INTRODUCTION

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 CHAPTER 1
INTRODUCTION
Two wheelers have been in use for long time now and it is not going to reduce
any time soon. It has observed that for some people, mounting the vehicle on the center
stand might be challenging. More so in case of heavy two wheelers like the cruise type,
which has higher engine capacity making the vehicle heavier and bulky. The proposed
system aims at providing a user friendly approach by minimizing the human effort
required for the task.
A center stand is a device on a bicycle or motorcycle that allows the bike to be
kept upright without leaning against another object or the aid of a person. [1] A center
stand is usually a made of metal that comes down from the frame and makes contact
with the ground. It is generally located in the middle of the bike or towards the rear.
Some touring bicycles have two: one at the rear, and a second in the front.
Modification in our project of automated center stand is use of
mechanical actuator for operating center stand by connecting battery and switches.
Now a day’s placing a center stand while parking on the uneven road is difficult and
risky, to overcome his problem we are using some mechanical arrangement using rack
arrangement which can adjust automatically according to the road surface and the
whole system is actuated by mechanical actuator operating through switches.
1.1 PROBLEM IDENTIFICATION
On surveying, it was found that around 70% males and 30% females drive
motorcycle. Among those 70% males, around 30% are oldies and remaining are adults.
[1]
Most of the females and old people observe that it is very difficult to apply centre
stand and hence this made us develop and make it automated. Moreover, applying a
side stand;
1. Development fatigue in stand.
2. Increase chances of accident.
3. Requires more parking spaces.
4. Requires more manual effort to handle.
5. May cause back and/or leg injuries.

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 Due to above described problems, centre stand is hardly used. However, the
centre stand cannot be used on uneven surfaces.
Whereas, applying a centre stand manually;
1. Requires more effort for application.
2. May cause back and/or leg injuries.
Due to above described problems, centre stand is hardly used. However, the centre
stand cannot be used on uneven surfaces.
1.2 SOLUTION FOR ABOVE PROBLEMS
The automated centre stand assembly is more like a metallic rectangular box. It
is fixed at the same location that of the conventional stand. It has two main parts; the
lower unit and the upper unit. The upper unit is pivoted to the scooter frame and the
lower unit is joined to a curved surface for easy lifting. The linear actuator is powered
by automobile battery, controlled by toggle DPDT switch which changes the polarities
of the supply. The linear actuator is pivoted at the centre of the stand assembly which
distributes load equally on both the limbs of the stand. A pair of interlocking racks
helps to balance the scooter upright.

1.3 SWITCH BUTTON

In Electrical Engineering, a switch is an electrical component that break an
electrical circuit, interrupting the current or diverting it from one conductor to
another.
1.4 DC GEAR MOTOR
It converts direct current electrical power into mechanical power. The
speed of motor is counted in term of rotation of the shaft pr minute and is termed
as RPM. Dc motor is designed for two speed operation. It consist of three brushes
namely common, low speed, high speed. Two of the brushes will be supplied for
different made of operation. The DC motor does not oscillate back and fourth, it
Rotates continuously in one direction like most other motors. The rotational
motor is converted to the back and fourth wiper motion by a series of mechanical
linkage. This type of motor is called a gear head or motor ends has advantage of
having lots of torque. The DC motor works on 12volt DC battery.

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1.5 SIDE STAND
It is a device on a Motorcycle that allows the bike to be kept upright without
leaning against another object or the aid of a person. A stand is usually a piece of
metal that flips down from the frame and makes contact with the ground. It is
generally located in the middle of the bike or towards the rear.
The automated centre stand assembly looks like a metallic rectangular box. It is
fixed at the same place as that of the conventional stand. It has two main parts; the
lower unit and the upper unit. The upper unit is pivoted to the motorcycle frame and
the lower unit is joined to a curved surface for easy lifting. The linear actuator is drive
by automobile battery, controlled by toggle DPDT switch which changes the polarities
of the supply. The linear actuator is clamped at the centre of the stand assembly which
distributes load equally on both the limbs of the stand. A pair of interlocking racks
helps to balance the scooter upright.
Since center stand is an integrated parts of two wheeler, but in present time of
day, it is very difficult to operate the center stand by older and disable person and
ladies. So, it must be modified for the sake of their convenience in all aspects. In our
design we modified the existing center by using electrical and mechanical components
at optimum cost. The considering these problem we modified our design which has
good scope in future by some modification and design of vehicle. Thus, it is more
reliable
It is belief that necessity is the mother of invention. Here the necessity lies in
reducing the human effort applied during manual operation of the centre stand. And
hence the need of the invention in day to day life it is very tedious job to operate the
centre stand manually. so, to make it easier for everyone, especially for old and
handicapped persons and ladies to provide a safe and simple automatic centre stand
without manual effort that can be operated from within the vehicle by the help of
mechanical actuator, toggle switch and 24 volt battery. There are certain mechanism
are also used which works on the rack and rack mechanism. The complete unit is
mounted beneath the engine in such a way, so that it cannot make any damage to the
vehicle.

