“Design and Fabrication of Automated Manual Gear Transmission in Motor Bikes” (Ref No: 39S BE 1837)

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“Design and Fabrication of Automated Manual Gear Transmission in Motor Bikes” (Ref no: 39S_BE_1837)

A Project sponsored by

KARNATAKA STATE COUNCIL FOR SCIENCE AND TECHNOLOGY

INDIAN INSTITUTE OF SCIENCE CAMPUS

BANGALORE -560012

In partial fulfilment

Submitted by

CHETHAN J 1KG12ME012 DARSHAN NAIK 1KG12ME014 LAKSHMI KESARI 1KG12ME024 MAHANTHESH S 1KG12ME028

Under the Guidance of

Mr. AKASHDEEP B N Asst. Professor Department of Mechanical Engineering K.S.S.E.M, Bengaluru

Department of Mechanical Engineering K.S. School of Engineering and Management No. 15, Mallasandra, off Kanakapura Road, Bengaluru-560109 2015-16 K.S. School of Engineering and Management No. 15, Mallasandra, off Kanakapura Road, Bangalore-560109

Department of Mechanical Engineering

Certificate

This is to certify that the project work entitled Design and Fabrication of Automated Manual Gear Transmission In Motor Bikes is a bonafide work carried out by

CHETHAN J 1KG12ME012 DARSHAN NAIK 1KG12ME014 LAKSHMI KESARI 1KG12ME024 MAHANTHESH S 1KG12ME028 in partial fulfilment for the award of Bachelor of Engineering in Mechanical Engineering of Visvesvaraya Technological University, Belgaum, during the year 2015-16. It is certified that all the suggestions indicated during internal assessment have been incorporated in the report and this thesis satisfies the academic requirement in respect of project work prescribed for the degree.

______Name and Signature of Internal Head of the Department Principal/ Director Guide K.S. School of Engineering and Management No. 15, Mallasandra, off Kanakapura Road, Bangalore-560109

Department of Mechanical Engineering

Declaration

We, CHETHAN J 1KG12ME012 DARSHAN NAIK 1KG12ME014 LAKSHMI KESARI 1KG12ME024 MAHANTHESH S 1KG12ME028

the students of eight semester BE (Mechanical Engineering) declare that the project entitled Design and Fabrication of Automated Manual Gear Transmission In Motor Bikes is carried out by us at K.S. School of Engineering and Management as a partial fulfilment of academic requirement of BE in Mechanical Engineering under Visvesvaraya Technological University. The content in the thesis are original and are free from plagiarism and other academic dishonesty and are not submitted to any other University either partially or wholly for the award of any other degree.

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

1. 1KG12ME012 Chethan J

2. 1KG12ME014 Darshan Naik

3. 1KG12ME024 Lakshmi Kesari

4. 1KG12ME028 Mahanthesh S

Date: Bangalore Abstract

The recent survey shows that continuous variable transmission (CVT) are in demand compared to the gear featured bikes. CVT’s do not have the concept of meshing of gears which enhances a smooth ride, but the fuel efficiency is comparatively lesser when compared to the gear featured vehicles.

The main objective of our project is to automate the gear transmission in a gear featured bike to ease the driving and also to maintain the efficiency of the bike. This mechanism is used in auto-clutch featured bike to smoothen the gear meshing and can be implemented in clutch featured bike. The aim is to develop of automatic transmission system which shifts the gears with respect to the speed of the wheel. Simplifying the transmission and improving the fuel economy are the major objectives of our project. This technology is implemented in an auto-clutch featured bike which shifts the gears to eliminate the human interference and results in easy driving. Automation of gears transmission can be achieved by embedded system. Embedded system is a special purpose computer system. Embedded system is preferable because it can reduce the number of electrical components and probability of failure is minimum. It has easy interfacing. Either a microprocessor or a microcontroller is used in all the embedded systems. Microcontroller Atmel 89S52 is used in our project. Suitable software is used to write the assembly level language in the microcontroller. Embedded ‘C’ Language is written and stored in the ROM of the microcontroller.

By implementing this system into an auto-clutch feature bike, automatic transmission of gears while driving the motor bike can be achieved. This automated transmission can be controlled by the acceleration, since it is with respect to the speed of the bike. The fuel efficiency can be tested after fabricating the bike according the above mechanism. Contents

CHAPTER 1...... 1

INTRODUCTION ...... 1 1.1 Introduction to transportation and transmission...... 1 1.2 Types of transmission...... 2 1.2.1 Manual gear transmission ...... 2 1.2.2 Automatic Transmission ...... 4 1.3 Comparison between Manual and Automatic Transmission...... 6 1.3.1 Manual Transmission ...... 6 1.3.2 Automatic Transmission ...... 6 1.4 Automation of Manual Gear Transmission...... 7 1.4.1 Overview...... 7 1.4.2 Automation...... 7 1.4.3 Embedded System ...... 7 1.5 Components used in Automated Manual Gear Transmission...... 8 1.5.1 Proximity Sensor...... 8 1.5.2 LCD Display...... 9 1.5.3 Microcontroller...... 10 1.5.4 Relays...... 11 1.6 Automatic Transmission Manufacturers ...... 12

CHAPTER 2...... 13

LITERATURE REVIEW ...... 13 2.1 Present work on automatic gear shifting ...... 13 2.2 Microprocessor explained briefly...... 15 2.3 Review on literature survey...... 15 2.4 Aim, Objectives and Methodology ...... 16 2.5 Methodology: ...... 16

CHAPTER 3...... 17

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

CHAPTER 4...... 38

RESULTS AND DISCUSSIONS...... 38 4.1 Automated Manual Driving Mode ...... 38 4.2 Field Test Results ...... 40

CHAPTER 5...... 41

CONCLUSION AND FUTURE WORK ...... 41 5.1 Conclusion...... 41 5.2 Future Work ...... 41 5.2.1 Implementing in all gear featured bikes ...... 41 5.2.2 Using Torque sensor...... 42

REFERENCES ...... 43

ANNEXURE A...... 44

ANNEXURE B ...... 48 List of figures

Figure 1-1: Sliding Gear Transmission...... 3 Figure 1-2: Constant Mesh Transmission...... 4 Figure 1-3: Constant Variable Transmission Low and High Gear Ratio ...... 5 Figure 1-4: Proximity Sensor that senses metal objects ...... 9 Figure 1-5: LCD Display Unit with pin configurations...... 10 Figure 1-6: Pin Diagram of Atmel 89S52 Microcontroller...... 11 Figure 1-7: Circuit Diagram of Relay...... 12 Figure 3-1: Motor bike selected...... 17 Figure 3-2: Isometric and Front view of the Automated Manual Gear Shifting Mechanism.21 Figure 3-3: Geared DC Motor ...... 22 Figure 3-4: Complete electronic circuit attached to the bike...... 23 Figure 3-5: Proximity Sensor...... 24 Figure 3-6: Microcontroller and mounting board...... 25 Figure 3-7: Block Diagram of Atmel 89S52 ...... 26 Figure 3-8: LCD Display...... 31 Figure 3-9: Relay used to actuate the gear dc motor ...... 32 Figure 3-10 Keil μ vision software...... 33 Figure 3-11: willar programmer ...... 34 Figure 3-12: Flowchart of ‘C’ Program...... 36 Figure 4-1 : Fabricated Parts attached to the bike ...... 39 List of tables

