Pamantasan NG Cabuyao: College of Engineering

Pamantasan ng Cabuyao
Katapatan Subd., Banay-banay

Cabuyao, Laguna
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COLLEGE OF ENGINEERING
Table of Contents
Title Page………………………………………………………………….... i
CHAPTER I: THE PROBLEM AND THE BACKGROUND
Introduction and Background of the study……………….......... 1
Statement of the problem………………………………………... 2
Objectives of the study…………….…………………………….. 2
Conceptual framework…………………………………………... 3
Scope and Limitation………………………………………….... 4
Significance of the Study……………………………………..... 5
Definition of terms……………………..………………….......... 6
CHAPTERII:
REVIEW OF RELATED LITERATURE AND STUDIES
Related Literature……………………………………………… 7
Related Studies………………………………………………… 11
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CHAPTER III: RESEARCH METHODOLOGY
Project Research/Design……………………………………………… 15
Project Development………………………………………………. 16
Operation and Testing Procedure……………...…………………… 17
CHAPTER IV: RESULTS AND DISCUSSION
Project Technical Description……………………………………… 19
Circuit/Schematic Diagram…………... ……………………........... 19
Components Used………………………………………………….. 20
Role of Each Components…………………………………………... 21
Limitation and Capabilities of Design……………………………… 23
Project Evaluation………………………………………………….. 23
CHAPTER V: SUMMARY, CONCLUSIONS AND RECOMMENDATIONS
Summary of Findings………………………………………….. 24
Conclusions……………………………………………………. 24
Recommendations……………………………………………. 25
Reference……………………………………………………….. 26
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CHAPTER I
Introduction
In our generation today, bicycling is one of the essential form of transportation.

Bicycle is an eco-friendly vehicle that doesn’t emits anything that may harm the
environment. The activity of bicycling help to develop our physical body, enhances our
sense of sight and hearing. It saves cyclists in heavy traffic by passing through narrow
spaces. As the traffic and number of large vehicles are getting tough, any people was
about to choose cycling rather than to drive any vehicle.
Among all advantages get form cycling, there is a problem encounter by many of
the cyclists. Many of drivers are not aware for some of the cyclists who can’t give a hand
signal if they are about to turn, which averts a possible collision and misunderstanding
between vehicles. One of the reasons why there are cyclists who get through accident.
Turn signal actuators are indispensable piece of devices for every vehicle that can
be also applied in bicycle. The device is particularly used for switching or flashing the side
indicator lights (left or right) of a bicycle while making a turn or a deviation from its normal
path. Basically the flashing of the LED acts like a warning signal and makes it easier for
the other vehicles to identify the track of the indicating vehicle. This averts a possible
collision and misunderstanding between vehicles. The device thus specifically helps in
avoiding accidents and mishaps. Accompanied with an audio indication like a buzzer or
a beeper which may produce a rhythmic note with the light switching. This facility proves
to be useful in two ways, first: it assures the driver regarding the perfect working of the
entire system and second: when the necessary deviating move or a turn is completed,
the audio note keeps reminding the driver that the unit is still ON and needs to be switched
off, thus saving precious battery power and false indications.
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COLLEGE OF ENGINEERING 2
Statement of the Problem
This project is focused on designing and developing a system that can be applied
on ordinary bicycle. It gives low-cost simple signal blinkers that can provide a very useful
accessory to your bicycle.
This project aims to answer the questions:
1) How can a device be developed in a way that identifies when bicycle turns?
2) What enhancement can be further made to an ordinary bicycle to provide

convenience in its usage?
3) How can this device helps the bicycles user eliminates the need of giving hand
signals?
Objectives of the Study
Aims to develop a device that will notify other motorists.
The main objectives of the study are as follows:
1. To develop a device that can notify motorists that the bicycle will turn.
2. To reduce bicycle accident in the road.
3. To help bicycle users, giving an alternative low-cost simple solid state signal
blinker.
4. To make an easier way of giving signals by developing a “one click” turning

