MICRO-CONTROLLER BASED AUTOMATIC

ELECTRO-MAGNETIC GEAR SHIFTING SYSTEM

DEPARTMENT
OF
MECHANICAL ENGINEERING
APRIL 2011
 MICRO-CONTROLLER BASED AUTOMATIC
ELECTRO-MAGNETIC GEAR SHIFTING SYSTEM
A PROJECT REPORT
Submitted by
SETHU RAMAN.N - 41007144030
SURENDRAN.D - 41007144033
ABDUL RAHMAN M.K - 41007144037
VINOTH. R - 41007144513
in partial fulfillment of the requirement for the award of degree
of
BACHELOR OF ENGINEERING
IN
MECHANICAL ENGINEERING
KRISHNASAMY COLLEGE OF ENGGINEERING AND
TECHNOLOGY
ANNA UNIVERSITY : THRUCHIRAPALLI
APRIL 2011
SIGNATURE

REFERENCE WITH
A. CHANDIRAN. M.E., SIGNATURE
(Asst. Prof)

UNDER THE GUIDANCE

REFERANCE WITH OF
R. SENTHILKUMAR.M.E., J.KRISHNARAJ.M.E.,PGDCA
(Asst. Prof) (Asso. Prof)
 INTRODUCTION

 An automatic transmission allows a vehicle to change gear ratios from

a gearbox without requiring its driver to use a shift lever or a clutch.
Its origins date to 1894, when the modern automatic transmission was
introduced by Frenchmen Louis-Rene Panhard and Emile Levassor.
Ten years later, the concept was improved by the Sturtevant brothers
in Boston, Massachusetts.

 The Sturtevant brothers developed the two-forward-speed automatic

transmission, but metal technology at the time was primitive and the
gearbox was prone to failure due to the stress of changing gear ratios.

 Inventor Sturtevant designed the 1904 Automatic Tourer that featured

an internal combustion engine, a 3-speed semi-automatic gearbox,
automatic lubrication and vacuum brakes.

 The Sturtevant automatic transmission serves as the blueprint for all

automatic cars and trucks on today's roads. The clutch-less automatic
car utilizes a gearbox that automatically changes the gear ratio, which
allows the driver to simply select one gear to move or park the
vehicle.

 Automaker Reo developed the Self-Shifter in 1934 that basically used

two transmissions: one used at ordinary speeds and the second when
low gear was required to slow the vehicle.

 In 1940, General Motors' Oldsmobile marketed a reliable version, the

Hydra-Matic, which combined a fluid coupling with three planetary
gearsets that were hydraulically controlled.

 The Hydra-Matic was soon offered in Cadillacs and Pontiacs, but

World War II interrupted mass production for all civilian models and
was converted to military uses.

 Buick followed with its Dynaflow in 1948; Packard offered the

Ultramatic in 1949; and Chevrolet debuted the Powerglide in 1950.
 German and Japanese automakers are leading the way today with new
automatic technology, with BMW developing the first six-speed
automatic in 2002; Mercedes-Benz a seven-speed 7G-Tronic in 2003;
and Toyota's eight-speed found in the 2007 Lexus LS 460.

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 1st 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
• 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

DISADVANTAGES
Initial cost is required.
 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 AUTOMATIC ELECTRO-MAGNETIC GEAR SHIFTING
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.

In conclusion remarks of our project work, let us add a few more lines
about our impression project work. Thus we have developed a “AUTOMATIC
ELECTRO-MAGNETIC GEAR SHIFTING SYSTEM” which helps to know
how to achieve low cost automation. The application of electro-magnetic coil
produces smooth operation. By using more techniques, they can be modified and
developed according to the applications.