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1.6 ENGINE
A motorcycle engine is an engine that powers a motorcycle.
Motorcycle engines are typically two-stroke or four-stroke internal combustion
engines, but other engine types, such as Wankels and electric motors, have been used
in small numbers. Although some mopeds, such as the VéloSoleX, had friction drive to
the front tire, a motorcycle engine normlally drives the rear wheel, power being sent to
the driven wheel by belt, chain or shaft. Most engines have a gearbox with up to six
ratios. Reverse gear is occasionally found on heavy tourers, for example the Honda
GL1600, and sidecar motorcycles, such as the Ural. The rider changes gears on most
motorcycles using a foot-pedal and manual clutch, but early models had hand-levers.
More recently, some have automatic or semi-automatic gearboxes.
1.7 CHAIN SPROCKET
A sprocket or sprocket-wheel is a profiled wheel with teeth, or cogs, that mesh
with a chain, track or other perforated or indented material. The name 'sprocket' applies
generally to any wheel upon which radial projections engage a chain passing over it. It
is distinguished from a gear in that sprockets are never meshed together directly, and
differs from a pulley in that sprockets have teeth and pulleys are smooth.
Sprockets are used in bicycles, motorcycles, cars, tracked vehicles, and
other machinery either to transmit rotary motion between two shafts where gears are
unsuitable or to impart linear motion to a track, tape etc. Perhaps the most common
form of sprocket may be found in the bicycle, in which the pedal shaft carries a large
sprocket-wheel, which drives a chain, which, in turn, drives a small sprocket on the
axle of the rear wheel. Early automobiles were also largely driven by sprocket and
chain mechanism, a practice largely copied from bicycles.
Sprockets are of various designs, a maximum of efficiency being claimed for
each by its originator. Sprockets typically do not have a flange. Some sprockets used
with timing belts have flanges to keep the timing belt centred. Sprockets and chains are
also used for power transmission from one shaft to another where slippage is not
admissible, sprocket chains being used instead of belts or ropes and sprocket-wheels
instead of pulleys. They can be run at high speed and some forms of chain are so
constructed as to be noiseless even at high speed.

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 1.1; Chain sprocket
1.8 BEVEL GEAR
Bevel gears are gears where the axes of the two shafts intersect and the tooth-
bearing faces of the gears themselves are conically shaped. Bevel gears are most often
mounted on shafts that are 90 degrees apart, but can be designed to work at other
angles as well. The pitch surface of bevel gears is a cone.
Two important concepts in gearing are pitch surface and pitch angle. The pitch
surface of a gear is the imaginary toothless surface that you would have by averaging
out the peaks and valleys of the individual teeth. The pitch surface of an ordinary gear
is the shape of a cylinder. The pitch angle of a gear is the angle between the face of the
pitch surface and the axis.
The most familiar kinds of bevel gears have pitch angles of less than 90 degrees
and therefore are cone-shaped. This type of bevel gear is called external because the
gear teeth point outward. The pitch surfaces of meshed external bevel gears are coaxial
with the gear shafts; the apexes of the two surfaces are at the point of intersection of
the shaft axes. Bevel gears that have pitch angles of greater than ninety degrees have
teeth that point inward and are called internal bevel gears.
Bevel gears that have pitch angles of exactly 90 degrees have teeth that point
outward parallel with the axis and resemble the points on a crown. That's why this type
of bevel gear is called a crown gear.
Miter gears are mating bevel gears with equal numbers of teeth and with axes at
right angles.