Table 3-1: Bike specifications ...... 18 Table 3-2: Components in the circuit ...... 23 Table 3-3: Gear positioning with respect to rear wheel RPM ...... 30 Table 4-1: Tested up shifting conditions ...... 40 Table 4-2: Testing down shifting conditions...... 40 Nomenclature

ALE Address Latch Enable

AMT Automated Manual Transmission

CMOS Complementary Metal-Oxide Semiconductor

CVT Continuous Variable Transmission

D1 Diameter of gear at motor, mm

D2 Diameter of gear at lever, mm

EA External Access Enable

IIL Integrated Injection Logic

ISP In-System Programming

N1 Speed of the motor, rpm

PROG Program Pulse Input

PSEN Program Store Enable

RST Reset Input

SCADA Supervisory Control And Data Acquisition

TTL Transistor-Transistor Logic t1 No. of teeth on smaller gear. t2 No. of teeth on bigger gear

P1 Power of motor, kw

T1 Torque of motor, N-m

T2 Torque at the driven gear, N-m Introduction Chapter 1 Introduction

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

1.1 Introduction to transportation and transmission Transportation decisions impact many aspects of urban life. Young and old alike are affected by the viability and relative ease of travelling to destinations on foot, by bike, transit, or reliance on private vehicles. Transportation investments are arguably the single largest shaper of urban spaces and of development patterns. The safety, speed, and comfort for a particular mode of travel are a function of the investments that have been made in specific types of travel options. Regions, and parts of regions, vary considerably in terms of their supportiveness of travelling in ways that are health promoting (active) and environmentally sustainable.

Transmission system transmits mechanical power from the engine to give kinetic energy to the wheels. It is an interconnected system of gears, shafts, and other electrical gadgets that form a bridge to transfer power and energy from the engine to the wheels. The complete set up of the system helps to maintain the cruising speed of the vehicle without any disturbance to the performance. The oldest variant of the transmission system in India is the manual transmission that has undergone various modifications and alterations to form the present day automatic transmission.

A transmission or gearbox provides speed and torque conversions from a rotating power source to another device using different gear ratios. The transmission reduces the higher engine speed to the slower wheel speed, increasing torque in the process. A transmission will have multiple gear ratios with the ability to switch between them as speed varies. This switching may be done manually or automatically. Directional control may also be provided, such as forward and reverse gears.

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

In motor vehicle applications, the transmission will generally be connected to the crankshaft of the engine. The output of the transmission is transmitted through chain drive, which in turn gives motion the rear wheel.

Most modern gearboxes are used to increase torque while reducing the speed of a prime mover output shaft. This means that the output shaft of a gearbox will rotate at slower rate than the input shaft, and this reduction in speed will produce a mechanical advantage, causing an increase in torque.

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

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

Manual transmissions often feature a driver-operated clutch and a movable gear pedal. Most automobile manual transmissions allow the driver to select any forward gear ratio at any time, but some, such as those commonly mounted on motorcycles and some types of racing cars, only allow the driver to select the next-higher or next-lower gear. This type of transmission is sometimes called a sequential manual transmission.

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

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

There are two basic types of manual transmissions. The sliding-gear type and the constant mesh design. With the basic and now obsolete sliding-gear type, nothing is turning inside the transmission case except the main drive gear and cluster gear when the transmission is in neutral. In order to mesh the gears, apply engine power to move the vehicle. One of the basic methods is shown in Figure 1-1: Sliding Gear Transmission.

All modern transmissions are of the constant-mesh type, which still uses a similar gear arrangement as the sliding-gear type. However, all the main shaft gears are in constant mesh with the cluster gears as shown in Figure 1-2: Constant Mesh Transmission. This is possible because the gears on the main shaft are not splinted to the shaft, but are free to rotate on it. With a constant-mesh gearbox, the main drive gear, cluster gear and all the main shaft gears are always turning, even when the transmission is in neutral.

Figure 1-1: Sliding Gear Transmission

(Courtesy: www.nptel.ac.in)

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

Figure 1-2: Constant Mesh Transmission

(Courtesy: www.nptel.ac.in)

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

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

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

Besides the traditional hydraulic automatic transmissions, there are also other types of automated transmissions, such as Figure 1-3: Constant Variable Transmission Low and High Gear Ratio transmission system. That free from the driver from having to shift gears manually, by using the transmission's computer to change gear, if for example the driver were redlining the engine. Despite superficial similarity to other transmissions, traditional automatic transmissions differ significantly in internal operation and driver's feel from semi- automatics and 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.

Figure 1-3: Constant Variable Transmission Low and High Gear Ratio

(Courtesy: www.nptel.ac.in)

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

1.3 Comparison between Manual and Automatic Transmission

1.3.1 Manual Transmission 1. It is easier to build a strong manual transmission than an automatic one. This is because a manual system has one clutch to operate, whereas an automatic system has a number of clutch packs that function in harmony with each other. 2. Manual transmissions normally do not require active cooling, because not much power is dissipated as heat through the transmission. 3. Manual gearshifts are more fuel efficient as compared to their automatic counterpart. Torque convertor used to engage and disengage automatic gears may lose power and reduce acceleration as well as fuel economy. 4. Manual transmissions generally require less maintenance than automatic transmissions. An automatic transmission is made up of several components and a breakdown of even a single component can stall the car completely

1.3.2 Automatic Transmission

1. The manual transmission locks and unlocks different sets of gears to the output shaft to achieve the various gear ratios, while in an automatic transmission; the same set of gears produces all of the different gear ratios. 2. Automatic vehicles are easier to use, especially for the inexperienced driver. Manual system requires better driving skills, whereas with an automatic, the clever system does it all on its own. This holds a greater advantage for new and inexperienced drivers and also helps during congested traffic situations where it becomes difficult to change gears every second. 3. Automatic transmission requires less attention and concentration from the driver because the automatic gears start functioning as soon as the system feels the need of a gear change. For vehicles with manual gear shifts, the driver has to be more alert while driving and better coordinated. 4. There is no clutch pedal and gear shift in an automatic transmission car. Once you put the transmission into drive, everything else is automatic. 5. Automatic vehicles have better ability to control traction when approaching steep hills or engine braking during descents. Manual gears are difficult to operate on steep climbs.

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

1.4 Automation of Manual Gear Transmission

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

The designed automatic transmission is done in an auto-clutch featured bike which can be applied effectively and efficiently in a clutch featured bikes with suitable control techniques. The ultimate goal of our project is to transmit the gears without the human interference and to attain efficient, safe and easy driving in cost effective way.

