Mangeelal-International Journal of Computer Science information and Engg.

, Technologies ISSN 2277-4408 || 01062014-020

BUTTON OPERATED ELECTRO-MAGNETIC

GEAR SHIFTING SYSTEM
D.Mangeelal1 Associate Professor, Department of Mechanical Engineering, J.B.Institute of Engineering &Technology,
Yenkapally, Moinabad(M), R.R.(Dist), Hyderabad-500075,India.
P. Ravikanth Raju2 Associate Professor, Department of Mechanical Engineering, Malla Reddy College of Engineering
& Technology, Maisammaguda, Dhulapally (Post), Secunderabad - 500 100, India.
K. Nagendra Kumar3 Associate Professor, Department of Mechanical Engineering, Bhaskar Engineering College,
Yenkapally, Moinabad(M), R.R.(Dist), Hyderabad-500075, India.
P.Amani4 M.Tech Student, Department of Mechanical Engineering, J.B.Institute of Engineering &Technology,
Yenkapally, Moinabad(M), R.R.(Dist), Hyderabad-500075, India.
Dmlal9@gmail.com, ravikanthraj@gmail.com , knagendra.kumar@gmail.com, amani.c3@gmail.com

ABSTRACT
There are disclosed an automatic gear change control apparatus for an automobile and a
method of controlling such apparatus. A rotational output of an internal combustion engine is
connected to drive wheels of the automobile and a load device.
When a gear shifting-up of an automatic transmission is to be effected, the load applied by
the load device is increased, or the load is connected to an output rotation shaft of the engine via a
selectively-connecting device, thereby reducing the rotational speed of the output rotation shaft of
the engine to a required level. In this work, two electromagnetic coils are coupled to the gear rod of
the two ends. The two buttons are used to activate the electro-magnetic coil so that the gear will be
shifted.
1. INTRODUCTION
An automatic gear change control apparatus for an automobile, comprising an internal
combustion engine; an automatic transmission connected to an output rotation shaft of engine so as
to transmit the rotational output of drive wheels through any selected one of gear ratios; apparatus
comprising a load device for applying a load; means for connecting load device to output rotation
shaft of engine and for generating a gear change control signal for selecting one of gear ratios of
automatic transmission in accordance with one of operational conditions of automobile and said
engine; and load control means for increasing the load of said load device when said gear change

IJCSIET-ISSUE4-VOLUME2-SERIES2

Page 1

Mangeelal-International Journal of Computer Science information and Engg., Technologies ISSN 2277-4408 || 01062014-020

signal-generating means generates the control signal for shifting up the gear in automatic
transmission.

Increasing demands on performance, quality and cost are the main challenge for today's
automotive industry, in an environment where every movement, component and every assembly
operation must be immediately and automatically recorded, checked and documented for maximum
efficiency.
Automotive technology has been developed in many areas, like ABS system, active steering
system and other safety systems, which are implemented to increase the passenger safety and
comfort. The development has concluded also the gearbox, which became much smoother and
produces less noise. Gear shifting mechanism must be easy to use and workable, these demands are
very important especially for small cars used by special needs people.
For some drivers, the gear shifting can cause some confusing at driving specially at critical
situations. A crowded road on a hill or a sudden detour makes a lot of tension on the driver. One of
the difficulties in this situation is to choose the right reduction ratio and engaging it at the right time.
2. INTRODUCTION OF BATTERY:
In isolated systems away from the grid, batteries are used for storage of excess solar energy
converted into electrical energy. The only exceptions are isolated sunshine load such as irrigation
pumps or drinking water supplies for storage. In fact for small units with output less than one
kilowatt. Batteries seem to be the only technically and economically available storage means.
Since both the photo-voltaic system and batteries are high in capital costs. It is necessary that the
overall system be optimized with respect to available energy and local demand pattern. To be
economically attractive the storage of solar electricity requires a battery with a particular
combination of properties: like low cost, long life, high reliability, high overall efficiency and low
discharge. Here it is used lead acid battery for storing the electrical energy from the solar panel for
lighting the street and so about the lead acid cells are explained below
Where high values of load current are necessary, the lead-acid cell is the type most
commonly used. The electrolyte is a dilute solution of sulfuric acid (HSO). In the application of
battery power to start the engine in an auto mobile, for example, the load current to the starter motor