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 Skew bevel gears are those for which the corresponding crown gear has teeth
that are straight and oblique
1.9 TYPES OF BEVEL GEAR
Bevel gears are classified in different types according to geometry:
1. Straight bevel gears have conical pitch surface and teeth are straight and
tapering towards apex.
2. Spiral bevel gears have curved teeth at an angle allowing tooth contact to be
gradual and smooth.
3. Zerol bevel gears are very similar to a bevel gear only exception is the teeth are
curved: the ends of each tooth are coplanar with the axis, but the middle of each
tooth is swept circumferentially around the gear. Zerol bevel gears can be
thought of as spiral bevel gears, which also have curved teeth, but with a spiral
angle of zero, so the ends of the teeth align with the axis.
4. Hypoid bevel gears are similar to spiral bevel but the pitch surfaces
are hyperbolic and not conical. Pinion can be offset above, or below, the gear
centre, thus allowing larger pinion diameter, and longer life and smoother mesh,
with additional ratios e.g., 6:1, 8:1, 10:1. In a limiting case of making the
"bevel" surface parallel with the axis of rotation; this configuration resembles
a worm drive. Hypoid gears were widely used in automobile rear axles.

1.2; Bevel gear

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1.10 SPUR GEAR
Spur gear teeth are manufactured by either involute profile or cycloidal profile.
Most of the gears are manufactured by involute profile with 20° pressure angle. When
two gears are in mesh at one instant there is a chance to mate involute portion with
non-involute portion of mating gear. This phenomenon is known as "interference" and
occurs when the number of teeth on the smaller of the two meshing gears is less than a
required minimum. To avoid interference we can have undercutting, but this is not a
suitable solution as undercutting leads to weakening of tooth at its base. In this
situation Corrected gears are used. In corrected gears Cutter rack is shifted upwards or
downwards.
1.11 LEVER
A lever is a simple machine consisting of a beam or rigid rod pivoted at a
fixed hinge, or fulcrum. A lever is a rigid body capable of rotating on a point on itself.
On the basis of the location of fulcrum, load and effort, the lever is divided into three
types. It is one of the six simple machines identified by Renaissance scientists. A lever
amplifies an input force to provide a greater output force, which is said to
provide leverage. The ratio of the output force to the input force is the mechanical
advantage of the lever.
1.12 CLASS OF LEVER

Levers are classified by the relative positions of the fulcrum, effort and
resistance (or load). It is common to call the input force the effort and the outputs
force the load or the resistance. This allows the identification of three classes of levers
by the relative locations of the fulcrum, the resistance and the effort.

1. Class 1: Fulcrum in the middle: the effort is applied on one side of the fulcrum
and the resistance (or load) on the other side, for example, a seesaw,
a crowbar or a pair of scissors. Mechanical advantage may be greater than, less
than, or equal to 1.
2. Class 2: Resistance (or load) in the middle: the effort is applied on one side of
the resistance and the fulcrum is located on the other side, for example,
a wheelbarrow, a nutcracker, a bottle opener or the brake pedal of a car. Load

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 arm is smaller than the effort arm. Mechanical advantage is always greater than
It is also called force multiplier lever.
3. Class 3: Effort in the middle: the resistance (or load) is on one side of the effort
and the fulcrum is located on the other side, for example, a pair of tweezers or
the human mandible. The effort arm is smaller than the load arm. Mechanical
advantage is always less than 1. It is also called speed multiplier lever.

These cases are described by the mnemonic fire 123 where the fulcrum is in the

middle for the 1st class lever, the resistance is in the middle for the 2nd class lever, and
the effort is in the middle for the 3rd class lever.

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COMPONENTS

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 CHAPTER 2
COMPONENTS
1. Engine
2. Chain sprocket
3. Bevel gear
4. Spur gear
5. Stand
6. Lever

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WORKING PRINCIPLE

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 CHAPTER 3
WORKING PRINCIPLE

3.1; Automatic center stand using engine power

The main parts are,

1. Engine
2. Chain sprocket
3. Bevel gear
4. Spur gear
5. Stand
6. Lever
3.1 WORKING
The engine plays a main role in our project. The engine operations are carried out by
the chain bracket. The chain bracket controls the gear mechanism. When the bevel gear is
allowed to rotate the shaft at the same time spur gear will be rotated. The stand is fixed at the
bottom of the two wheeler. When the spur gear rotate in clockwise direction its takes place the
stand comes down to lift the vehicle upwards. When the anticlockwise direction takes place
the stand goes to its older position and the vehicle is landed down from the stand. A lever is
provided for the stand to move up and down.