indicator instead of hand signal of the cyclist.
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Conceptual Framework
INPUT PROCESS OUTPUT
Pressing the SPDT As switch was pressed The LED lights with
switch onto the side in right, the electron respect to what side
with respect to what from the battery flows you’ve pressed the
side you’ll track. to the conducting switch will produce a
circuit through the blinking light and the
positive connections of buzzer connected to it
both LED lights on the will simultaneously
right side with the produce a beeping
beeper connected to it sound with respect
which causes from the blinking rate
continuity of current of light.
flow through that
path.
* likewise for the left

part of the switch
Figure 1
As shown in figure 1, the input of this device is the steering of bicycle handle bar
sideways. After this, the device will receives the signal from the turning of the handle bar
that will cause for the light bulbs to produce blinking light.
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Scope and Limitations
The scope of this device are the following:
1) This device is capable of giving signal light and adjust its brightness by means of
potentiometer.
2) This device has a manual operation by means of switches.
3) The device will works daytime and night time.
4) The device can give a signal light in a distance before it turns.
5) The battery of this device can be changed easily after its lifespan.
The limitation of this device are as follows:
1) The device is only operated with 6V to 12V battery.
2) In daytime, the brightness of LED light is less visible than in night time.
3) The device will not function unless there’s a man who will execute an action to
operate it.
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Significance of the Study
The design project: Bicycle Automatic Turning Indicator is designated to help a

variety of beneficiaries which are as follows:
1) Cyclists:
The project is designed particularly for installation on bicycle to eliminate the hand gesture
of giving signals acted upon by cyclist.
2) Motorists:
Even though they are not the one who will be installed by the One Click Bicycle Turning
Indicators, this project is designed to give more awareness that the cyclist will turn
left/right.
3) Impact in Engineering and Road Conditions:
The project introduces a lot of innovation in the field of Engineering and in the road
conditions. This project shall give way to improvements in our land transportation.
4) Future researchers:
This study would provide substantial information for related studies and also for the further
modification and enhancement of the same device.
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=Definition of Terms
1) FET- Field Effect Transistor
2) LED- Light Emitting Diode
3) Potentiometer- electronic component for measuring electromotive forces.
4) SPDT- Single-Pole Double-Throw
5) BJT- Bipolar Junction Transistor
6) DPDT- Double-Pole Double-Throw