1.4.2 Automation Automation is the use of control system to control a process replacing the human operators. It is a step beyond mechanization, where human operators are provided with the physical requirements of work.

Automation is now often applied primarily to reduce the human effort thereby to attain desired operation. Another major shift in automation is the increased emphasis on flexibility and convertibility in different process.

One safety issue with automation is that it is often viewed as a way to minimize human error in the system, increasing the degree and the levels of automation also increase the sequence of error that accidently created in automated systems. Different types of automation tools that exist in today’s environment are Programmable logic controller, Microcontroller, SCADA, etc.

1.4.3 Embedded System All embedded system uses either a microprocessor or microcontroller. The software for the embedded system is called firmware. The firmware will be written in assembly language using higher level languages life ‘C’ or ‘Embedded C’. The software will be simulated using micro code simulation for the target processor. Since they are supposed to perform only specific tasks, the programs are stored in ROM.

Dept. of Mech. Engineering, K.S.S.E.M Page 7 Introduction

An embedded system is some combination of computer hardware and software, either fixed in capability or programmable, that is specifically designed for a particular function. Industrial machines, automobiles, medical equipment, cameras, household appliances, airplanes, vending machines and toys are among the myriad possible hosts of an embedded system. Embedded systems that are programmable are provided with programming interfaces, and embedded system programming is a specialized occupation.

An Embedded system is a special-purpose computer system, which is completely encapsulated by the device controls. It has specific requirements and performs pre-defined tasks, unlike a general purpose personal computer.

 Avoids lots of Electronic components.  Build in with rich features.  Probability of failure is reduced.  Easy interface.

1.5 Components used in Automated Manual Gear Transmission

1.5.1 Proximity Sensor

A proximity sensor is a device which detects the presence of nearby objects without any physical contact. It often emits an electromagnetic field or a beam of electromagnetic radiation (infrared), and looks for changes in the field or return signal. The object being sensed is often referred to as the proximity sensor's target as shown in Figure 1-4: Proximity Sensor that senses metal objects. Different proximity sensor targets demand different sensors. For example, an inductive proximity sensor always requires a metal target.

The maximum distance that this sensor can detect is defined "nominal range". Some sensors have adjustments of the nominal range or means to report a graduated detection distance. Proximity sensors can have a high reliability and long functional life because of the absence of mechanical parts and lack of physical contact between sensor and the sensed object.

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

Figure 1-4: Proximity Sensor that senses metal objects

(Courtesy: www.learningaboutelectronics.com)

1.5.2 LCD Display A liquid-crystal display (LCD) is a flat-panel display or other electronic visual display that uses the light-modulating properties of liquid crystals. Liquid crystals do not emit light directly.

LCDs are available to display arbitrary images or fixed images with low information content, which can be displayed or hidden, such as preset words, digits, and 7- segment displays as in a digital clock. They use the same basic technology, except that arbitrary images are made up of a large number of small pixels, while other displays have larger elements.

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

Dept. of Mech. Engineering, K.S.S.E.M Page 9 Introduction

Figure 1-5: LCD Display Unit with pin configurations

(Courtesy: www.engineersgarage.com)

1.5.3 Microcontroller A microcontroller is a small computer on a single integrated circuit containing a processor core, memory, and programmable input/output peripherals. Program memory in the form of Ferroelectric RAM is also often included on chip, as well as a typically small amount of RAM. Microcontrollers are designed for embedded applications, in contrast to the microprocessors used in personal computers or other general purpose applications consisting of various discrete chips.

Microcontrollers are used in automatically controlled products and devices, such as automobile engine control systems, implantable medical devices, remote controls, office machines, appliances, power tools, toys and other embedded systems. By reducing the size and cost compared to a design that uses a separate microprocessor, memory, and input/output devices, microcontrollers make it economical to digitally control even more devices and processes. Mixed signal microcontrollers are common, integrating analogue components needed to control non-digital electronic systems.

Atmel 89S52 is a low-power, high-performance CMOS 8-bit microcontroller with 8KB of ISP flash memory. The device uses Atmel high-density, non-volatile memory technology and is compatible with the industry-standard 80C51 instruction set and pin out. On-chip flash allows the program memory to be reprogrammed in-system or by a conventional non-volatile memory programmer. The below Figure 1-6 gives us the overall construction of the microcontroller.

Dept. of Mech. Engineering, K.S.S.E.M Page 10 Introduction

Figure 1-6: Pin Diagram of Atmel 89S52 Microcontroller. (Courtesy: www.elprojects.blogspot.com) 1.5.4 Relays A relay is an electromagnetic switch. Many relays use an electromagnet to mechanically operate a switch, but other operating principles are also used, such assolid-state relays. Relays are used where it is necessary to control a circuit by a low-power signal or where several circuits must be controlled by one signal. The first relays were used in long distance telegraph circuits as amplifiers: they repeated the signal coming in from one circuit and re-transmitted it on another circuit. Relays were used extensively in telephone exchanges and early computers to perform logical operations.

A type of relay that can handle the high power required to directly control an electric motor or other loads is called a contactor. Solid-state relays control power circuits with no moving parts, instead using a semiconductor device to perform switching. Relays with calibrated operating characteristics and sometimes multiple operating coils are used to protect electrical circuits from overload or faults; in modern electric power systems these functions are performed by digital instruments still called "protective relays".

Relays require one pulse of coil power to move their contacts in one direction, and another, redirected pulse to move them back. Repeated pulses from the same input have no effect. Relays are useful in applications where interrupted power should not be able to transition the contacts. The circuit arrangement can be understood by the Figure 1-7 attached below.

Dept. of Mech. Engineering, K.S.S.E.M Page 11 Introduction

Figure 1-7: Circuit Diagram of Relay (Courtesy: www.relaysworld.com) All the electronic components used in automating a manual gear vehicles have been explained with give a brief introduction to our project.

1.6 Automatic Transmission Manufacturers Using the components which are mention above, the mechanism of automatic changing of the gear in motor bikes can developed. The complete mechanism is controlled by acceleration of the bike. Since the main parameter for this technology is speed of the wheel, the proximity sensor was chosen. We found microcontroller Atmel 89S82 as an appropriate device to store the coding because it has reprogrammable feature and has sufficient memory. LCD display is used to indicate the sensor input and gear position.

As we know, there is variety of relays available to be used as a switch; relays of 5V, 10A are preferable to actuate the geared DC motor. Using to relays, the geared DC motor can be operated in two different directions. A starter motor is used to achieve the up and down shift of the gear. The battery provide in bike is sufficient enough to supply the power for all components mentions above.

Dept. of Mech. Engineering, K.S.S.E.M Page 12 Literature Review Chapter 2 Literature Review Introduction

It is very important to realize automatic shift for engineering vehicles, because its poor working conditions and complicated operation condition. Realizing automatic shift can improve the performance and fuel economy of vehicles, it can also improve efficiency and quality of gear shift, lighten the working strength of drivers, etc.

