Government Engineering College, Rajkot

Gear neatralizer for 2 wheeler

In partial fulfillment of the award of the degree of

BACHELOR OF AUTOMOBIL ENGINEERING
Semester -

Submitted

by:

Sr. Name of student Enrolment No.

1.Dodiya chaitanya G.(170200102011)
2. Sejpal dip R.(170200102045)
3.Gohel madhav k.(15020010201)

Internal Guide:
Prof.U.R.bhuva
(automobile)

Head of Department
Dr.B.B.Kuchhadiya
(automobile)

Academic
year (2020-
21)

1
 Government Engineering College Rajkot

CERTIFICATE

This is to certify that the project report entitled Gear neatralizer for 2
wheeler has been carried out by Dodiya chaitanya G.(170200102045) unde r my
guidance in partial fulfillment of the degree of Bachelor of Engineerin g in
automobile engineering (7th Semester) of Gujarat Technological Univ ersity,
Ahmedabad during the academic year 2020-21.

Date:-

Internal Guide: Head of the Department

Prof. U.R.Bhuva Dr. B.B.KUCHHADIYA

Automobile department Automobile department

G.E.C. Rajkot G.E.C. Rajkot

External Examiner:
 Government Engineering College Rajkot

CERTIFICATE

This is to certify that the project report entitled Gear neatralizer for 2
wheeler has been carried out by Sejpal dip R.(170200102045) under my
guidance in partial fulfillment of the degree of Bachelor of Enginee ring in
Automobile Engineering (7th Semester) of Gujarat Technological U niversity,
Ahmedabad during the academic year 2020-21.

Date:-

Internal Guide: Head of the Department

Prof. U.R.Bhuva Dr. B.B.KUCHHADIYA

Automobile Department Automobile Department

G.E.C. Rajkot G.E.C. Rajkot

External Examiner:
 Government Engineering College Rajkot

CERTIFICATE

This is to certify that the project report entitled Gear

neatralizer for 2 wheeler has been carried out by Gohel madhav K.
(150200102018) under my guidance in partial fulfillment of the degree
of Bachelor of Engin eering in Automobile Engineering (7th Semester)
of Gujarat Technological University, Ahmedabad during the academic
year 2019-20.

Date:-

Internal Guide: Head of the Department

Prof. U.R.Bhuva Dr. B.B.KUCHHADIYA

Automobile Department Automobile Department

G.E.C. Rajkot G.E.C. Rajkot

External Examiner:
ACKNOWLEDGEMENT

We have taken many efforts in this project. However, it would not have been
possible without the kind support and help of many individuals and organizations. We
would like to extend my sincere thanks to all of them.

We are highly indebted to “Prof. U.R.Bhuva” Sir for their guidance and
constant supervision as well as for providing necessary information regarding the Gear
neatralizer for 2 wheeler.

We even thank and appreciate to our colleague in developing the project and
people who have willingly helped us out with their abilities.
Dodiya chaitanya G.

(1702001011) Gohel madhav K.

(150200102018) Sejpal dip R.

(170200102045)
Abstract

The gear neatralizer system is one type of the safety system for 2 wheeler.Nowdays two types
of vehicles are available in the market (1)kick starter (2) self starter. This system is most
suitable for kick starter vehicle.The basic components of gear neatralizer system are battery
,actuators,sensors.The actuator is placed below the gear shiffer and when the key is turned off
the accurator moves in upward And downward.
Table of contents

Sr. Index .
No.
I Certificates
II Acknowledgement
III Abstract
1. Introduction
1.1 Introduction
1.2 Theory and concept
2 Literature review
2.1 trasmission
2.2 explanation
2.3 manual
2.4 Non-synchronous
2.5 automatic
2.6 Semi-automatic
2.7 Motor cycle trasmission
2.8 clutch
2.9 construction
2.10 Comparison to other automated trasmission

2.11 operation
2.12 Electrohyduralic manual transmission
3 DISIGN &calculation
3.1 Hydeaulic circuit
3.2 Electronic circuit
3.3 Mechanical components
3.3.1 Design of spring
3.3.2 Working principle
3.3.3 List of material
3..4 application
3.5 Conclusion
3.6 Advantages&disadvantages
4 reference

INTRODUCTION
 The paper deals with the real time project, “NEATRALIZER Gear Shifting for Two wheelers” which was
done in the academic year 2020- 2021. This project is aimed at giving driver the convenience for gear shifting&
better performance. The bike with this project will have a stepper motor, microcontroller &sensors.

The clutch operation may or may not be put in the bike depending on the user. The power for gear shifting is got from
stepper motor. The power for stepper motor is from the battery. So a bike with a battery fitment can be easily
adaptable to this project. The project has been started as a concept and it requires a lot more work to be done to put in
a bike

*THEORY &CONCEPT:

The gear neatralizer system is one type of the safety system for 2 wheeler.Nowdays two types of
vehicles are available in the market (1)kick starter (2) self starter. This system is most suitable for kick
starter vehicle.The basic components of gear neatralizer system are battery ,actuators,sensors.The
actuator is placed below the gear shiffer and when the key is turned off the accurator moves in upward
And downward.