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CHAPTER II
REVIEW OF RELATED LITERATURE AND STUDIES
This chapter covers the review of related local and foreign literatures and studies
that the proponents gathered from the internet, articles, studies and other unpublished
theses conducted by particular research groups or individuals. This chapter expands the
concepts and ideas of what the readers has in mind.
Conceptual Literature
Foreign Literatures
According to the Vienna Convention, a cycle is a vehicle with at least two wheels
that is propelled solely by the muscular energy of the person riding on that vehicle, in
particular by means of pedals or hand-cranks. Furthermore, the Convention states that a
cycle shall: a) have an efficient brake, b) be equipped with a bell capable of being heard
at a sufficient distance and c) be equipped with a red reflecting device at the rear, and
devices ensuring that the bicycle can show a white or yellow light at the front and a red
light at the rear. In addition to the abovementioned "conditions for the admission of cycles
to international traffic", some countries such as Germany and the Netherlands have
supplementary regulations regarding mandatory equipment to ensure cyclists' visibility.
Examples are a.) One white reflecting device visible from the front and b.)Orange pedal
reflectors visible from the front and rear. Two wheel-mounted orange spoke reflectors on
each wheel, arranged at an angle of 180˚ and visible from the side, or continuous white
circular retro-reflector strips on the tires or on the spokes of the front and rear wheels.
One additional red large-surface reflector on the rear. Mudguards to prevent mud from
reducing the visibility of lights and reflectors. In some countries (the Netherlands, for
example), standards for accessories such as children's bicycle seats have been drawn
up. These standards include requirements and recommendations regarding seat
attachment, dimensions, footrests, and protection against feet coming into contact with
the spokes.
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Germany has recently added new elements to its traffic code for cyclists. Since
then, cyclists are allowed to ride contraflow in selected one-way streets, and in so-called
bicycle streets cyclists may make use of the whole street whereas cars have to stay
behind the cyclists. As in some Scandinavian countries, cycle tracks in Germany can be
made compulsory only if they meet appropriate minimum quality standard, otherwise
cyclists may choose not to use cycle tracks.
In the study of John Duggan an avid cyclist and Seattle attorney who represents
injured cyclists. Washington law states: "Every bicycle when in use during the hours of
darkness...shall be equipped with a lamp on the front which shall emit a white light visible
from a distance of at least five hundred feet to the front..." The law defines darkness as
"a half hour after sunset to a half hour before sunrise." Because the statute states "every
bicycle shall be equipped with a lamp" a helmet-mounted light alone would not comply
with the strict interpretation of the statute. Furthermore, a red flashing tailight alone may
not strictly comply with the statute either. Based on the wording, it appears that the
primary purpose of requiring bicycle lights is so that motor vehicles can see you, not
necessarily so that you can see. Although the law only requires that bicycle lights be used
during the defined hours of darkness, "being seen" is just as important during the day as
it is at night.
I have investigated hundreds of bike/car incidents in the Seattle area. The common
thread in nearly every one of these incidents is that the car driver was not aware of the
cyclist until it was too late and often not until the moment of impact. The most common
accident involves a left-turning car driver who simply does not see the oncoming cyclist.
Awareness is the key. Cyclists simply do not have the mass or size of a car and
are essentially invisible to motorists. Furthermore, there are not enough cyclists on the
roads to make an impact. The everyday car driver is not accustomed to seeing cyclists
on the road and, therefore, cyclists are not on the driver's radar screen.
If a car driver only sees the occasional cyclist, he does not have a heightened
awareness or an anticipatory thought process -- "Before I change lanes, I better look over
my shoulder to see if there is a cyclist to my right." Or, "Although there are no cars
approaching, I better scan to check for cyclists." Until there is a dramatic increase in the
number of cyclists sharing the road with cars, this automatic, reflexive thought process
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on the part of motor vehicle drivers will not occur. Over the past few years, the market
has been flooded with an abundance of small, lightweight and inexpensive LED
flashers/strobes. The lights are simple to use and clip onto your handlebars or helmet in
seconds. Using one of these inexpensive LED strobes during the day is the simplest and
maybe the most effective thing you can do to increase your visibility during the daylight
areas.
Local Literatures
In the study of Richmond Sim (2015), with estimates of around P2.4 billion lost
daily from our economy due to traffic congestion in Metro Manila, the current
transportation bottleneck is something that should concern every Filipino.
The amount could swell up to P6 billion by 2030 if unaddressed, according to

Senator Paolo Aquino IV.
The amount is no joke, and if we sum up the daily losses incurred by this situation,
it could have been used to build world-class hospitals, research facilities, academic
institutes, and defense equipment, among others.
It would be easy for us to rather censure government offices such as the

Metropolitan Manila Development Authority (MMDA) or the local government units
(LGUs) that are responsible for ministering the traffic on their areas of responsibility, but
playing the blame game would lead us to nowhere.
I highly appreciate efforts from Malacañang by putting the Philippine National

Police’ Highway Patrol Group (HPG) on the roads to man the flow of vehicles, but I believe
this solution is only temporary and would eventually require long-term plans and solutions.
The promotion of bicycles as a means of transportation should be supported by