At present, there is not a perfect automatic shift technology for vehicles, they can only use the automatic shift technology of ordinary vehicle. Engineering vehicles mainly work on engineering work, so they will consume lots of power of the engine, and the change range is very large. This is very different from the vehicles used for driving. We cannot greatly improve the 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.

2.1 Present work on automatic gear shifting A patent [1]on semi-automatic gear shifting apparatus for use in shifting gears in gearboxes of motorcycles and the like gearboxes wherein gears are shifted by rotating spindles which are connected to the ratchet type gear shifting means. Here the shifting apparatus consists of a lever arm, one end of which is connected to the spindle and the other end is connected to the toe pedal. Also an actuating rod is connected to the toe pedal, the rod is reciprocated to move the lever and in turn the spindle. This spindle is actuated by a pair of push button switches mounted on the handle bar. A patent [2]an actuator with a tachometer for the fore- aft movement of the gears is used. The gear shifting mechanism also includes a solenoid and pivotal mounting to provide movement of the actuator assembly in second direction. In this patent the invention of automated driver system for a manual transmission vehicle includes a gear shifting mechanism under control of a microprocessor. The gear shifting mechanism includes a gear shift actuator, D C Motor, Tachometer with a lead screw assembly and also a Linear displacement transducer is used. Patent [3]as said that a solenoid actuated transmission shifting apparatus is provided for temporary and permanent installation is automobiles with convention motor cycle transmission. The shifting apparatus allows for up-

Dept. of Mech. Engineering, K.S.S.E.M Page 13 Literature Review shifting and downshifting through the transmission gears by pressing pushbuttons mounted on the handle bar. It is an object of this invention to provide a pushbutton solenoid shifter that incorporates the use of electronic solenoids to actuate the shifting of gears in manual transmission of motorcycle. Patent [4]has mentioned that the transmission gears and clutch shifting apparatus for automatic operation of manual shift mechanism in a automotive vehicle include gear and clutch actuation mechanisms mounted on bar of vehicle and coupled by the cables to the control actuation mechanisms mounted off the vehicle board. The on-board gear shift actuator includes two intersecting movable slots for causing movement of the shift lever. In this invention electrical control and actuation mechanism are mounted outside the vehicle. A relatively small gear and clutches is mounted on the vehicle, cables are used to connect these actuators with each other. The patent [5]has explained that a multi speed automatic transmission for automobiles having parallel input and output shafts includes two parallel gear sets and constant meshing gear wheels, which provide two fixed speed ratios. The first power path uses the first speed ratio which includes a first control clutch and a second control clutch. The second power path uses the second speed ratio which is higher than the first speed ratio, which include a third control clutch. This also has a double planetary gear set, a first and second control brake. Alternatively either the input or output shafts are in alignment and one the two speed ratios are used. This transmission features six forward speeds, a braked neutral and a reverse drive.

The journal [6]gives us a brief introduction to shift schedule of gears to save energy and improve fuel economy. Since there is no perfect automatic shift technology for engineering vehicles, this theory is implemented to improve the ordinary vehicle transmission. The author predicts that automatic gear transmission vehicle chooses the best shift rule based upon 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 [7]has specified that automatic transmission is a key technology to improve the performance of vehicles. With the synthesized application of mechatronics technology, computer technology, auto control technology on vehicles, development of modern vehicles is leading to an intelligent gear shifting mechanism. Gear shifting strategy as explained in the journal is the core of intelligent control system of automatic transmission that improvesvehicle’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 [8, 5] has provided the solution for power loss in manual gear transmission system. The main objective is to create a mechanism to reduce inconvenience caused in manual gear

Dept. of Mech. Engineering, K.S.S.E.M Page 14 Literature Review vehicles. The shifting of gears is done automatically as well as manually. In automatic gear shifting mechanism the gears are shifted in accordance with the speed of the vehicle. The wheel revolutions are sensed and the signal is transferred to the microcontroller which shifts the gear with respect to the implemented C program. The journal [9] has shared an information, that the production of manual transmission is reduced by fifty percent and automated manual transmission (AMT) production is increased. The AMT’s are used in racing cars and in modern hybrid electric vehicles.

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

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

Dept. of Mech. Engineering, K.S.S.E.M Page 15 Literature Review

2.4 Aim, Objectives and Methodology

The literature review clearly indicates the gap in fabrication of the automated manual gear shifting mechanism in the conventional motor bikes, in order to bridge this gap gear shifting mechanism is designed and fabricated in the following project work.

Aim: To design and fabricate the automated manual gear transmission in motor bikes.

Objectives: 1. To design the gear shifting mechanism and modify the vehicle according to the designed mechanism.

2. To program the microcontroller according to the needs of the mechanism and build the electronic circuit.

3. To calibrate the gear shifting mechanism and also to check for the improvements in the efficiency if any.

2.5 Methodology: Methodology for objective-1: The chain drive mechanism between the geared DC motor and gear pedal is designed using Catia V5 software. The geared DC motor is fitted about the pedal with calculated offset. A gear is welded on to the pedal of the vehicle. The timing chain is attached as the driving medium.

Methodology for objective-2: Atmel 89S52 microcontroller is programmed using Keil V5 and burnt using Willar software. Electric circuit is built using some of the components like proximity sensor, microcontroller, LCD display unit, relays and DC geared motor.

Methodology for objective-3: The calibration of automatic gear shifting, with is respect to rear wheel speed, in the C program by trial and error method. The efficiency of the gear vehicle in terms of mileage is tested; it has to be more than the normal CVT vehicles.

Dept. of Mech. Engineering, K.S.S.E.M Page 16 Design and Fabrication Chapter 3 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.

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

Figure 3-1: Motor bike selected

Dept. of Mech. Engineering, K.S.S.E.M Page 17 Design and Fabrication 3.1.1 Specifications of the bike The below Table 3.1: Highlights the specification of our project vehicle

Table 3-1: Bike specifications

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

Dept. of Mech. Engineering, K.S.S.E.M Page 18 Design and Fabrication Ground Clearance 165.00 mm Wheelbase 1260.00 mm Kerb/Wet Weight 115.00 kg Fuel Tank Capacity 15.00 litres INSTRUMENT CONSOLE Speedometer Analogue Fuel Gauge Analogue LIGHTING Head Light 12V, 35W/35W

3.2 Design The design basically consists of a timing chain which fitted to the gear wheel fitted externally to the gear lever. The driver of this timing chain is the geared DC motor and the driven is the gear at the gear lever. All data and calculations are briefly explained below.

