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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.
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
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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
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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 lead-
antimony 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 maintenance-
free 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.
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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.
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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
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
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Bore/Stroke : 50 x 50 mm
Piston Displacement : 98.2 cc
(Swept Volume)
Compression Ratio : 6.6: 1
Maximum Torque : 0.98 kg-m at 5,500RPM
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 Gibbs-
Dalton law, pressure exerted on the walls of the cylinder by air is P1= (M1RT) / V
Where
P2 = (N2R T) / V
Density of petrol = 800 Kg/m
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= (100/23) {[(8/3c) + H + S] - O} Kg
So for petrol 1Kg of fuel requires = (100/23) {[(8/3c) x 0.86 + (8 x0.14)]}
= 14.84 Kg of air
m1 = 14.84 m2 (2)
Substituting, Equ. (2) in (1), m2 = 1.791 x 10-5 Kg/Cycle
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:
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
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
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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)
1 Frame Stand 1 Mild Steel 3000
2 Battery 1 Lead Acid 2000
3 Electro-magnetic coil 2 Coil 2000
4 Bearing with Bearing Cap 1 M.S 500
5 Engine 1 98.2 Cc 9000
6 Chain with Sprocket 1 M.S 2000
7 Connecting Tube 1 meter Plastic 500
8 Bolt and Nut - M.S 500
9 Wheel Arrangement 1 - 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
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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.
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