the government because not only is it economic but is also healthy for the cyclists and for
the environment. Some may argue that riding a bicycle may actually be a health hazard
and is dangerous in the metropolis because of high levels of pollution and the risk of
getting along with vehicles. In this case, I strongly suggest for exclusive bicycle lanes.
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According to RIDENA (2015) a dedicated social hub for the biking community,
many of the biking laws in the Philippines are similar to that in any other country. Some
of the most common points include:
 All bicyclists must use helmets while riding bikes.
 A permanent and regular seat should be attached to every bicycle.
 While travelling at night, use rear reflectors and reflective material on the front and
rear of each pedal or simply use front lamps.
Apart from that the bill has imposed restrictions on anyone carrying more persons
on a bicycle than it was designed to carry and parking bikes in areas which are not marked
for bicycles. Also, once bike lanes have been established, people travelling in
automobiles or motorcycles will be prohibited from driving in bike ways. Other general
etiquettes of riding a bike anywhere in the world include:
 Bicyclists must obey all traffic laws, including yielding to pedestrians.
 Bikers must always keep at least one hand on the handlebars at all times.
 Bicyclists should always stick to one lane and should not maneuver between
vehicles.
 Operators must report to local law enforcement, any accident involving either
personal injury or property damage.
 They must signal by hand if they have any intentions to stop or turn and give
audible warnings whenever necessary to ensure safety.
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Foreign Studies
Based on the studies of Conor CO Reynold, M Anne Harris, Kay Teschke, Peter
A Cripton and Meghan Winters bicycling safety is usually quantified by measuring one or
more of the following metrics: injuries; crashes; and conflicts. A conflict is normally defined
as an interaction between a bicyclist and another road user such that at least one of the
parties has to change speed or direction to avoid a collision. Types of conflict examined
in bicycling safety studies include avoidance maneuvers at intersections bicycle-motor
vehicle interactions during passing events on roads, lanes, or paths and "wrong side
passing events" on multi-use paths. Conflict studies may offer valuable insights into how
cyclists and other road users behave during their interactions on various types of
transportation infrastructure. However, it is not possible to determine whether the safety
of the cyclists was compromised during the conflict events. In addition, the conflict studies
we identified were generally based on a small number of observed events, which were
made over a limited time period (usually several hours), and often in a single geographical
location.
Ten of the 23 studies reviewed used injuries (or both injuries and crashes) as a
metric of bicyclist safety, four examined injury severity, and nine examined crashes (i.e.
collisions and/or falls). Most of the studies were published since 1994, except two US
studies which were published in the mid-70s and one which was published in 1988. All
the study designs were observational. Five of the intersection-related papers but only one
of the road/lane/path-related papers were "before-after" studies that quantified the
change in cyclist safety before and after some infrastructure-related intervention took
place. The remaining papers were classified as "non-intervention" observational studies.
Most of the studies based their analyses and conclusions on at least 150 observations of
injury or crash events, and seven studies based their analyses on more than one
thousand observations. However one study of roundabouts examined only 67 crashes,
58 of which resulted in injuries and two non-intersection studies examined 87 and 89
crashes on roads with and without marked bike lanes and on sidewalks versus roads
respectively.
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Based on the studies of Bert van Wee &Kees Maat the two studies of the safety
effect of marked bicycle crossings at intersections looked at different design aspects (one
on physically elevated crossings, one on colored crossings) and did not provide clear
conclusions. Although the study on elevated crossings showed a small increase in the
number of crashes after the crossing was installed, the bicycle traffic volume grew by 50%
on the streets after the intervention, as compared to unchanged streets in the area, and
this was not adjusted for in the analysis. The second study showed a reduction in injury
or crash risk when there was one colored bicycle crossing at an intersection, but an
increase in injury or crash risk when there were two or more colored crossings.
On-road marked bike lanes were found to have a positive safety effect in five
studies, consistently reducing injury rate, collision frequency or crash rates by about 50%
compared to unmodified roadways. Three of those studies found a similar effect for bike
routes. One study found that there was an increase in crash rates in the year following
installation of marked bike lanes on a major road, especially for a section counter to on-
road traffic flow, but this effect was not sustained over the long term.
There is less consistent evidence about off-road riding, possibly because this
category encompassed a wide variety of facility types. There may have been confounding
factors such as whether the surface was paved or unpaved, or for bicycles only or multiple
user groups. Two studies examined off-road bike paths and found reduced risks, ranging
from 0.11 to 0.67 times the risk of cycling on minor roads. Two studies that grouped paved
and unpaved, bicycle only and multi-use urban trails in their off-road path category found
elevated risks, 1.6 to 3.5 times higher than riding on-road. Studies that examined unpaved
off-road trails as a separate category found risks of injury 2.5 to 7.2 times higher than on-
road cycling and 8 to 12 times higher than bike routes, lanes, or paths.
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Local Studies
According to Gozun, Brian C. (1999) the benefits of bicycle transportation range