3.2.1 Torque Calculation The torque necessary for the gear shifting to happen is calculated as shown in the below calculation steps:

Data:

Diameter of gear at motor, = 2.5cm= 25mm

Diameter of gear at lever, = 8cm= 80mm

Speed of the motor, = 500rp

No. of teeth on smaller gear, = 12 teeth

No. of teeth on bigger gear, = 40 teeth

Power of motor, = 2kW

Dept. of Mech. Engineering, K.S.S.E.M Page 19 Design and Fabrication

60 × 10 × , = 2 × ×

60 × 10 × 2 = 2 × × 500

N-m

Gear= Ratio,38.197

40 = = 3.33 12

= =

38.197 = 3.33 = 11.47 N-m

The torque necessaryℎ to obtain, the shifting of gears is about 10 N-m which is less than the torque at the driven gear which is about 11.47 N-m.

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

Dept. of Mech. Engineering, K.S.S.E.M Page 20 Design and Fabrication

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

Dept. of Mech. Engineering, K.S.S.E.M Page 21 Design and Fabrication 3.3 Fabrication

3.3.1 Geared DC Motor or Starter Motor

Figure 3-3: Geared DC Motor Specifications: Power: 12V

RPM: 500

A suitable geared DC motor is used to move the gear pedal. Necessary modifications are made to the gear pedal to obtain the shifting with respect to the DC motor. The DC motor is connected to 12V power supply and runs at 500rpm. The DC motor fabricated to the motor bike is shown in the Figure 3-3. The starter motor is attached above the bike engine. It is operated by giving the power supply from the motor bike battery.

The geared DC motor or a starter motor is connected to the relays. Relay 1 and 2 are actuated with respect to the program to rotate the DC motor in anticlockwise (up shift) and clockwise (down shift) motion. The gear, pitch diameter 25mm, on the DC motor is meshed with the gear pedal with timing chain. The gear pedal is fitted with spur gear of 80mm pitch diameter. When the DC motor rotates anticlockwise with 45˚ inclination, the pedal rotates with 25˚. This inclination is sufficient is to push the pedal down to achieve the up shift during driving. Similarly, the DC motor rotates clockwise with 45˚ of inclination when relay is actuated. This enables the gear pedal to move in clockwise direction and the down shift is achieved.

Dept. of Mech. Engineering, K.S.S.E.M Page 22 Design and Fabrication 3.3.2 Electronic circuit Figure 3-4 is the electronic circuit, with all components connected as required for gearing shifting technology. The power supply for the following electronic circuits do not require any external power supply from battery. The necessary power can be drawn from the battery of the motor bike. All the components are connected using different types of wires. The electronic components are fixed within the box of the motor bike.

(3) (2) (1)

(4)

(5)

Figure 3-4: Complete electronic circuit attached to the bike Table 3-2: Components in the circuit

Component Particulars no 1 Voltage regulator 12v DC to 5v DC

2 Liquid crystal display with board

3 Microcontroller AT 89s52

4 Relay for upward shifting

5 Relay for downward shifting

Dept. of Mech. Engineering, K.S.S.E.M Page 23 Design and Fabrication 3.3.3 Proximity Sensor

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

Dept. of Mech. Engineering, K.S.S.E.M Page 24 Design and Fabrication 3.3.4 Microcontroller

Figure 3-6: Microcontroller and mounting board (Courtesy: www.asapxj.en.seekic.com)

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

Dept. of Mech. Engineering, K.S.S.E.M Page 25 Design and Fabrication

Figure 3-7: Block Diagram of Atmel 89S52 (Courtesy: www.asapxj.en.seekic.com)

Pin Configuration of Amtel 89S52 VCC: Voltage Supply.

GND: Ground.

Port 0: Port 0 is an 8-bit open drain bidirectional I/O port. As an output port, each pin can sink eight TTL inputs. When 1s are written to port 0 pins, the pins can be used as high-impedance inputs.

Port 0 can also be configured to be the multiplexed low-order address/data bus during accesses to external program and data memory. In this mode, P0 has internal pull-ups.

Dept. of Mech. Engineering, K.S.S.E.M Page 26 Design and Fabrication Port 0 also receives the code bytes during Flash programming and outputs the code bytes during program verification. External pull-ups are required during program verification.

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

Dept. of Mech. Engineering, K.S.S.E.M Page 27 Design and Fabrication ALE/PROG: Address Latch Enable (ALE) is an output pulse for latching the low byte of the address during accesses to external memory. This pin is also the program pulse input (PROG) during Flash programming. In normal operation, ALE is emitted at a constant rate of 1/6 the oscillator frequency and may be used for external timing or clocking purposes. Note, however, that one ALE pulse is skipped during each access to external data memory.If desired, ALE operation can be disabled by setting bit 0 of SFR location 8EH. With the bit set, ALE is active only during a MOVX or MOVC instruction. Otherwise, the pin is weakly pulled high. Setting the ALE-disable bit has no effect if the microcontroller is in external execution mode. PSEN: Program Store Enable (PSEN) is the read strobe to external program memory. When the AT89S52 is executing code from external program memory, PSEN is activated twice each machine cycle, except that two PSEN activations are skipped during each access to external data memory. EA/VPP: External Access Enable. EA must be strapped to GND in order to enable the device to fetch code from external program memory locations starting at 0000H up to FFFFH. Note, however, that if lock bit 1 is programmed, EA will be internally latched on reset. EA should be strapped to VCC for internal program executions.This pin also receives the 12-volt programming enable voltage (VPP) during Flash programming. XTAL 1: Input to the inverting oscillator amplifier and input to the internal clock operating circuit. XTAL 2: Output from the inverting oscillator amplifier.

Memory Organization: MCS-51 devices have a separate address space for Program and Data Memory. Up to 64K bytes each of external Program and Data Memory can be addressed.

Program Memory: If the EA pin is connected to GND, all program fetches are directed to external memory. On the AT89S52, if EA is connected to VCC, program fetches to addresses 0000H through 1FFFH are directed to internal memory and fetches to addresses 2000H through FFFFH are to external memory.

Data Memory: The AT89S52 implements 256 bytes of on-chip RAM. The upper 128 bytes occupy a parallel address space to the Special Function Registers. This means that the

Dept. of Mech. Engineering, K.S.S.E.M Page 28 Design and Fabrication upper 128 bytes have the same addresses as the SFR space but are physically separate from SFR space. When an instruction accesses an internal location above address 7FH, the address mode used in the instruction specifies whether the CPU accesses the upper 128 bytes of RAM or the SFR space. Instructions which use direct addressing access the SFR space.For example, the following direct addressing instruction accesses the SFR at location 0A0H (which is P2). MOV 0A0H, #data: Instructions that use indirect addressing access the upper 128 bytes of RAM. For example, the following indirect addressing instruction, where R0 contains 0A0H, accesses the data byte at address 0A0H, rather than P2 (whose address is 0A0H).

Interrupts: The AT89S52 has a total of six interrupt vectors: two external interrupts (INT0 and INT1), three timer interrupts (Timers 0, 1, and 2), and the serial port interrupt. Each of these interrupt sources can be individually enabled or disabled by setting or clearing a bit in Special Function Register IE. IE also contains a global disable bit, EA, which disables all interrupts at once. User software should not write a 1 to this bit position, since it may be used in future AT89 products. Timer 2 interrupt is generated by the logical OR of bits TF2 and EXF2 in register T2CON. Neither of these flags is cleared by hardware when the service routine is vectored to. In fact, the service routine may have to determine whether it was TF2 or EXF2 that generated the interrupt, and that bit will have to be cleared in software.

