• It requires simple maintenance cares.

• Automatic method.
• System is helpful for the drive.
• Avoid fear while driving the vehicle.
• Quick respond is achieved.
• Simple in construction.
• Easy to maintain and repair.
• Continuous operation is possible without stopping.
• The safety system for automobile.
• Checking and cleaning are easy, because of the main parts are screwed.
• Easy to Handle.
• Cost of the unit is less.
• Replacement of parts is easy.

DEMERITS

• If the solenoid is failed, it can’t be repaired. We have to replace it.

APPLICATIONS

• Implementation in Formula Student racing car.

• Implementation in high speed Automobiles.
• It can be used in any bikes using different mounting methods.
• It can be used for handicapped drivers.
• It can be used in bikes used for racing in competitions like MotoGP
championships.
• It is applicable in all types of two wheeler vehicles.
 CHAPTER 9
MATERIAL SELECTION
9. MATERIAL SELECTION
FACTORS DETERMINING THE CHOICE OF MATERIALS:
The various factors which determine the choice of material are discussed below.

1) Properties: The material selected must possess the necessary properties for
the proposed application. The various requirements to be satisfied can be
Weight, surface finish, rigidity, ability to withstand environmental attack
from chemicals, service life, reliability etc.
The following four types of principle properties of materials decisively
affect their selection
a) Physical
b) Mechanical
c) From manufacturing point of view
d) Chemical
The various physical properties concerned are melting point, thermal
Conductivity, specific heat, coefficient of thermal expansion, specific
gravity, electrical conductivity, magnetic purposes etc. The various
Mechanical properties Concerned are strength in tensile, Compressive
shear, bending, torsional load and buckling load, fatigue resistance, impact
resistance, elastic limit, endurance limit, and modulus of elasticity,
hardness, wear resistance and sliding properties. The various properties
concerned from the manufacturing point of view are,
a) Cast ability
b) Weld ability
c) Forge ability
d) Surface properties
e) Shrinkage
f) Deep drawing etc.

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2) Manufacturing case:
Sometimes the demand for lowest possible manufacturing cost or surface
qualities obtainable by the application of suitable coating substances may
demand the use of special materials.

3) Quality Required:
This generally affects the manufacturing process and ultimately the
material. For example, it would never be desirable to go casting of a less
number of components which can be fabricated much more economically
by welding or hand forging the steel.

4) Availability of Material:
Some materials may be scarce or in short supply, it then becomes obligatory
for the designer to use some other material which though may not be a
perfect substitute for the material designed. The delivery of materials and
the delivery date of product should also be kept in mind.

5) Space consideration:
Sometimes high strength materials have to be selected because the forces
involved are high and space limitations are there.

6) Cost:
As in any other problem, in selection of material the cost of material plays
an important part and should not be ignored. Sometimes factors like scrap
utilization, appearance, and no maintenance of the designed part are
involved in the selection of proper materials.

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 CHAPTER 10
ESTIMATED COSTING
10. ESTIMATED COSTING

Components/Parts Quantity Prise (Rs.)

Electric Linear 2 7500
Solenoid
Battery(12V) 1 2400
Push Button Switches 2 80
Connecting Wires 10 m 180
other 840

TOTAL=11000

Table: 10.1
CHAPTER 11
CONCLUSION
11. CONCLUSION
We have done to our ability and skill making maximum use of available facilities.
In conclusion remarks of our project work, let us add a few more lines about our
impression project work. Thus we have developed a “BUTTON OPERATED
ELECTROMAGNETIC GEAR SHIFTING IN TWO WHEELER” which helps to know
how to achieve low cost automation. The application of electro-magnetic coil.

Produces smooth operation. By using more techniques, they can be modified and
developed according to the applications. Working in this area has provides a lot of
practical knowledge regarding, planning, purchasing, assembling and machining. The
application of electro- magnetic coil produces smooth operation. Even though the initial
cost of button operated electro- magnetic gear shifting system is very high, but it is very
much useful for two wheelers, car owners & auto-garages. By using more techniques,
this design can be modified and developed according to the applications.

This project is most useful for handicap persons those who cannot drive the two
wheelers because due to gear shifting problem. Hence the gear shifting mechanism is
developed and modified according to their requirement. The application of this gear
shifting mechanism leads to make the driving process for driver easier, reduces the risk
of destabilizing, the chance of miss shifting. Due to this mechanism driver can
concentrate on road rather giving concentration of gear shifting and easily drive in traffic
areas.
CHAPTER 12
REFERENCES
12. REFERENCES
1. “Design and Fabrication of Automated Manual Gear Transmission in Motor
Bikes” CHETHAN J, DARSHAN NAIK, LAKSHMI KESARI,
MAHANTHESH S.
2. “BUTTON OPERATING GEAR CHANGING SYSTEM IN 4 STROKE
PETROL NGINE” Mr. SHRIKANTH Ms. SOUJANYA N M Ms. SWATHI
V S Mr. SIRAJ AGASIBAGIL
3. “FABRICATION OF BUTTON OPERATED ELECTRO-MAGNETIC
GEAR SHIFTING SYSTEM” Uma Shankar S1, D Mohan Kumar
4. “FABRICATION OF BUTTON OPERATED ELECTROMAGNETIC
GEAR SHIFTING IN TWO WHEELER” 1 P.RUTH PRIYANKA,
2R.DIVYA BHARATHI
5. “Development of an Intuitive Shift-by-Wire Gear Selector” LENA
ANDERSSON & SOFIA LENSHOF
6. “Gearshift Control for Automated Manual Transmissions” Luigi Glielmo,
Member, IEEE, Luigi Iannelli, Member, IEEE, Vladimiro Vacca, and
Francesco Vasca, Member, IEEE
7. “DESIGN AND EVALUATION OF AN AUTOMATIC GEAR-
SHIFTING SYSTEM FOR MANUAL WHEELCHAIRS” SCOTT
CHRISTOPHER DAIGLE
8. “BUTTON OPERATED ELECTROMAGENETIC GEAR CHANGER
FOR TWO WHEELER”
9. “BUTTON OPERATED GEAR SHIFTING MECHANISM IN TWO
WHEELER” AJAI. P. S. AJITH.G , ARUN.A , SUJITH.S
10. “DESIGN AND FABRICATION OF BUTTON OPERATED GEAR
SHIFTER IN TWO WHEELER USING SOLENOID ACTUATOR”
KETAN RANANAVARE ABHISHEK RANE NAGESH RATHOD
MANALI REDKAR
11. “Analysis and Design of a Gear Shifting Mechanism for Transmission
Based Actuators” Kalyana Bhargava Ganti University of Tennessee –
Knoxville “Solenoid Operated Gear Shifting Mechanism for Two Wheeler”
 Amol Shitole1, Pavan Kotari2 , Poonam Magdum3 , Omkar Sutar4 ,
Swapnil Toraskar5 and Prajakta R. Patil6
12. “Button Operated Gear Shifter in Two Wheeler using Stepper Motor”
Pawan R. Gurav1 , Rajesh M.Mhatre2 ,Deepak B. Pal3 , Sahil R.Satvilkar4
,Geeta J. karmarkar5
13. “Fabrication of button operated electro- magnetic gear shifting system and
increasing the efficiency of IC engine by using hydrogen fuel” T.
Venkateshan1 , M. Manoj2 , S. Pravin Kumar2 , R. Prakashbabu2

14. “Design and Fabrication of Hand Operated Gear Shifting Mechanism”

Akshyakumar. Puttewar Pratik Kadu Narendra Sontakke3 SanketMahulkar,
Sumit Bawaria.