IJCSIET-ISSUE4-VOLUME2-SERIES2

Page 2

Mangeelal-International Journal of Computer Science information and Engg., Technologies ISSN 2277-4408 || 01062014-020

is typically 200 to 400A. One cell has a nominal output of 2.1V, but lead-acid cells are often used
in a series combination of three for a 6-V battery and six for a 12-V battery.
The lead acid cell type is a secondary cell or storage cell, which can be recharged. The
charge and discharge cycle can be repeated many times to restore the output voltage, as long as the
cell is in good physical condition. However, heat with excessive charge and discharge currents
shortens the useful life to about 3 to 5 years for an automobile battery. Of the different types of
secondary cells, the lead-acid type has the highest output voltage, which allows fewer cells for a
specified battery voltage.
2.1 CONSTRUCTION:
Inside a lead-acid battery, the positive and negative electrodes consist of a group of plates
welded to a connecting strap. The plates are immersed in the electrolyte, consisting of 8 parts of
water to 3 parts of concentrated sulfuric acid. Each plate is a grid or framework, made of a leadantimony alloy. This construction enables the active material, which is lead oxide, to be pasted into
the grid. In manufacture of the cell, a forming charge produces the positive and negative electrodes.
In the forming process, the active material in the positive plate is changed to lead peroxide (Pbo).
The negative electrode is spongy lead (Pb).
Automobile batteries are usually shipped dry from the manufacturer. The electrolyte is put
in at the time of installation, and then the battery is charged to from the plates. With maintenancefree batteries, little or no water need be added in normal service. Some types are sealed, except for
a pressure vent, without provision for adding water.

Fig.1 Lead Acid Structure

IJCSIET-ISSUE4-VOLUME2-SERIES2

Page 3

Mangeelal-International Journal of Computer Science information and Engg., Technologies ISSN 2277-4408 || 01062014-020

3. CONSTRUCTION OF ELECTRO-MAGNETIC GEAR SHIFTING SYSTEM

Fig. 2 Electro Magnetic Coil

The key to understanding the role of permanent magnets gear shifting lies in the general
issue of biasing. By omitting the finite permeability of the iron, the current in the coil controls the
flux density.

The force, which was generated by shifting the gear, is related to the square of the

magnetic flux density in the gaps between the pole faces and the shaft.
Consequently, it is only possible to pull the shaft toward the magnet; it is not possible to
push the shaft. In some applications where there is a very large static force whose orientation is
consistent and the dynamic loads are always less than the static level, it is sufficient to have a
breaking which can only pull. However most applications require that the shifting the gear is able
to exert a force in either direction.

To accomplish this bi-directional capacity, another

electromagnet is added to the bearing on the opposite side of the shaft having same pole face area
and same number of coil turns.

IJCSIET-ISSUE4-VOLUME2-SERIES2

Page 4

Mangeelal-International Journal of Computer Science information and Engg., Technologies ISSN 2277-4408 || 01062014-020

Fig. 3 Working Model

Battery is giving the supply to the electromagnetic coil. 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
activation of the push button.
4. Design Calculations
4.1 Design of ball bearing (Bearing no: 6202)
Outer Diameter of Bearing (D)

35 mm

Thickness of Bearing (B)

12 mm

Inner Diameter of the Bearing (d)

15 mm

Corner radii on shaft and housing (r)

1 (From design data book)

Maximum Speed

14,000 rpm
(From design data book)

Mean Diameter (dm)

(D + d) / 2 = 25 mm

4.2 Wahls stress factor:

Ks = ((4C 1)/ (4C-4)) + 0.65/C = ((4 x 2.3-1)/ (4 x 2.3-4)) + 0.65/2.3 = 1.85
4.3 Engine design calculations:
Specifications of four stroke petrol engine:
Type

Four strokes

Cooling System

Air Cooled

IJCSIET-ISSUE4-VOLUME2-SERIES2

Page 5

Mangeelal-International Journal of Computer Science information and Engg., Technologies ISSN 2277-4408 || 01062014-020

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

(Swept Volume)