Oscillator Characteristics: XTAL1 and XTAL2 are the input and output, respectively, of an inverting amplifier that can be configured for use as an on-chip oscillator. Either a quartz crystal or ceramic resonator may be used. To drive the device from an external clock source, XTAL2 should be left unconnected while XTAL1 is drive. There are no requirements on the duty cycle of the external clock signal, since the input to the internal clocking circuitry is through a divide-by-two flip-flop, but minimum and maximum voltage high and low time specifications must be observed.

Programming the Flash – Serial Mode: The Code memory array can be programmed using the serial ISP interface while RST is pulled to VCC. The serial interface consists of pins SCK, MOSI (input) and MISO (output). After RST is set high, the Programming Enable instruction needs to be executed first before other operations can be executed. Before a reprogramming sequence can occur, a Chip Erase

Dept. of Mech. Engineering, K.S.S.E.M Page 29 Design and Fabrication operation is required. The Chip Erase operation turns the content of every memory location in the Code array into FFH. Either an external system clock can be supplied at pin XTAL1 or a crystal needs to be connected across pins XTAL1 and XTAL2. The maximum serial clock (SCK) frequency should be less than 1/16 of the crystal frequency. With a 33 MHz oscillator clock, the maximum SCK frequency is 2 MHz

Table 3-3: Gear positioning with respect to rear wheel RPM

Pulses Range/10sec Gear Position

10 1st gear

10 to 25 2nd gear

25 to 35 3rd gear

35 and above 4th gear

The pulses ranges mentioned in the table 3.2 were obtained by trial and error method according to the city traffic conditions. The Embedded C program is burnt into the microcontroller using Willar software. Since the microcontroller is reprogrammable, it can be burnt until a program with necessary pulses range is implemented into it.

Dept. of Mech. Engineering, K.S.S.E.M Page 30 Design and Fabrication 3.3.5 LCD Display

Figure 3-8: LCD Display (Courtesy: www.engineersgarage.com)

LCD display as shown in Figure 3-8 used in the circuit visualises the pulses, timing and the gear position. 16×2 type with 14 pins LCD display is used in our project. The up and down shift of the gears in the vehicle is displayed in the LCD. The output from the microcontroller is given to the relays for further shifting mechanism. The LCD display is used to show the pulse, timer, gear position and the action to be taken to shift the gear.

Dept. of Mech. Engineering, K.S.S.E.M Page 31 Design and Fabrication 3.3.6 Relays

Figure 3-9: Relay used to actuate the gear dc motor (Courtesy: www.3egadgets.com)

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

Dept. of Mech. Engineering, K.S.S.E.M Page 32 Design and Fabrication 3.4 Programming

3.4.1 KIEL μ vision

Figure 3-10 Keil μ vision software

(courtesy: www.keilμvision.com)

Compilers are programs used to convert a High Level Language to object code. Desktop compilers produce an output object code for the underlying microprocessor, but not for other microprocessors. I.E the programs written in one of the HLL like ‘C’ will compile the code to run on the system for a particular processor like x86 (underlying microprocessor in the computer). For example compilers for Dos platform is different from the Compilers for UNIX platform So if one wants to define a compiler then compiler is a program that translates source code into object code. The compiler derives its name from the way it works, looking at the entire piece of source code and collecting and reorganizing the instruction. See there is a bit little difference between compiler and an interpreter. Interpreter just interprets whole program at a time while compiler analyses and execute each line of source code in succession, without looking at the entire program.

The advantage of interpreters is that they can execute a program immediately. Secondly programs produced by compilers run much faster than the same programs executed by an interpreter. However compilers require some time before an executable program emerges. Now as compilers translate source code into object code, which is unique for each type of computer, many compilers are available for the same language.

Dept. of Mech. Engineering, K.S.S.E.M Page 33 Design and Fabrication 3.4.2 Willar Programmer

Figure 3-11: willar programmer (courtesy: www.willar.com) Willar is an application developed by Embedded Systems Academy to allow you to easily access the features of a microcontroller device. With this program you can erase individual blocks or the entire Flash memory of the microcontroller. This application is very useful for those who work in the electronics field. The main window of the program is composed of five sections where you can find the most common functions in order to program a microcontroller device. Using the “Communications” section you will be able to choose the way a specific device connects to your computer. Select the COM port to be used and the baud rate. It is recommended that you choose a low baud rate first and increase it afterwards. This way you will determine the highest speed with which your system works. In order to select which parts of the memory to erase, choose from the items in the “Erase” section. The third section is optional. It offers you the possibility to program a HEX file. In the next section you will be able to find different programming options, such as “verify after programming”, “gen block checksums”, “execute” and others. When you’re done, click the Start button that can be found in the “Start” section. The program will start the device, and you will able to see the progress of the operations at the bottom of the main window. Using Willar, you are able to perform different operations to a microcontroller device, operations like erasing, programming and reading the flash memory, modifying the Boot Vector, performing a blank check on a section of the Flash memory and many others.

Dept. of Mech. Engineering, K.S.S.E.M Page 34 Design and Fabrication 3.5 Program Flowchart The Embedded ‘C’ Program is written into the microcontroller to make the manual transmission to an intelligent transmission. The ‘C’ program is complicated too be understood at a single glance. So, for understanding the concept, the embedded program is represented in a basic flowchart. It includes the gear changing cycle of our project concept. This cycle is with respect to the delay time of 8 seconds. The flowchart starts when the electronic circuit is switched on by starting up the bike. The input from the sensor is represented in the flowchart. The input is in term of pulses per 8 seconds time count. The gear position is decided by the pulse range which are segregated in four different ‘IF’ conditions. The position of the gear is actuated when one of the conditions is satisfied. For example, if the pulse range is 27 per 8 seconds then the third ‘IF’ condition is satisfied and the gear 3 is actuated (YES) by switching on the relay. The input is counted for every 8 seconds so the program is represented as closed loop in the flowchart. If the pulse range is not satisfied in the ‘IF’ condition (NO) then the range is compared with the next ‘IF’ condition.

Dept. of Mech. Engineering, K.S.S.E.M Page 35 Design and Fabrication

Figure 3-12: Flowchart of ‘C’ Program

Dept. of Mech. Engineering, K.S.S.E.M Page 36 Design and Fabrication 3.6 Experimentation Initially the bike chosen for our experiment was driven for about 10 kms to check the condition of the vehicle. About 100 ml of petrol was put into the vehicle tank for checking the mileage in manual gear transmission mode. The mileage was about 5.5 kms. After the gear transmission was automated a few test runs were driven, the gear transmission was not effective as the speed range was not appropriate. So the speed range for the gear shift to happen was changed in the embedded C program several times by trial and error method, until the smooth gear transmission was observed.