from the creation of mobility for commuters to the overall improvement of the environment
and the commuters’ health. Of course, cycling contributes to the sustainability of the urban
development. However, given cycling’s numerous advantages, only 2% of trips in the
National Capital Region are made by bicycles and most of these trips are in less
congested areas of the big cities (Promoting 2005). In order to find out the main reasons
why bicycle has never really been a significant transportation mode choice, a study by
Gozun (1999) focused on the role of personal attitudes and community values that that
could affect the potential use of cycling in the non-cycling community of the University of
the Philippines (UP) in Diliman, Quezon City, Philippines. The study of attitudes and
perception is important in the overall transportation planning process where the first step
usually takes into account the perceptions of the commuters in the possibility of adding a
new transportation mode. Moreover, the study focuses on UP Diliman’s student
population in the belief that college students have a higher rate of cycling compared to
the general population (Baltes 1996). College students are more likely to cycle for a
number of reasons: low incomes, limited campus parking, predominance of short trips to
classes and nearby activities, and compatibility with cycling’s casualness and sporty
image. However, in UP, the main barriers stated are the unavailability of bicycles, inability
to use bicycles, security issues and a perceived hostile environment. A major issue
among the respondents is that there is no “image” of bicycle as a useful transportation
mode. In fact, even respondents who find cycling as a good recreational sport do not think
of cycling as a viable transportation mode. There is a common misconception that lingers
where cycling is not considered a commute mode. Another interesting fact is that there is
also a seeming gap between potential users and supporters of a cycling policy. The study
revealed that not all supporters of a cycling policy are potential users of bicycle facilities.
Although XIII Back to menu Retour au sommaire 4 supporting cycling is beneficial, there
is still a need to transform these supporters into actual users in order to instill a tradition
of cycling for utilitarian purposes.
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According to the study of Guillen, Marie Danielle (2000) the University of the
Philippines Diliman is located in a sprawling 493-hectare lot with academic zones and
residential zones and in it is a good place to cycle given its flat terrain and abundance of
trees. The study also revealed that respondents are willing to use bicycle facilities if ever
built in the campus. Given this premise, a student organization called UP Mountaineers
has initiated a project called “Padyak” is the Philippine word for “to pedal”). This project
was spearheaded by the alumni of this organization where they rent out bicycles to
promote cycling, environmental protection and a healthy lifestyle.
Although the project is in its infancy stage (it only has 16 bicycles at present), the
response of the students has been overwhelming given the long waiting list. The
organization is now actively encouraging the university administrators to build and
maintain bicycle racks in order to guard from the possibility of theft which is a high concern
of students. Of all the municipalities and cities in the Philippines, the most commendable
is Marikina which is located one hour east of Manila. In fact, Marikina City has been
adjudged as the “Healthy City” for promoting bicycle use and building a 30-kilometer
exclusive bicycle lane which is a first in the country. The program has been a success for
they are now building the next 30 kilometer stretch of the bicycle lane. One of the factors
that have contributed to the success of the program is the city council’s forward-looking
land use and transportation plans which include an integrated bikeways system. The
presence of a bikeway office that conducts bicycle safety education campaigns has been
very beneficial in promoting cycling use. Moreover the presence of bicycle patrol
volunteers that roam around the city and report untoward incidents to the police. There
are also interest-free bicycle loan programs for low-income city employees as well as
annual summer cycling events and competitions that promote the use of cycling
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Chapter III
RESEARCH AND METHODOLOGY
This chapter presents the particular of the research, the design, research method,