Compression ratio = (Swept Volume + Clearance Volume)/ Clearance Volume

Clearance Volume, Vc = 19.64
Assuming component gases and the mixture behave like ideal gases, according to GibbsDalton law, pressure exerted on the walls of the cylinder by air is P1= (M1RT) / V
Where
M1 = m1/M = (Mass of the gas or air) / (Molecular Weight)
R = Universal gas constant = 8.314 KJ/Kg mole K.
T1 = 303 K, V1 = V = 253.28 x 10-6 m
Molecular weight of air = Density of air (at 3030K) x V mole = 1.165 kg/m x 22.4 m/Kgmole = 1.165 x 22.4
P1 = {[(m1) / (1.165 x 22.4)] x 8.314 x 303}/253.28 x 10-6 = 381134.1 m1
Let P2 = Pressure exerted by the fuel
P2 = (N2R T) / V
Density of petrol = 800 Kg/m
P2 = {[(m2) / (800 x 22.4)] x 8.314 x 303} / (253.28 x 10-6)

555.02 m2

Therefore total pressure inside the cylinder

PT = P1 + P2 = 1.01325 x 100 KN/m2 = 381134.1 m1 + 555.02 m2
(1)

= 1.01325 x 100
Calculation of air fuel ratio:
Carbon

86% Hydrogen

14%

Little of oxygen may already present in the fuel, then the total oxygen required for complete
combustion of 1Kg of fuel = {[(8/3c) + (8H) + S] - O} Kg
As air contains 23% by weight of Oxygen for obtain of oxygen amount of air required =
100/23 Kg.
IJCSIET-ISSUE4-VOLUME2-SERIES2

Page 6

Mangeelal-International Journal of Computer Science information and Engg., Technologies ISSN 2277-4408 || 01062014-020

Minimum air required for complete combustion of 1 Kg of fuel

So for petrol 1Kg of fuel requires

(100/23) {[(8/3c) + H + S] - O} Kg

(100/23) {[(8/3c) x 0.86 + (8 x0.14)]}

14.84 Kg of air

Air fuel ratio = m1/m2 = 14.84/1 = 14.84

m1 = 14.84 m2
Substituting, Equ. (2) in (1), m2 = 1.791 x 10-5 Kg/Cycle

(2)

Mass of fuel flow per cycle = 1.791 x 10-5 Kg cycle

Mass flow rate of the fuel for 2500 RPM = [(1.791 x 10-5)/3600] x (2500/2) x 60 =
3.731 x 10-4 Kg/sec
Calculation of calorific value:
By Delongs formula, Higher Calorific Value = 33800 C + 144000 H + 9270 S
= (33800 x 0.86) + (144000 x 0.14) + 0 = 49228 KJ/Kg
Lower Calorific Value = HCV (9H x 2442) = 49228 [(9 x 0.14) x 2442]
= 46151.08 KJ/Kg = 46.151 MJ/Kg
Calculation of Cp and Cv for the mixture:
Total mass inside the cylinder = m + m = 2.65 x 10-4 + 1.791 x 10-5 Kg = 2.8291 x 10-4 Kg
Weight of nitrogen present = 77% = 0.77 Kg in 1 Kg of air
In 2.65 x 10-4 Kg of air contains, 0.77 x 2.65 x 10-4 Kg of N = 2.0405 x 10-4 Kg
Percent of N present in the total mass = (2.0405 x 10-4)/ (2.8291 x 10-4) = 72.125 %
Percentage of O2 present in total mass = (0.23x2.65x10-4)/ (2.8291x10-4) =21.54 %
Percentage of carbon present in total mass = (0.866 x 1.791 x 10-5)/ (2.8291 x 10-4) =5.444%
Percentage of Hydrogen present in total mass = (0.14x1.791x10-4)/(2.8291 x 10-4) = 0.886 %
Total Cp of the mixture is = msi Cpi = (0.72125 x 1.043) + (0.2154 x 0.913) + (0.54444 x
0.7) + (8.86 x 10-3 x 14.257) = 1.1138 KJ/Kg K
Total Cv of the mixture is = msi Cvi = (0.72125 x 0.745) + (0.2154 x 0.653) + (0.05444 x
0.5486) + (8.86 x 10-3 x0.1333) = 0.8 KJ/Kg K
n for the mixture = (Cp/Cv) = 1.11/0.8 = 1.38

IJCSIET-ISSUE4-VOLUME2-SERIES2

Page 7

Mangeelal-International Journal of Computer Science information and Engg., Technologies ISSN 2277-4408 || 01062014-020

Table 1: Pressure and temperature at various PH

POINT POSITION

PRESSURE (bar)