Later when the gear transmission was automated again the same test was conducted with 100 ml of petrol which was better compared to manual mode as it increased to about 5.9kms.

Dept. of Mech. Engineering, K.S.S.E.M Page 37 Results and Discussions Chapter 4 Results and Discussions Introduction

It’s important to check the performance of the vehicle after implementing the new technology, which can shift the gears without human interference as shown in Figure 4-1. The gear shifting was observed while riding the bike. The gears changed with respect to the wheel speed. As soon as the bike was brought to first gear manually, from neutral, the proximity sensor sensed the speed of the wheel. As the bike was accelerated, the sensor transferred to the higher input pulses to the microcontroller. The pulses per 8 seconds were counted and decision the position of the gear. At higher speed, the relay 1 was actuated and the dc gear motor rotated. This resulted in the up shift of the gear automatically. We were able to reach the top gear position (4th) as we accelerated the bike. There was no much vibration produced during the gear change. By maintaining constant speed of the bike, we could maintain a constant gear ratio which was a major factor for fuel efficient ride.

As the speed of the bike was reduced uniformly, the gear shifted down with a delay time. There is a delay time in between each gear position to smoothen the gear down mechanism. Once the acceleration was brought down to zero, the dc geared motor was successful in bring the gear position to the first gear.

4.1 Automated Manual Driving Mode The complete electrical circuit was given the power supply from the bike’s battery and the chain mechanism between the dc geared motor and gear pedal was attached. The microcontroller was programmed according to desired gear changing technology wheel by trial and error method. The pulse ranges programmed for each gear position were sufficient to obtain constant gear ratios. Some observations while driving in automated mode are listed below.

 Automatic up shift of gear was observed without any interference other than accelerating.  Delay time was observed between each gear positions.  The ride was smooth during traffic condition since the gear shifting was dependent upon the wheel speed.

Dept. of Mech. Engineering, K.S.S.E.M Page 38 Results and Discussions  The fuel efficiency of the bike was improved by 4km/l, that is, the total fuel efficiency was 59km/l in this mode. After observing and analysis the two different mode of the bike, we could see that the main objective was succeeded (checking for improvement in fuel efficiency). The complete ‘C’ program in the microcontroller and the fabrication resulted in better performance of the bike and The field test results of up shifting and downshifting are listed in the Table 4-1 and Table 4-2 below.

Figure 4-1 : Fabricated Parts attached to the bike

Dept. of Mech. Engineering, K.S.S.E.M Page 39 Results and Discussions 4.2 Field Test Results Up shifting conditions:

Table 4-1: Tested up shifting conditions

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

Down shifting conditions:

Table 4-2: Testing down shifting conditions

Sl no Initial Gear Pulses Speed Gear Changing ( kmph) From To 1 Fourth 28 25 Fourth Third 2 Third 14 12 Third Second 3 Second 8 4 Second First 4 First 4 1 No shifting

Dept. of Mech. Engineering, K.S.S.E.M Page 40 Conclusion and Future work Chapter 5 Conclusion and Future work

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

The programmed embedded ‘C’ codes, in the microcontroller, were optimized and were the key source for changing gears in city limits as well as highways. Maintaining a proper pulse range, as in the program, or a constant speed of the vehicle resulted in better fuel efficiency. Fuel efficiency has been improved by 2km to 4km. After implementing this technology we have come to a conclusion that no human operation is necessary, other than accelerating, to ride the motor bike.

5.2 Future Work

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

Dept. of Mech. Engineering, K.S.S.E.M Page 41 Conclusion and Future work

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

Dept. of Mech. Engineering, K.S.S.E.M Page 42 References

[1] R. Hembree, “SEMI-AUTOMATIC ELECTRIC GEAR SHIFTING APPARATUS FOR A MOTORCYCLE”. United States 15 July 1975.

[2] U. M. Friedrich Raff, “SHIFTING ARRANGEMENT‘ FOR AN AUTOMATIC TRANSMISSION OF A MOTOR VEHICLE”. United States 3 Sep 1991.

[3] David G. Funk, “PUSHBUTTON SOLENOID SHIFTER”. United States of America Patent 6070485, 6 Jun 2000.

[4] P. Alexander M.E, “AUTOMATIC GEAR TRANSMISSION IN TWO WHEELERS,” vol. 3, no. 2, 2012.

[5] Oliver J. Tysver, “AUTOMATIC GEAR SHIFTING MECHANISM FOR MULTI- SPEED MANUALLY POWERED VEHICLES”. UNited States 28 Dec 1999.

[6] Francis G. King, “AUTOMATED MANUAL TRANSMISSION SHIFTER WITH ELECTRONIC CONTROL ACTUATORS EXTERNAL OF THE VEHICLE”. United States of America Patent 4554824, 26 nov 1985.

[7] Robert E. LaWrie, “AUTOMATED MANUAL TRANSMISSION SHIFT SEQUENCE CONTROLLER”. United States 1 Feb 2000.

[8] Pierre A. G. Lepelletier, “MULTISPEED AUTOMATIC TRANSMISSION FOR AUTOMOBILE VEHICLES”. United States 21 April 1992.

[9] Luigi Glielmo, “Gearshift Control for Automated Manual Transmissions,” IEEE /ASME, vol. 1, p. 11, 2006.

[10] Y. Huang, “ Hybrid intelligent gearshift control of technical vehicles based on AGA- NN,” International Journal of Control and Automation, vol. 6, no. 4, p. 14, 2013.

[11] C. X. Zhenyu Zhu, “EXPERIMENTAL STUDY ON INTELLIGENT GEAR- SHIFTING CONTROL SYSTEM OF CONSTRUCTION VEHICLE BASED ON CHAOTIC NEURAL NETWORK”. China 29 Jun 2003. Annexure A

Annexure A Automated Manual Gear Transmission in Motor Bikes Mr. Akashdeep B N1 Asst. Professor Dept. of Mechanical Engineering, K .S .School of Engineering and Management, Bengaluru email:[email protected]

Chethan J2, Darshan Naik 3 , Lakshmi Kesari4 , Mahanthesh S5 1-5Department of Mechanical Engineering, K .S .School of Engineering and Management, Visvesvaraya Technological University, Bengaluru, Karnataka, India email: [email protected], [email protected], [email protected], [email protected]

Abstract The main theme of this paper is to design and fabricate automated manual gear transmission in motor bikes. The gear shifting technology is designed and fabricated on the tmatic clutch featured bike for smooth gear transmission. The RPM from the rear wheel is sensed by proximity sensor and it is taken as the input for the microcontroller. Embedded C program selects the gear position according to the wheel RPM range set. Relays are activated to shift the gear up and down. A DC geared motor actuates the gear lever by means of chain mechanism. A smooth and efficient drive can be achieved from this technology. Keywords: Proximity Sensor, Atmel89S52 Microcontroller, Relays, DC geared motor.