Whenever a project is carried out there is a reason behind it. The existing cars
now pose some problems for the drivers. In the Manual Transmission cars the main problem for the
drivers is the gear shifting. But the engineering concept behind this type of transmission paves way for
higher power transmission efficiency. More over the mileage of the car and life is also more. These
cars do not give much of comfort ness for the drivers in the terms of using the gear lever and the
clutch. Also it occupies a major area in the cabin resulting in the space congestion. These are the
problems in the Manual Transmission cars.
 Chapter-2 Literature Review

TRANSMISSION
Gearbox" redirects here. For the video game developer, see Gearbox Software.

Five-speed + reverse gearbox from the 1600 Volkswagen Golf (2009).

A machine consists of a power source and a power transmission system, which provides controlled application of the
power. Merriam-Webster defines transmission as an assembly of parts including the speed-changing gears and the
propeller shaft by which the power is transmitted from an engine to a live axle. [1] Often transmission refers simply to
the gearbox that uses gears and gear trains to providespeed and torque conversions from a rotating power source to
another device.[2][3]

In British English, the term transmission refers to the whole drive train, including clutch, gearbox, prop shaft (for
rear-wheel drive), differential, and final drive shafts. In American English, however, the distinction is made that a
gearbox is any device which converts speed and torque, whereas a transmission is a type of gearbox that can be
“shifted” to dynamically change the speed-torque ratio such as in a vehicle.
9
The most common use is in motor vehicles, where the transmission adapts the output of the internal combustion
engine to the drive wheels. Such engines need to operate at a relatively high rotational speed, which is inappropriate
for starting, stopping, and slower travel. The transmission reduces the higher engine speed to the slower wheel speed,
increasing torque in the process. Transmissions are also used on pedal bicycles, fixed machines, and anywhere else
where rotational speed and torque needs to be adapted.

Often, a transmission will have multiple gear ratios (or simply “gears”), with the ability to switch between them as
speed varies. This switching may be done manually (by the operator), or automatically. Directional (forward and
reverse) control may also be provided. Single-ratio transmissions also exist, which simply change the speed and
torque (and sometimes direction) of motor output.

In motor vehicles, the transmission will generally be connected to the crankshaft of the engine. The output of the
transmission is transmitted via driveshaft to one or more differentials, which in turn, drive the wheels. While a
differential may also provide gear reduction, its primary purpose is to permit the wheels at either end of an axle to
rotate at different speeds (essential to avoid wheel slippage on turns) as it changes the direction of rotation.

Conventional gear/belt transmissions are not the only mechanism for speed/torque adaptation. Alternative
mechanisms include torque converters and power transformation (for example, diesel-electric
transmission and hydraulic drive system). Hybrid configurations also exist.

EXPLANATION

Early transmissions included the right-angle drives and other gearing in windmills, horse-powered devices, and steam
engines, in support of pumping, milling, and hoisting.

Most modern gearboxes are used to increase torque while reducing the speed of a prime mover output shaft (e.g. a
motor crankshaft). This means that the output shaft of a gearbox will rotate at a slower rate than the input shaft, and
this reduction in speed will produce a mechanical advantage, causing an increase in torque. A gearbox can be set up
to do the opposite and provide an increase in shaft speed with a reduction of torque. Some of the simplest gearboxes
merely change the physical direction in which power is transmitted.

Many typical automobile transmissions include the ability to select one of several different gear ratios. In this case,
most of the gear ratios (often simply called "gears") are used to slow down the output speed of the engine and
increase torque. However, the highest gears may be "overdrive" types that increase the output speed.

The most common use is in motor vehicles, where the transmission adapts the output of the internal combustion
engine to the drive wheels. Such engines need to operate at a relatively high rotational speed, which is inappropriate
for starting, stopping, and slower travel. The transmission reduces the higher engine speed to the slower wheel speed,
increasing torque in the process. Transmissions are also used on pedal bicycles, fixed machines, and anywhere else
where rotational speed and torque needs to be adapted.

10
Often, a transmission will have multiple gear ratios (or simply “gears”), with the ability to switch between them as
speed varies. This switching may be done manually (by the operator), or automatically. Directional (forward and
reverse) control may also be provided. Single-ratio transmissions also exist, which simply change the speed and
torque (and sometimes direction) of motor output speed of the engine and increase torque. However, the highest gears
may be "overdrive" types that increase the output speed.

11
Manual
Manual transmission come in two basic types:

 a simple but rugged sliding-mesh or unsynchronized / non-synchronous system, where straight-cut spur gear

sets are spinning freely, and must be synchronized by the operator matching engine revs to road speed, to avoid
noisy and damaging "gear clash",
 and the now common constant-mesh gearboxes which can include non-synchronised, or synchronized /
synchromesh systems, where typically diagonal cut helical (or sometimes either straight-cut, or double-helical)
gear sets are constantly "meshed" together, and a dog clutch is used for changing gears. On synchromesh boxes,
friction cones or "synchro-rings" are used in addition to the dog clutch to closely match the rotational speeds of
the two sides of the (declutched) transmission before making a full mechanical engagement.