procedures, components utilized and evaluation of the design project. It will deals with
the methodologies that will be used as well as source of data materials utilized to obtain
the objective of the study. It includes project design, research design, project
development, operation, testing and procedures.
Project/Research Design
As stated the purpose of this project is to create a “one click” turn light that can
helps the bicycle enthusiast to lessen their bicycle accident. Normally, the electro-
mechanical types of turn signal indicators are not reliable due to low consistency and
vulnerability to changing weather conditions. The present design easily withstands the in
any weather condition and more importantly consists of an attached buzzer indication
facility. The inclusion of an audible signal makes it sure that once the required deviating
turn is completed by the vehicle; the cyclists remembers to switch off the unit and save
precious battery power. Conventionally a turn signal indicator will require three output
terminals for its correct operation. Uniquely the proposed circuit works with just a couple
of terminals, and incorporates a built-in buzzer.
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Project development
These are the actions made by the proponents in creating the design project.
1) Planning
In this stage, the proponents planned the design of the bicycle turning
indicator. The proponents decided to use the usual size of the bicycle. The
proponents studied the JFET and MOSFET application.
The proponents used the SPDT switch as switch as an oscillator
The proponents together with the advice of their professor, the mechanism
of the bicycle turning indicator was designed to eliminate hand sign and to lessen
the bicycle accident.
2) Prototyping
In this stage, the proponents designed the circuit that will be used as an
indicator. The design was made. The overall appearance and mechanism of this
design is also part of this stage.
3) Testing
For testing, the proponents tried to ride the bicycle and observe its
effectiveness and other circumstances which can be improved and
innovate.
4) Documentation
The documents that supported this design project are used to aid the future
proponents in understanding the deeper technical side, aspects, and
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theories involved. This involves the components and circuits used, tables,
and diagram that are needed to further understand the process.
Making this project happen has been a great learning experience, especially on
time management and project planning. The proponents were able to get a prototype and
running on a breadboard but the most time consuming part of this project was the
construction of the project. In order to make this project more permanent, the proponents
decided to transfer the prototype to small PCB together with the battery and the switch.
Operation
The operation that happen in the circuit was stated as it how it operates.
1. As the SW1 in “on” state and SW2 in “on” state in its side, the current from
the battery starts to flow in the conducting circuit.
2. The one transistor is in saturation region, other transistor will be in the cutoff
region, so the LED in cutoff region will glow and the LED in saturation region
will not glow. On the next cycle, the cutoff transistor will goes to saturation
region and the other will be vice versa and the output get inverse.
3. The capacitor ionize when the voltage got high enough, lighting up and
conducting until it had discharged enough the capacitor. On that stage it
could no longer stay ionized and then stop conducting for another charging
cycle.
4. The output from the capacitor will be receive by the potentiometer that will
resist the voltage which flows through it. As the resistance of the
potentiometer increases, the current will decreases which results in a slow
rate of blinking of light and beeping sound. Otherwise, the current will
increases which results in a fast rate of blinking of light and beeping sound.
5. As the SW2 is “on” state where the LED lights and buzzer connected, the
resistors controlled the brightness which limits the LED current and ensures
that the amount of current that flows does not exceed what the circuit can
safely handle .As the current passes through LED lights and buzzer, it emits
visible blinking light and produce a beeping sound, respectively.
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Testing Procedure
Step by step procedure:
1) Turn on the switch (DPDT).