TEMPERATURE

POINT-1

1.01325

30 C

303 K

POINT-2

13.698

347.68 C

620.68 K

POINT-3

94.27

3999.45 C

4272.45 K

POINT-4

6.973

1813.15 C

2086.15 K

Thickness of piston:
The thickness of the piston head is calculated from flat-plate theory
Where, t = D (3/16 x P/f) , D Diameter of shaft = 50 mm, P- Maximum combustion pressure
= 100 bar, f - Permissible stress in tension = 34.66 N/m
t = 0.050 (3/16 x 100/34.66 x 10/10) x 1000 = 12 mm
Number of Piston Rings:
No. of piston rings =2 x D, Here, D-Should be in Inches = 1.968 inches
No. of rings = 2.805 = 3
Thickness of the ring:
Thickness of the ring = D/32 = 50/32 = 1.5625 mm
Width of the ring:
Width of the ring = D/20 = 2.5 mm
The distance of the first ring from top of the piston equals = 0.1 x D = 5 mm
Width of the piston lands between rings = 0.75 x width of ring= 1.875 mm

IJCSIET-ISSUE4-VOLUME2-SERIES2

Page 8

Mangeelal-International Journal of Computer Science information and Engg., Technologies ISSN 2277-4408 || 01062014-020

Fig. 4 Block diagram of button operated electro-magnetic gear shifting system

Length of the piston:
Length of the piston

1.625 x D = 81.25 mm

Length of the piston skirt

Total length Distance of first ring from top

The first ring (No. of landing between rings
Width of land) (No. of compression ring x Width of ring)

81.25 5 2 x 1.875 3 x 2.5 = 65 mm

Other parameter:
Centre of piston pin above the centre of the skirt = 0.02 x D = 65 mm
The distance from the bottom of the piston to the
Centre of the piston pin

= x 65 + 1 = 33.5 mm

Thickness of the piston walls at open ends

= x 12 = 6 mm

The bearing area provided by piston skirt

= 65 x 50 = 3250 mm

IJCSIET-ISSUE4-VOLUME2-SERIES2

Page 9

Mangeelal-International Journal of Computer Science information and Engg., Technologies ISSN 2277-4408 || 01062014-020

Table 2: List of parts, quantity, manufactured material and cost estimation for button
operated electro-magnetic gear shifting system
Sl. No.

PARTS

Quantity

Material

Amount (Rs)

Frame Stand

Mild Steel

3000

Battery

Lead Acid

2000

Electro-magnetic coil

Coil

2000

Bearing with Bearing Cap

M.S

500

Engine

98.2 Cc

9000

Chain with Sprocket

M.S

2000

Connecting Tube

1 meter

Plastic

500

Bolt and Nut

M.S

500

Wheel Arrangement

1000

Total Cost

20,500.00

Labour Cost(lathe, drilling, welding, grinding, gas cutting)

3,000.00

Manufacturing Cost (Total cost + Labour cost)

23,500.00

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

REFERENCES:
1. P. Alexander M.E, T. Sudha M.E, M. Omamageswari M.E, Automatic Gear Transmission in
Two Wheelers using Embedded System, J of IJARET, Volume 3, Issue 2, July-December (2012),
pp. 164-175.
2. Chunsheng Ni, Tongli Lu, Jianwu Zhang, School of Mechanical Engineering, State Key
Laboratory for Mechanical System and Vibration Shanghai Jiao Tong University, 800 Dong Chuan
Road, Shanghai, 200240 China, Gearshift control for dry dual-clutch transmissions

IJCSIET-ISSUE4-VOLUME2-SERIES2

Page 10

Mangeelal-International Journal of Computer Science information and Engg., Technologies ISSN 2277-4408 || 01062014-020

3. J-O Hahn1, J-W Hur, G-W Choi, Y M Cho and K I Lee. Department of Mechanical Engineering,
Korea Airforce Academy, South Korea, Self-learning approach to automatic transmission shift
control in a commercial construction vehicle during the inertia phase.
4. Pettersson, M.; Nielsen, L. Gear shifting by engine control. IEEE Trans. Control Syst. Technol.
2000, 8, 495507.
5. Inalpolat. M. and A. Kahraman, 2008. Dynamic modelling of planetary gears of automatic
transmissions. Proc. I Mech E Part D, J. Automobile,Eng., 222: 229-242.
6. Glielmo, L., L. Lannelli and V. Vacca, 2006. Gearshift control for automated manual
transmissions, IEEE/ASME Tran. Mech., 11(1): 17-25.

IJCSIET-ISSUE4-VOLUME2-SERIES2

Page 11