The former type was standard in many vintage cars (alongside e.g. epicyclic and multi-clutch systems) before the
development of constant-mesh manuals and hydraulic-epicyclic automatics, older heavy-duty trucks, and can still be
found in use in some agricultural equipment. The latter is the modern standard for on- and off-road transport manual
and semi-automatic transmission, although it may be found in many forms; e.g., non-synchronised straight-cut in
racetrack or super-heavy-duty applications, non-synchro helical in the majority of heavy trucks and motorcycles and
in certain classic cars (e.g. the Fiat 500), and partly or fully synchronised helical in almost all modern manual-shift
passenger cars and light trucks.

Manual transmissions are the most common type outside North America and Australia. They are cheaper, lighter,
usually give better performance, and fuel efficiency (although automatic transmissions with torque converter lockup
and advanced electronic controls can provide similar results). It is customary for new drivers to learn, and be tested,
on a car with a manual gear change. In Malaysia and Denmark all cars used for testing (and because of that, virtually
all those used for instruction as well) have a manual transmission. In Japan, the
Philippines, Germany,Poland, Italy, Israel, the Netherlands, Belgium, New Zealand, Austria, Bulgaria, the UK,[6]
[7]
 Ireland,[7] Sweden, Norway, Estonia, France, Spain, Switzerland, the Australian states of Victoria,[8]Western
Australia and Queensland, Finland, Lithuania and the Czech Republic, a test pass using an automatic car does not
entitle the driver to use a manual car on the public road; a test with a manual car is required. [citation needed] Manual
transmissions are much more common than automatic transmissions in Asia, Africa, South America and Europe.

Manual transmissions can include both synchronized and unsynchronized gearing. For example, reverse gear is
usually unsynchronised, as the drive is only expected to engage it when the vehicle is at a standstill. Many older (up
to 1970s) cars also lacked syncro on first gear (for various reasons - cost, typically "shorter" overall gearing, engines
typically having more low-end torque, the extreme wear which would be placed on a frequently used 1st gear
synchroniser...), meaning it also could only be used for moving away from a stop unless the driver became adept at
double-declutching and had a particular need to regularly downshift into the lowest gear.

Some manual transmissions have an extremely low ratio for first gear, which is referred to as a "creeper gear" or
"granny gear". Such gears are usually not synchronized. This feature is common on pickup trucks tailored to trailer-
towing, farming, or construction-site work. During normal on-road use, the truck is usually driven without using the
creeper gear at all, and second gear is used from a standing start. Some off-road vehicles, most particularly the
Willys Jeep and its descendents, also had transmissions with "granny first"s either as standard or an option, but this
function is now more often provided for by a low-range transfer gearbox attached to a normal fully synchronised
transmission.

Non-synchronous
There are commercial applications engineered with designs taking into account that the gear shifting will be done by
an experienced operator. They are a manual transmission, but are known as non-synchronized transmissions.
Dependent on country of operation, many local, regional, and national laws govern the operation of these types of
vehicles (see Commercial Driver's License). This class may include commercial, military, agricultural,
or engineering vehicles. Some of these may use combinations of types for multi-purpose functions. An example
would be a power take-off(PTO) gear. The non-synchronous transmission type requires an understanding of gear
range, torque, engine power, and multi-functional clutch and shifter functions. Also see Double-clutching,
and Clutch-brake sections of the main article.

Automatic
Most modern North American and Australian and some European and Japanese cars have an automatic
transmission that will select an appropriate gear ratio without any operator intervention. They primarily
use hydraulics to select gears, depending on pressure exerted by fluid within the transmission assembly. Rather than
using a clutch to engage the transmission, a fluid flywheel, or torque converter is placed in between the engine and
transmission. It is possible for the driver to control the number of gears in use or select reverse, though precise
control of which gear is in use may or may not be possible.

Automatic transmissions are easy to use. However, in the past, automatic transmissions of this type have had a
number of problems; they were complex and expensive, sometimes had reliability problems (which sometimes
caused more expenses in repair), have often been less fuel-efficient than their manual counterparts (due to "slippage"
in the torque converter), and their shift time was slower than a manual making them uncompetitive for racing. With
the advancement of modern automatic transmissions this has changed.[citation needed]

Attempts to improve the fuel efficiency of automatic transmissions include the use of torque converters which lock
up beyond a certain speed, or in the higher gear ratios, eliminating power loss, and overdrive gears which
automatically actuate above certain speeds; in older transmissions both technologies could sometimes become
intrusive, when conditions are such that they repeatedly cut in and out as speed and such load factors as grade or
wind vary slightly. Current computerized transmissions possess very complex programming to both maximize fuel
efficiency and eliminate any intrusiveness. This is due mainly to electronic advances rather than mechanical ones
although improvements in CVT technology and the use of automatic clutches have also helped. The 2012 model of
the Honda Jazz sold in the UK actually claims marginally better fuel consumption for the CVT version than the
manual version.

For certain applications, the slippage inherent in automatic transmissions can be advantageous; for instance, in drag
racing, the automatic transmission allows the car to be stopped with the engine at a high rpm (the "stall speed") to
allow for a very quick launch when the brakes are released; in fact, a common modification is to increase the stall
speed of the transmission. This is even more advantageous for turbocharged engines, where the turbocharger needs
to be kept spinning at high rpm by a large flow of exhaust in order to keep the boost pressure up and eliminate
the turbo lag that occurs when the engine is idling and the throttle is suddenly opened.