2) Test for the blinking rate of the light and the beeping sound by switching on the
SPDT switch and adjusting potentiometer
3) Ride on the bicycle.
4) Press the switch to the side with respect from where you’re going to track.
4.1) The device will give a signal that you’re going to the right by pressing
the switch to right.
4.2) This device will give a signal that you’re going to the left by pressing
the switch to left.
4.3) If the signal didn’t function, check all the possibilities which might be
the cause of malfunctioning.
5) After riding on the bike, turn off the switch.
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20
Chapter IV
Project Technical Description
This chapter discuss the circuit diagram, components used and its role, and
project evaluation.
Circuit Schematic Diagram
Figure 2
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Components Used
Component Image Quantity Description
Beeper/Buzzer 2 Use to produce sound as signal warning
Capacitor 1 1 Ionize the blinking effect
LED (SMD) 4 Used to produce signal light
Potentiometer 1 Basis of blinking rate
Resistor 4 Used to ensure the amount of current
that can withstand the circuit

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Switch 1 Used to turn “on “and “off” the device
SPDT Switch 1 Used as indicator (left or right)
Transistor 2 The main heart of the circuit
Table 1
 Beeper/Buzzer
An audio signaling device that simultaneously works at the time that LED light
blinks. The rate of sound it produce depends on the potentiometer.
 Capacitor
Determined the flashing duration together with potentiometer, which would ionize
when the voltage got high enough, lighting up and conducting until it had discharged
enough the capacitor. On that stage, it could no longer stay ionized and then stop
conducting for another charging cycle. It acts like a short when discharged and an open
circuit when charged.
 LED (7512 5050 SMD)
Use to indicate signal light, two-lead semiconductor light source. Behaves very
differently to a resistor in circuit. An indicator for the signal light (left or right).
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Semiconductor device that emits visible light when an electric current passes through it.
The light is not particularly bright, but in most LEDs it is monochromatic, occurring at a
single wavelength
 Resistor
Used to controlled the brightness which limits the LED current, ensure that the
amount of current that flows does not exceed what the circuit can safely handle.
 Resistor (Potentiometer)
Determined the flashing duration together with the capacitor where time width of
output pulse may vary, current-limiting resistor that control blinking rate of the LED.
Potentiometer needs to be dynamically changed to control the current across the LED to
increase or decrease the flashing rate.
 Switch
Used to function the project. A constituent electrical component that can "make"
or "break" an electrical circuit, interrupting the current or diverting it from one conductor
to another.
 SPDT Switch (Single-Pole Double Throw)
An indicator for the signal light (left or right), serve to connect in two various paths
that may need to function. Serve as on and off switch that can connect ready mode and
standby signal light.
 Transistor
The main heart of the project act as a stable switch, which work in its saturation
and cut off region, acts like a two switch which gives the complement outputs. The basics
is that when one transistor is in saturation region, the other transistor will be in the cutoff
region, so the LED in cutoff region will glow and the LED in saturation region will not glow.
On the next cycle, the cutoff transistor will goes to saturation region and the other will be
vice versa and the output get inverse.
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2
Limitation and Capabilities
Bicycle with turning light indicator can give signals at an earlier moment before
the time it turns. It has battery that can be replaced when it is drained. It also have switch
for manual operation. It can be use day time and night time. This device was limited by
having 6V-12V battery. It will only works when operated by man. The visibility of the light
become dimmer in daytime.
Project Evaluation
The proponents utilized the following parameters as a means of assessing the

functionality of the system.
Table 2
Evaluation condition for the effectiveness of One Click Bicycle Turning Indicator
Condition SPDT Switch LED Lights and Buzzer Status

Number
Left Button Right Button Left Side Right Side
1 0 0 0 0
2 1 0 1 0
3 0 1 0 1
Legend:
SPDT Switch LED Lights and Buzzer Status
0 – OFF 0 – Not Working
1 – ON 1 - Working
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25
Chapter 5
Summary of Findings
The innovated classic switch was designed to easily turn on and off any home appliances
connected on it by transmitting signal from any remote in just a certain distance. This
device was more efficient for the person who has physical disabilities.
Conclusion
The design project entitled “The innovated classic switch” is a device that
eliminates the effort of man to go on their appliance just to switch it off or on.
The device can be used by anyone as long as they can touch a remote for
switching. This device works for any appliances connected on it. The casing of this device
was designed as a hard case type for it to ensure its durability and strength incase it was
accidentally drop, stepped on, and when heavy objects fell on it.
The effectiveness of this project can lessen human movements, from standing and
walking through their appliance just to turn it on or off, they will now just click the remote
to do it. As the doer, click any button from the remote to send signal to the device so it
will turn on or off the appliance connected on it.
Cabuyao, Laguna
PAGE
Recommendation
This project has potential for improvement.
1) This device can be upgraded to a case which is more stronger by creating more a
customized hard case made by professional welders.
2) Do not do this circuit like we used to do. This device made me feel bangag more
than ever. It will only make you feel upset and sleepy because sleeping is not
available.
Cabuyao, Laguna
PAGE
REFERENCES:
 BOOK: Electronic Project by Efy Enterprises (3rd Edition Vol. 1)