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ADVANTAGES

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 CHAPTER 4
ADVANTAGES
1. It’s cost wise less than other method.
2. This method is does not affect the engine efficiency.
3. It’s does not affect the structure of a vehicle.
4. it’s easily fitted in the vehicle than other method.
5. It’s a weight less method.
6. Electrical supply not required.
7. Requires less human efforts.
8. Requires less parking spaces.
9. Easy to handle for women and old people.
10. Easy to use for handicaps.
11. Easy to install and uninstall.
12. Balances the scooter upright on uneven surfaces.
13. Safe while parking on center stand on uneven surfaces.
14. Center stand can adjust on any uneven surfaces automatically.

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APPLICATIONS

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 CHAPTER 5
APPLICATIONS
1. This method reduces the side stand accidents in two wheelers.
2. This method also used for with gear and without gear of two wheelers.

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BILL OF MATERIALS

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 CHAPTER 6
BILL OF MATERIALS
Table 1 Bill of materials

SL.NO DESCRIPTION QUANTITY

1 Engine 1

2 Chain sprocket 1

3 Bevel gear 1

4 Spur gear 1

5 Stand 1

6 Lever 1

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COST OF PROJECT

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 CHAPTER 7
COST OF PROJECT
Table 2 Cost of project

SL.NO DESCRIPTION COST

1 Engine 2500

2 Chain sprocket 1200

3 Bevel gear 1000

4 Spur gear 850

5 Stand 425

6 Lever 300

Total 6275

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CONCLUSION

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 CHAPTER 8
CONCLUSION
As we know that the centre stand is the integral part of two wheeler vehicle. To
make the vehicle in a stable position. That is in a well balanced position we generally
apply the centre stand but it is very difficult for old women and handicap person. To
use the present centre stand so by considering all the design parameter &above
condition. We notified the existing design &make the centre stand automated. Thus it
is concluded that the use of this modified centre stand makes the human effortless and
make the vehicle in were at optimum cost balanced condition rough surfaces (uneven
surfaces) at optimum cost.
In this project, a novel method of automatic bike stand is been designed and
developed for motorcycle bike drivers. As everyone in today’s world is riding bike it is
essential to take care of unwanted troubles. Each and every bike should have automatic
bike stand.
Here an Electrically powered automatic center stand has been proposed. A
detailed analysis of the frame and the actuators was done. The observations of stress
and deformation analysis of the frame conforms to the design and safety of the system.
On testing the model with a vehicle it was observed that the actuator was able to lift
the two wheeler along with the rider and was perfectly balanced. The base of the frame
has been fabricated such that it is suitable to mount it on any surface even if it is
slippery. The safety systems proposed makes the design more efficient and helps in
preventing any mishaps.

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FUTURE SCOPE

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 CHAPTER 9
FUTURE SCOPE
This project can be modify by using speed sensor. The KMI 15/X and KMI
16/X is magneto resistive sensor modules with an integrated signal conditioning
electronics to provide a simple and cost effective solution for rotational speed
measurement .Due to their compact design-in and therefore time to market dis-
significantly reduced. The KMI sensor modules consist of the magneto resistive
sensor element, a permanent magnet fixed to his sensor and the integrated signal
conditioning circuit designed in bipolar technology.

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REFERENCES

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 CHAPTER 10
REFERENCES
1. Chih-Lyang Hwang, Hsiu-Ming Wu, Ching-Long Shih, Fuzzy Sliding-Mode
Under-Actuated Control for Autonomous Dynamic Balance of an Electrical
Bicycle, IEEE, 2008, 251-257.
2. Haruyasu Fujita, Tomohiko Akashi, Hirofumi Wakayama, Osamu Funyu,
Development of automatic centre stand system for motorcycle, Society of
Automotive Engineers, 1991, 7.
3. Hofer K, Electric Drive System for Self-Balanced Vehicles, IEEE Conference
Publication, 2010, 1-4.
4. Vishal Srivastva, Sourabh Kumar, Vinay Kumar, “Automatic side Stand",
International Journal of Engineering and Advanced Technology (IJEAT),
ISSN: 2249-8958, volume-3, Issue-4, April 2014.
5. Design data book- “B D SHIWALKAR”
6. Analysis on breaking ability of automobile equipped with eddy current
retarder. HE Ran, HE Jian-qing(school of Automobile & Traffic
Engineering, Jiangsu University, Zhenjiang , Jiangsu 212013, china).
7. Strength of material, 2010-2011 “R K BANSAL”
8. US Patent 3658360 from www.patentscope.com/us
9. US Patent 4095823 from www.Espacenet.com
10. Problems from www.ijmhs.net

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PHOTOGRAPHY

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 CHAPTER 11
PHOTOGRAPHY

11.1; Photography

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