Semi-automatic
A hybrid form of transmission where the an integrated control system handles manipulation of
the clutch automatically, but the driver can still - and may be required to - take manual control of gear selection. This
is sometimes called a "clutchless manual," or "automated manual" transmission. Many of these transmissions allow
the driver to fully delegate gear shifting choice to the control system, which then effectively acts as if it was a regular
automatic transmission. They are generally designed using manual transmission "internals", and when used in
passenger cars, have synchromesh operated helical constant mesh gear sets.

Early semi-automatic systems used a variety of mechanical and hydraulic systems - including centrifugal clutches,
torque converters, electro-mechanical (and even electrostatic) and servo/solenoid controlled clutches - and control
schemes - automatic declutching when moving the gearstick, pre-selector controls, centrifugal clutches with drum-
sequential shift requiring the driver to lift the throttle for a successful shift, etc. - and some were little more than
regular lock-up torque converter automatics with manual gear selection.

Most modern implementations, however, tend to be standard or slightly modified manual transmissions (and very
occasionally modified automatics, even including a few cases of CVTs with "fake" fixed gear ratios), with servo-
controlled clutching and shifting under command of the central engine computer. These are intended to be a
combined replacement option both for more expensive and less efficient "normal" automatic systems, and for drivers
who prefer manual shift but are no longer able to operate a clutch, and users are encouraged to leave the shift lever in
fully automatic "Drive" most of the time, only engaging manual-sequential mode for sporty driving or when
otherwise strictly necessary.

Specific types of this transmission include: Easytronic, Tiptronic and Geartronic, as well as the systems used as

standard in all ICE-powered Smart-MCC vehicles, and on geared step-through scooters such as the Honda Super
Cub or Suzuki Address.

A dual-clutch transmission uses two sets of internals which are alternately used, each with its own clutch, so that a
"gearchange" actually only consists of one clutch engaging as the other disengages, making for a supposedly
"seamless" shift with no break in (or jarring reuptake of) power transmission. Each clutch's attached shaft carries half
of the total input gear complement (with a shared output shaft), including synchronised dog clutch systems that pre-
select which of its set of ratios is most likely to be needed at the next shift, under command of a computerised control
system.

Specific types of this transmission include: Direct-Shift Gearbox.

There are also sequential transmissions which use the rotation of a drum to switch gears, much like those of a typical
fully manual motorcycle.[9] These can be designed with a manual or automatic clutch system, and may be found both
in automobiles (particularly track and rally racing cars), motorcycles (typically light "step-thru" type city utility
bikes, e.g. the Honda Super Cub) and quadbikes (often with a separately engaged reversing gear), the latter two
normally using a scooter-style centrifugal clutch.

MOTOR CYCLE TRANSMISSION

A motorcycle transmission is a transmission created specifically for motorcycle applications. They may also be

found in use on other light vehicles such as motor tricycles and quadbikes, offroad buggies, mowers and other utility
vehicles, microcars, and even some superlight sports cars.

CLUTCH

The clutch in a manual-shift motorcycle transmission is typically an arrangement of plates stacked in

alternating fashion, one geared on the inside to the engine and the next geared on the outside to
the transmission input shaft. Whether wet (rotating in engine oil) or dry, the plates are squeezed together by a spring,
causing friction build up between the plates until they rotate as a single unit, driving the transmission directly. A
lever on the handlebar exploits mechanical advantage through a cable or hydraulic arrangement to release the clutch
spring, allowing the engine to freewheel with respect to the transmission.

Automatic and semi-automatics typically use a centrifugal clutch which operates in a different fashion. At idle, the
engine is disconnected from the gearbox input shaft, allowing both it and the bike to freewheel (unlike torque
converter automatics, there is no "idle creep" with a properly adjusted centrifugal clutch). As the throttle is opened
and engine speed rises, counterweights attached to movable inner friction surfaces (connected to the engine shaft)
within the clutch assembly are thrown gradually further outwards, until they start to make contact with the inside of
the outer housing (connected to the gearbox shaft) and transmit an increasing amount of engine power. The effective
"bite point" is found automatically by equilibrium where the power being transmitted through the (still-slipping)
clutch is equal to what the engine can provide. This allows relatively fast full-throttle takeoffs (with the clutch
adjusted so the engine will be turning near its maximum-torque rpm) without the engine slowing or bogging down,
as well as more relaxed starts and low-speed manoeuvres at lower throttle settings and rpms.