Dept. of Mech. Engineering, K.S.S.E.M Page 44 Annexure A

1.Introduction 2.Literature survey The recent survey shows that constant The Automatic transmission is a key variable technology (CVT) are more in technology to improve the performance of demand compared to the gear featured vehicles. With the synthesized application bikes. CVTs do not have the concept of of mechatronics technology, computer meshing of gears which enhances a technology, auto control technology on smooth ride, but the fuel efficiency is vehicles, development of modern vehicles comparatively lesser when compared to is leading to an intelligent gear shifting the gear featured vehicles. The main mechanism. Gear shifting strategy as objective of our project is to automate the explained in the journal is the core of gear transmission in a gear featured bike intelligent control system of automatic to ease the driving and also to maintain the transmission that improves vehicle’s efficiency of the bike. This mechanism is performance and fuel efficiency. The gear used in auto-clutch featured bike to shift strategy is the rule of changing the smoothen the gear meshing and can be time of automatic shifting between gears implemented in clutch featured bike. with respect to rear wheel revolution [1]. The main aim of our project is 3.Experimentation development of automatic transmission which shifts the gears with respect to the speed of the wheel. Simplifying the transmission and improving the fuel economy are the major objectives of our project. This technology is implemented in an auto-clutch featured bike which shifts the gears to eliminate the human interference and results in easy driving. Figure 5-1: Block Diagram of Electrical Automation of gears transmission can be achieved by embedded system. Embedded circuit used for automatic gear shift system is a special purpose computer mechanism. system. Embedded system is preferable because it can reduce the number of The concept of automation of manual gear electrical components and probability of transmission consists few electrical failure is minimum. It has easy components that are used to achieve the interfacing. Either a microprocessor or a gear shifting. The components are microcontroller is used in all the proximity sensor, microcontroller, relays, embedded systems. Microcontroller LCD display and a DC motor. Atmel89S52 is used in our project. Suitable software is used to write the The initialisation of the electrical assembly level language in the circuit starts with the input by the microcontroller. Embedded C Language is proximity sensor. It is a PNP written and stored in the ROM of the configuration with 200mA, 6~36V type. microcontroller. The revolutions of the rear wheel are taken as the input for every 10 seconds. Every time the sensor senses the metal element attached to the rear wheel, it counts the pulses with respect to the time given. These pulses are the input for the microcontroller. The microcontroller is an

Dept. of Mech. Engineering, K.S.S.E.M Page 45 Annexure A important component of the complete 5V and 10A are used in our gear shifting circuit used for this mechanism. mechanism. The first relay is used for up Microcontroller Atmel89S52 is used in shift of gear and the second relay is used our project. It is a 8K byte of In-system for down shift of the gears. reprogrammable flash memory microcontroller with 40 pins. It is programmed by using Embedded C program which is written using Keil V5 software. The program consists of the gear positioning codes with respect to the pulse range obtained from the proximity sensor.

Pulses Range/10sec Gear Position Figure 5-2: Complete electrical circuit 10 1st gear 4.Design and Fabrication 10 to 23 2nd gear The design of the of the automated manual 23 to 33 3rd gear gear transmission is done using Catia V5 33 and above 4th gear software as per the dimensions and is shown,

Table 5-1: Gear positioning with respect to rear wheel RPM

The pulses ranges mentioned in the table were obtained by trial and error method according to the city traffic conditions. The Embedded C program is burnt into the microcontroller using Willar software. Since the microcontroller is reprogrammable, it can be burnt until a program with necessary pulses range is implemented into it. LCD display used in the circuit visualises the pulses, timing and the gear position. 16×2 type with 14 pins LCD display is used in our project. The up and down shift of the gears in the vehicle is displayed in the LCD. The output from the Figure 3: Isometric View microcontroller is given to the relays for further shifting mechanism. The fabrication of the automated manual Relays come in various configurations for gear shift technology implemented in an their switch contacts, as well as different auto-clutch featured bike. This auto-clutch DC voltages to operate their coils. They feature is used to for easy shifting without may be as simple as an on/off switch or as disengaging the gears. The two wheeler complex as integrating several switches has 4 down gear pattern. A suitable geared into one unit. They are classified under DC motor is used to move the gear pedal. electromagnetic switches. Two relays of Necessary modifications are made to the

Dept. of Mech. Engineering, K.S.S.E.M Page 46 Annexure A gear pedal to obtain the shifting with respect to the DC motor. The DC motor is connected to 12V power supply and runs at 500rpm. Result The geared DC motor or a starter The automatic gear shifting is obtained, by motor is connected to the relays. Relay 1 using the necessary electrical components, and 2 are actuated with respect to the without any human interference. program to rotate the DC motor in anticlockwise (up shift) and clockwise Conclusion (down shift) motion. The gear, pitch diameter 25mm, on the DC motor is The vehicle is fabricated according to the meshed with the gear pedal with timing desired mechanism. Smooth and easy chain. The gear pedal is fitted with spur driving is achieved in all city traffic gear of 80mm pitch diameter. When the conditions. The fuel efficiency of the DC motor rotates anticlockwise with 45˚ vehicle increased by 4km/l. inclination, the pedal rotates with 25˚. This inclination is sufficient is to push the References pedal down to achieve the up shift during [1] Nature and Science, 1(1), 2003, Zhu driving. Similarly, the DC motor rotates and Xu, Experimental Study on clockwise with 45 ˚ of inclination when Intelligent Gear-Shifting. relay 2 is actuated. This enables the gear pedal to move in clockwise direction and [2] P. Alexander, T. Sudha, M. the down shift is achieved. Omamageswari. “AUTOMATIC GEAR TRANSMISSION IN TWO WHEELERS USING EMBEDDED SYSTEM” Volume 3, Issue 2, July- December (2012), pp. 164-175. [3] Baumann B, Rizzoni G, Washington G. “Intelligent control of hybrid vehicle using neural networks and fuzzy logic”. SAE 1998;981061:125- 33 Figure 4: Auto-clutch featured bike [4] Hiroshi Y. Automatic transmission with complete mechanism. shift schedule control using fuzzy logic. SAE 1993; 930674:1077-88. [5] Montazeri M. and Asadi M. Optimisation of AMT gear shifting strategy in hybrid electric [6] Vehicles, International Journal of Vehicle Autonomous Systems, Volume 7, Number 1-2, 2009.

Dept. of Mech. Engineering, K.S.S.E.M Page 47 Annexure B Annexure B K.S. School of Engineering and Management Bachelor of Engineering (Mechanical Engineering)

Project Work – April 2016

Design and Fabrication of Automated Manual Gear Transmission in Motor Bikes Name of Students University Seat Numbers

Chethan J 1KG12ME012 DarshanNaik 1KG12ME014 Lakshmi Kesari 1KG12ME024 Mahanthesh S 1KG12ME028

Guide: Mr.Akashdeep B N, AP, MED, KSSEM.

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

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