 THESIS BOOK: Bicycle pay Parking System (Pnc Library)
 http://www.tft.lth.se/fileadmin/tft/dok/publ/5000/Thesis_234_Sunna.pdf
 http://www.padyak.org
 Gozun, Brian C. (1999). Attitudinal factors toward cycling as a commute
mode for school trips. Unpublished MA thesis. University of the
Philippines, Diliman, Quezon City.
 Guillen, Marie Danielle (2000). A Study of Non-Motorized Public
Transportation in Urban and Urbanizing Areas: The Case of Pedicab
Operations in the City of Manila and in the Municipality of Los Banos,
Laguna. Unpublished MA thesis. University of the Philippines, Diliman,
Quezon City.

Pamantasan NG Cabuyao: College of Engineering

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Pamantasan ng Cabuyao

Katapatan Subd., Banay-banay

CHAPTER I: THE PROBLEM AND THE BACKGROUND

Introduction and Background of the study……………….......... 1

Statement of the problem………………………………………... 2

Objectives of the study…………….…………………………….. 2

Scope and Limitation………………………………………….... 4

Significance of the Study……………………………………..... 5

REVIEW OF RELATED LITERATURE AND STUDIES

CHAPTER III: RESEARCH METHODOLOGY

Operation and Testing Procedure……………...…………………… 17

CHAPTER IV: RESULTS AND DISCUSSION

Project Technical Description……………………………………… 19

Circuit/Schematic Diagram…………... ……………………........... 19

Role of Each Components…………………………………………... 21

Limitation and Capabilities of Design……………………………… 23

CHAPTER V: SUMMARY, CONCLUSIONS AND RECOMMENDATIONS

In our generation today, bicycling is one of the essential form of transportation.

Statement of the Problem

This project aims to answer the questions:

2) What enhancement can be further made to an ordinary bicycle to provide

Objectives of the Study

Aims to develop a device that will notify other motorists.

The main objectives of the study are as follows:

2. To reduce bicycle accident in the road.

4. To make an easier way of giving signals by developing a “one click” turning

INPUT PROCESS OUTPUT

* likewise for the left

Scope and Limitations

The scope of this device are the following:

2) This device has a manual operation by means of switches.

3) The device will works daytime and night time.

4) The device can give a signal light in a distance before it turns.

The limitation of this device are as follows:

1) The device is only operated with 6V to 12V battery.

Significance of the Study

The design project: Bicycle Automatic Turning Indicator is designated to help a

3) Impact in Engineering and Road Conditions:

1) FET- Field Effect Transistor

2) LED- Light Emitting Diode

3) Potentiometer- electronic component for measuring electromotive forces.

4) SPDT- Single-Pole Double-Throw

5) BJT- Bipolar Junction Transistor

6) DPDT- Double-Pole Double-Throw

REVIEW OF RELATED LITERATURE AND STUDIES

The amount could swell up to P6 billion by 2030 if unaddressed, according to

It would be easy for us to rather censure government offices such as the

I highly appreciate efforts from Malacañang by putting the Philippine National

The promotion of bicycles as a means of transportation should be supported by

 All bicyclists must use helmets while riding bikes.

 A permanent and regular seat should be attached to every bicycle.

 Bicyclists must obey all traffic laws, including yielding to pedestrians.

According to Gozun, Brian C. (1999) the benefits of bicycle transportation range

RESEARCH AND METHODOLOGY

The proponents used the SPDT switch as switch as an oscillator

Step by step procedure:

1) Turn on the switch (DPDT).

Project Technical Description

Circuit Schematic Diagram

Component Image Quantity Description

Beeper/Buzzer 2 Use to produce sound as signal warning

Capacitor 1 1 Ionize the blinking effect

LED (SMD) 4 Used to produce signal light