Above a certain engine speed - once the bike is properly in motion, so the gearbox input shaft is also rotating quickly
and so allowing the engine to accelerate further by way of clutch slip - the outward pressure of the weighted friction
plates is sufficient that the clutch will enter full lock-up, the same as a conventional plate-clutch with a fully released
lever or pedal. After this, there is no clutch slip, and the engine is locked to and providing all of its available power
to the transmission; engine rpm is now dependent on the road speed and the current gear ratio (under either user
control in a semi-auto, or reliant on road speed (and sometimes load/throttle position) in a CVT setup). In a typical
CVT, the gear ratio will be chosen so the engine can reach and maintain its maximum-power speed as soon as
possible (or at least, when at full throttle, in a partially load-dependent system), but in a semi-auto the rider is
responsible for this choice, and they can ride around all day in top gear (or first) if they so prefer. Also, once the
engine is turning fast enough to lock the clutch, it will stay fully engaged until the RPMs fall below that critical point
again, even if the throttle is fully released. Below the lock-up point, partially or fully releasing the throttle can lead to
the RPM falling off rapidly, thanks to the feedback loop of lower engine speed meaning less friction pressure. This
toggle-like mode of operation can lead to certain characteristic centrifugal-clutch-automatic behaviour, such as being
able to freewheel rapidly downhill from a standstill, with engine braking only being triggered by turning
the throttle briefly (and not then cancellable without braking to quite a slow, gear-dependent pace), and lockup
triggering at a lower speed with full versus minimal throttle.

CONSRUCTION

Pre-unit construction, also called separate construction, is a motorcycle engine architecture where the engine and
gearbox are separate casings. In unit construction the engine and gearbox share a single housing.

In many modern designs, the engine sits in front of the gearbox. From a sprocket on one side of the crankshaft, a
chain will drive the clutch, which can often be found behind a large circular cover on one side of the gearbox. The
clutch is connected to the gearbox input shaft. For motorcycles with chain drive, the gearbox output shaft is typically
connected to the sprocket which drives the final drive chain.

Most manual motorcycle gearboxes have "constant mesh" gears which are always mated but may rotate freely on a
shaft until locked by a toothed sliding collar or "dog clutch". Since the gears are always rotating and can only be
accessed sequentially, synchromesh is not generally needed. To save space, both shafts may contain a mixture of
fixed and free-spinning gears, with some gears built into the sliding parts.

Comparison to other automated transmissions

The automatic transmission is fully automatic and one does not need to change gears at all, which happens at the
discretion of the computer in the car whereas in the semi-automatic transmission one can up-shift or down-shift
without pressing the clutch. The gear can be engaged in manual mode wherein one can move it up and down to
change the gears or one could operate the paddle shifters, just behind the steering wheel to perform the same
operation. Many modern automated transmissions can also operate in the same manner as a conventional type of
automatic transmission by allowing the transmission's computer to automatically change gear if, for example, the
driver were redlining the engine. The ability to shift gears manually, often via paddle shifters, can also be found on
certain automatic transmissions (manumatics such as Tiptronic) and continuous variable transmissions (CVTs) (such
as Lineartronic).

Despite superficial similarity to other automated transmissions, automated transmissions differ significantly in
internal operation and driver's "feel" from manumatics and CVTs. A manumatic, like a standard automatic
transmission, uses a torque converter instead of clutch to manage the link between the transmission and the engine,
while a CVT uses a belt instead of a fixed number of gears. A semi-automatic transmission offers a more direct
connection between the engine and wheels than a manumatic and is preferred in high performance driving
applications, while a manumatic is often preferred for street use because its fluid coupling makes it easier for the
transmission to consistently perform smooth shifts,[1] and CVTs are generally found in gasoline-electric hybrid
engine applications.

Typically semi-automatic transmissions are more expensive than manumatics and CVTs, for instance BMW's 7-
speed Double Clutch Transmission is a $3900 CAD upgrade to the standard 6-speed manual, while the 6-speed
Steptronic Automatic was only a $1600 CAD option.[2] In a given market, very few models have two choices of
automated transmission; for instance the BMW 645Ci/650i (E63/64) (standard 6-speed manual) had an optional 6-
speed automatic "Steptronic" or 7-speed Getrag SMG III single-clutch semi-automatic transmission until after the
2008 model year, when the SMG III was dropped. [3] Many sport luxury manufacturers such as BMW offer the
manumatic for their mainstream lineup (such as the BMW 328i and BMW 535i) and the semi-automatic for
their high-performance models (the BMW M3 and BMW M5).[2]

The automated transmission may be derived from a conventional automatic; for instance Mercedes-Benz's AMG
Speedshift MCT automated transmission is based on the 7G-Tronic manumatic, however the latter's torque converter
has been replaced with a wet, multi-plate launch clutch. [4] Other automated transmissions have their roots in a
conventional manual; the SMG II drivelogic (found in the BMW M3 (E46) is a Getrag 6-speed manual transmission,
but with an electrohydraulically actuated clutch pedal, similar to an Formula One style transmission.[5][6][7] The most
common type of semi-automatic transmission in recent years has been the dual clutch type, since single-clutch types
such as the SMG III have been criticized for their general lack of smoothness in everyday driving (although being
responsive at the track)

OPERATION
In standard mass-production automobiles, the gear lever appears similar to manual shifts, except that the gear
stick only moves forward and backward to shift into higher and lower gears, instead of the traditional H-pattern.
The Bugatti Veyron uses this approach for its seven-speed transmission. InFormula One, the system is adapted to fit
onto the steering wheel in the form of two paddles; depressing the right paddle shifts into a higher gear, while
depressing the left paddle shifts into a lower one. Numerous road cars have inherited the same mechanism.

Hall effect sensors sense the direction of requested shift, and this input, together with a sensor in the gear box which
senses the current speed and gear selected, feeds into a central processing unit. This unit then determines the optimal
timing and torque required for a smooth clutch engagement, based on input from these two sensors as well as other
factors, such as engine rotation, the Electronic Stability Control, air conditioner and dashboardinstruments.

The central processing unit powers a hydro-mechanical unit to either engage or disengage the clutch, which is kept in
close synchronization with the gear-shifting action the driver has started. In some cases, the hydro-mechanical unit
contains a servomotor coupled to a gear arrangement for a linearactuator, which uses brake fluid from the braking
system to impel a hydraulic cylinder to move the main clutch actuator. In other cases, the clutch actuator may be
completely electric.

The power of the system lies in the fact that electronic equipment can react much faster and more precisely than a
human, and takes advantage of the precision of electronic signals to allow a complete clutch operation without the
intervention of the driver.

For the needs of parking, reversing and neutralizing the transmission, the driver must engage both paddles at once;
after this has been accomplished, the car will prompt for one of the three options.

The clutch is really only needed to start the car. For a quicker upshift, the engine power can be cut, and the collar
disengaged until the engine drops to the correct speed for the next gear. For the teeth of the collar to slide into the
teeth of the rings, both the speed and position must match. This needs sensors to measure not only the speed, but the
positions of the teeth, and the throttle may need to be opened softer or harder. The even-faster shifting techniques
like powershifting require a heavier gearbox or clutch or even a dual clutch transmission.

ELECTROHYDURALIC MANUAL TRANSMMISION

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

Depending on the implementation, some computer-controlled electrohydraulic manual transmissions will

automatically shift gears at the right points (like an automatic transmission), while others require the driver to
manually select the gear even when the engine is at the redline. Despite superficial similarity, clutchless manual
transmission differ significantly in internal operation and driver's 'feel' from manumatics, the latter of which is
an automatic transmission (automatics use a torque converter instead of clutch to manage the link between the engine
DESIGN OF PROJECT:
The project is done as a table top on the FIAT car’s gear box. The project design comprises of designing the
following parts,
1. Hydraulic circuit
2. Electronic circuit
3. Mechanical components

HYDRAULIC CIRCUIT:
Hydraulic motion is selected for gear shifting owing to its large load acceptance and ease of adaptability in the

car. Also the gear shift should be quick. The basic components design is explained in detail.

CYLINDER DESIGN:
Load required to move the selector rod or to change the gear F=30 Kg
Pressure built in the compressor unit P=10 bar
To find:

Cylinder dimensions D,L=?

1. Cylinder diameter D=?

P=F/A
5 2
(10*10 )*(/4)*D = 30*9.81

D=0.0194 m = 20 mm

2. Cylinder length L =?
Cylinder length L= Stroke Length+ Piston thickness+ Clearance
L= 30+10+7 = 47 mm
L=47mm

Cylinder diameter= 20mm Cylinder length= 47mm

SELECTION OF PUMP:
Selection of pump is based on following characteristics:
1. Select the actuator that is appropriate based on loads encountered.

2. Determine the flow rate requirements. This involves the calculation of the flow rate necessary to drive the actuator

to move the load through a specified distance within the given time.

3. Determine the pump speed and select the prime mover. This, together with the flow rate calculation, determines the

pump size

4. Select the pump based on application

5. Select the system pressure. These involves in with the actuator size and magnitude of the resistive force produced

by the external load on the system. Also involved here is the total amount of power to be delivered by the pump.

6. Select the reservoir and associated plumping, including piping, valving, hydraulic cylinders, motors and other

miscellaneous components.

7. Calculate the overall cost of the system.

8. Consider factors such as noise levels, horse power loss, need for a heat exchanger due to heat generated, pump

wear, scheduled maintenance service to provide a desired life of the total system.

The above characteristics are satisfied by the GEAR OIL PUMP and the following data are obtained from
measurement,
Do =75 mm Di =50 mm W= 25 mm N=1440 rpm

1. Flow rate Q= (/4)*(Do2-Di2)*W*N

= (P/4)*(0.0752-0.0502)*0.050*1440
= 0.0883 m3/S = 0.00147 m3/min = 1.47 Ltrs/min

2. Power required = Pressure*Flow rate= (10*105)*0.0883 = 88.3 kw

SELECTION OF RESERVIOR:

1. Reservoir Capacity= 2.5 to 3 Times of Pump flow

= 3*1.47
= 4.41 Ltrs
=4 Ltrs

2. Size of the copper tube =6 mm(for transmitting hydraulic fluid to valves)

HYDRAULIC CIRCUIT DIAGRAM:

 /
11 8
5
9

10 /
6

2 3 4

11

Hydraulic circuit diagram of the project

1. Reservoir. 7. Cylinder piston assembly

2. Pump. 8. Limit Switch

3. Clutch 9. Gear Box

4. Engine 10. Gear selector rod

5. Inlet Solenoid Valve 11. Spring

6. Outlet Solenoid Valve

ELECTRONIC CIRCUIT:
The electronic circuit is used for governing the hydraulic operation. For this purpose we have used two

solenoid valves (inlet and outlet) for each gear to be shifted. The supply voltage is from battery which is 12V. there
will be six buttons 1, 2, 3, 4, R, N for gear shifting. Each actuates the gear corresponding when pressed.

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

B1

12 V VVVV

Sole1

ii. Maintaining gear position

LS2

12 V VVVV

Sole1

iii. Releasing gear-neutral position

BN

12 V VVVV Sole2

iv. Gear changing

 Sole1

12 V VVVV C

Sole2

MECHANICAL COMPONENTS:
The main mechanical component for the project is the spring. The spring is used to counter balance the force

exerted by the piston. Moreover it is useful in the return motion of the gear selector rod during gear disengagement.

Presence of spring on the gear selector rod helps in the quick action that is required during the gear shift.

DESIGN OF SPRINGS:

We have formula for deflection Y = 8PD3n/Gd4

Where,
Y=deflection of spring=1.5 Cm
P=load acting on the spring=30 Kg
D=Diameter of spring=3.5 Cm
d= Diameter of spring coil=0.4 Cm
G=modulus of elasticity of spring material=2*105 N/mm2
N=no of coils in the spring=?

No of coils in the spring,

n=YGd4/8PD3
= 1.5*2*105*0.44*100/(8*30*9.81*3.53)
= 8 coil
WORKING PRINCIPLE:
The main driving force for the gear shifting is by the hydraulic fluid. The gear shifting along with the

clutch operation works with the pressing of buttons. On pressing the button corresponding to the gear, three

operations take place,

1. Engine rotation
2. Clutch engagement
3. Pump rotation

When the car is switched on the engine rotates, on pressing the button clutch engages. Now

electromagnetic clutch engages the pump. Due to the pump rotation the hydraulic fluid is pumped from reservoir to

the inlet solenoid valve. Through this valve the fluid pushes the piston in the cylinder. This motion causes the gear

shifter rod to engage the gear which is fitted to the piston. In order to avoid slippage of gear a limit switch is used to

sense the position of selector rod and cut off the supply.

To bring the car to neutral position we press the N button. Now the outlet solenoid valve energizes so the

fluid in the cylinder rushes back to the sump with the aid of spring tension. If the next higher gear has to be selected,

the same operation takes place on pressing the next button.

CURRENT STATUS:

Presently we have done this project as a table top working model. This consists of various parts which are
listed below.

1) FIAT Gearbox
2) TOYOTA Power steering compressor
3) Motor for driving the compressor
4) Electro magnetic clutch
5) Tank or reservoir for storing the hydraulic fluid
6) Valves for controlling the flow of hydraulic fluid
7) Limit switch to cut off the supply
8) Hydraulic cylinder and piston assembly
9) Copper tubes for transportation of fluid
 10)Fluid Hoses
11)Base structure for holding the gearbox and motor arrangement

The current model is a simple one which is actuated by a stick switch governing the gear selection. This set up

works good for two gears. In the future there are plans to incorporate the clutch action in the set up by using the

electronic clutch.

WORKING PRINCIPLE

 A method of controlling a gear change of an automobile, said automobile comprising an internal combustion
engine.

 An automatic transmission connected to an output rotation shaft of said engine so as to transmit the rotational
output of said engine to drive wheels of said automobile through any selected one of a plurality of gear ratios.

 A load device selectively connectable to said output rotation shaft of said engine via selectively-connecting
means for generating a gear change control signal for selecting one of said gear ratios of said automatic
transmission in accordance with one of operational conditions of said automobile and said engine said
method comprising the steps of controlling said selectively-connecting means when said gear change signal-
generating means generates the control signal for shifting up the gear in said automatic transmission, in such
a manner that said selectively-connecting means connects said load device to said output rotation shaft of
said engine.

Battery is giving the microcontroller unit. The proximity sensor is used to detect the wheel speed and this signal is
given to the microcontroller unit. The 1 st gear is done by manually press the button and the succeeding gears all are
down automatically by the microcontroller unit.

 The two electro-magnetic coils are fixed to the gear shaft of the two ends. One is used to shift the gear in
upward direction. Another one is used to shift the gear in downward direction. These two coil is operated
depends upon the speed of the vehicle this is automatically done with the help of microcontroller unit c
programming language.

fig. 1.1 MICRO-CONTROLLER BASED AUTOMATIC ELECTRO-MAGNETIC GEAR SHIFTING

 SYSTEM

LIST OF MATERIALS

Sl. No. PARTS Qty. Material

i. Frame Stand 1 Mild Steel
ii. Battery 1 Lead Acid
iii. Electro magnetic coil 2 Coil
iv. Bearing with Bearing Cap 1 M.S
v. Engine 1 75 Cc
vi Chain with Sprocket 1 M.S
viii. Connecting Tube 1 meter Plastic
ix. Bolt and Nut - M.S
x Wheel Arrangement 1 -
Xi Microcontroller Unit 1 Electronics

ELECTRO MAGNETIC COIL

fig.1.2 ELECTRO MAGNETIC COIL

The key to understanding the role of permanent magnet’s gear shifting lies in the general issue of
biasing. Consider the simplest magnetic as shown in the figure, but omit the lower electromagnet. By
omitting the finite permeability of the iron, the current in the coil controls the flux density.

fig.1.3 Proximity_Sensors

MICROCONTROLLER UNIT
In our project Atmega 16 Is the microcontroller unit.
Features
• High-performance, Low-power AVR® 8-bit Microcontroller
• Advanced RISC Architecture
– 131 Powerful Instructions – Most Single-clock Cycle Execution
– 32 x 8 General Purpose Working Registers
– Fully Static Operation
– Up to 16 MIPS Throughput at 16 MHz
– On-chip 2-cycle Multiplier
• Nonvolatile Program and Data Memories
– 16K Bytes of In-System Self-Programmable Flash
Endurance: 10,000 Write/Erase Cycles
– Optional Boot Code Section with Independent Lock Bits
In-System Programming by On-chip Boot Program
True Read-While-Write Operation
– 512 Bytes EEPROM
Endurance: 100,000 Write/Erase Cycles
– 1K Byte Internal SRAM
– Programming Lock for Software Security
• JTAG (IEEE std. 1149.1 Compliant) Interface
– Boundary-scan Capabilities According to the JTAG Standard
– Extensive On-chip Debug Support
– Programming of Flash, EEPROM, Fuses, and Lock Bits through the JTAG Interface
• Peripheral Features
– Two 8-bit Timer/Counters with Separate Prescalers and Compare Modes
– One 16-bit Timer/Counter with Separate Prescaler, Compare Mode, and Capture
Mode
– Real Time Counter with Separate Oscillator
– Four PWM Channels
– 8-channel, 10-bit ADC
8 Single-ended Channels
7 Differential Channels in TQFP Package Only
2 Differential Channels with Programmable Gain at 1x, 10x, or 200x
– Byte-oriented Two-wire Serial Interface
– Programmable Serial USART

– Master/Slave SPI Serial Interface

– Programmable Watchdog Timer with Separate On-chip Oscillator
– On-chip Analog Comparator
• Special Microcontroller Features
– Power-on Reset and Programmable Brown-out Detection
– Internal Calibrated RC Oscillator
– External and Internal Interrupt Sources
– Six Sleep Modes: Idle, ADC Noise Reduction, Power-save, Power-down, Standby
and Extended Standby
• I/O and Packages
– 32 Programmable I/O Lines
– 40-pin PDIP, 44-lead TQFP, and 44-pad MLF
• Operating Voltages
– 2.7 - 5.5V for ATmega16L
– 4.5 - 5.5V for ATmega16
• Speed Grades
– 0 - 8 MHz for ATmega16L
– 0 - 16 MHz for ATmega16

SPECIFICATION OF FOUR STROKE PETROL ENGINE:

Type : Four strokes

Cooling System : Air Cooled

Bore/Stroke : 50 x 50 mm

Piston Displacement : 98.2 cc

Compression Ratio : 6.6: 1

Maximum Torque : 0.98 kg-m at 5,500RPM

fig.1.4 FOUR STROKES PETROL ENGINE

ADVANTAGES

 This system will be used to neatralizer gear automatically.

 So when you start the bike ,you have not to words about the gears is neatralizer or not.

 It requires simple maintenance cares

 The safety system for automobile.

 Checking and cleaning are easy, because of the main parts are screwed.

 Easy to Handle.

 Low cost automation Project

 Repairing is easy.

 Replacement of parts is easy.

APPLICATIONS

 It is very much useful for Car Owners & Auto-garages.

 Thus it can be useful for the two wheeler application.

DISADVANTAGE:

 This system is run to the battery .

 Once the system neatralizer the gear if someone changes the gear ,if will be not work.

*limitation :

 this system is capable to neatralizer gears from lower gear e.g. 1st &2nd gears

 The gear shifter of bike should work properly.

CONCLUSION
This project work has provided us an excellent opportunity and experience, to use our limited knowledge.
We gained a lot of practical knowledge regarding, planning, purchasing, assembling and machining while doing this
project work. We feel that the project work is a good solution to bridge the gates between institution and industries.
 We are proud that we have completed the work with the limited time successfully. The NEATRALIZER
GEAR SHIFTING FOR TWO-WHEELER SYSTEM is working with satisfactory conditions. We are able to
understand the difficulties in maintaining the tolerances and also quality. We have done to our ability and skill
making maximum use of available facilities.
*REFERENCES*

1. Leonard E. Samuels, “Metallographic polishing by mechanical methods”, fourth edition, ASM

international, 2003.

2. 2. “How Polishing, Buffing & Burnishing Work”,http://platers.org/polishing_buffing.php,2009.

3. 3. J.H. Chuang, L.W. Troy and C. Chen , International journal of Fatigue, Vol.20, No. 7, 1998,
pp. 531-536.

4. 4. Wood, W.E., Metallurgical Transactions, Vol. 8A, 1977,pp. 1195- 1199.

5. 5. A Robot System for High Quality Belt Grinding and Polishing Processes-Bernd Kuhlenkoetter &
Xiang Zhang Research in Production for