Design of Automatic Gear Shifting System

BAHIR DAR UNIVERSITY
BAHIR DAR INSTITUTE OF TECHNOLOGY
FACULTY OF MECHANICAL AND INDUSTRIAL

ENGINEERING
AUTOMOTIVE ENGINEERING PROGRAM
DESIGN OF AUTOMATIC GEAR SHIFTING SYSTEM
by
Amanuel G/medhin (0800432)

Asebe Haile (0800465)
Bekalu Tekeba (0800508)
Frezer Yilma (0800781)
January, 2021
Automatic Gear Shifting for Two-wheelers | 2013 E.C
DECLARATION
We, the undersigned, declare that this document comprises our own work. In compliance
with internationally accepted practices, we have acknowledged and refereed all materials
used in this work. We understand that non-adherence to the principles of academic honesty
and integrity, misrepresentation/ fabrication of any idea/data/fact/source will constitute
sufficient ground for disciplinary action by the University and can also evoke penal action
from the sources which have not been properly cited or acknowledged.
Name of Students Signature Date
Amanuel Gebremedhin
Asebe Haile
Bekalu Tekeba
Frezer Yilma
This document has been submitted for examination with my approval as a university
advisor.
Advisor’s Name: Tewodros W.
Signature: -----------------------------------
Date: -----------------------------------------
i
Bahir Dar University
Bahir Dar Institute of Technology
Faculty of Mechanical and Industrial Engineering
FINAL YEAR PROJECT APPROVAL SHEET
Students:
Amanuel Gebremedhin
Name Signature Date
Asebe Haile
Name Signature Date
Bekalu Tekeba
Name Signature Date
Frezer Yilma
Name Signature Date
The following faculty members certify that the listed students have successfully finished
the necessary written final year project and oral presentation for partial fulfilment of the
final year project requirements for a bachelor degree in Automotive Engineering.
Approved by:
Advisor:
Examiner:
Chair Holder:
ii
ACKNOWLEDGEMENTS
First of all, we would like to express our gratitude to the Almighty God for giving us the
strength to perform our responsibilities and complete the paper within the stipulated time.
We wish to express our sincere gratitude to our advisor Mr. Tewodros Worku, instructor
at Bahir Dar Institute of Technology (BIT), who was abundantly helpful and offered
valuable assistance, support and guidance in our way of completing this project.
We will forever be indebted to all our friends and colleagues who have put effort in our
work and provided emotional help.
Finally, we would like to insert the appropriate acknowledgment for everyone who helped
us in completion of this project.
iii
ABSTRACT
Motorcycles are widely used around the world. The gear shifting system of a motorcycle
is conventionally manual. This paper covers development of an indigenous automatic gear
shifting/changing/ system for the standard motorcycle. By this system the manual
mechanical gear-shifting system will remain unchanged because the additional
electromechanical system is attached on the vehicle to shift the gear and for automatic
controlling of the clutch without affecting the normal operating conditions. So the system
has both options of manual and automatic gear shifters.
The system uses hall-effect sensor, microcontroller (Arduino Uno), servomechanism and
linear punching actuator to make the accurate decision of shifting a gear up or down by
observing the wheel speed, and it also controls the clutch application every time gear
change happens.
The signal generated by hall-effect sensor is interpreted by Arduino Uno and fed to the
servo motor for clutch application, and linear solenoid actuators for gear shifting.
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TABLE OF CONTENTS
DECLARATION ------------------------------------------------------------------------------------------------------ i
ACKNOWLEDGEMENTS --------------------------------------------------------------------------------------- iii
ABSTRACT------------------------------------------------------------------------------------------------------------ iv
LIST OF ABBREVIATIONS ----------------------------------------------------------------------------------- vii
LIST OF SYMBOLS ---------------------------------------------------------------------------------------------- viii
LIST OF FIGURES ------------------------------------------------------------------------------------------------- ix
LIST OF TABLES ---------------------------------------------------------------------------------------------------- x
CHAPTER ONE ----------------------------------------------------------------------------------------------------- 1
INTRODUCTION --------------------------------------------------------------------------------------------------- 1
1.1. Background --------------------------------------------------------------------------------------------------- 2
1.2. Motorcycle Transmissions-------------------------------------------------------------------------------- 2
1.2.1. Manual Gearing ----------------------------------------------------------------------------------------- 2
1.2.2. Automatic Transmission ------------------------------------------------------------------------------ 3
1.2.3. Semi-automatic Transmission ----------------------------------------------------------------------- 3
1.2.4. Reverse gear ---------------------------------------------------------------------------------------------- 4
1.2.5. Shift control ---------------------------------------------------------------------------------------------- 4
1.2.6. Clutch ------------------------------------------------------------------------------------------------------ 5
1.2.7. Construction ---------------------------------------------------------------------------------------------- 7
1.3. How Do You Shift Motorcycle Gears? --------------------------------------------------------------- 8
1.3.1. Steps of Shifting Gears Manually on a Motorcycle-------------------------------------------- 10
1.4. Problem Statement ---------------------------------------------------------------------------------------- 13
1.5. Objective of the Study ------------------------------------------------------------------------------------ 13
1.5.1. Main Objective ----------------------------------------------------------------------------------------- 13
1.5.2. Specific Objectives ------------------------------------------------------------------------------------ 13
1.6. Scope of the Study ----------------------------------------------------------------------------------------- 14
1.7. Significance of the Study --------------------------------------------------------------------------------- 14
CHAPTER TWO---------------------------------------------------------------------------------------------------- 15
2. LITERATURE REVIEW ------------------------------------------------------------------------------------- 15
CHAPTER THREE ------------------------------------------------------------------------------------------------ 22
3. METHODOLOGY AND DESIGN ------------------------------------------------------------------------- 22
v
3.1. General Terminologies ----------------------------------------------------------------------------------- 23

3.1.1. Sensors and Actuators -------------------------------------------------------------------------------- 23
3.1.2. Microcontrollers ---------------------------------------------------------------------------------------- 23
3.1.3. Servo Motor and Linear Solenoid Actuator ----------------------------------------------------- 23
3.2. Methodology ------------------------------------------------------------------------------------------------- 23
3.2.1. Engineering Methodology --------------------------------------------------------------------------- 24
3.3. Limitations of the Project ------------------------------------------------------------------------------- 25
3.4. Contriving of the System--------------------------------------------------------------------------------- 25
3.5. Components selected for the project ----------------------------------------------------------------- 28
3.5.1. Servo motor --------------------------------------------------------------------------------------------- 28
3.5.2. Microcontroller ----------------------------------------------------------------------------------------- 30
3.5.3. Hall-effect Sensor -------------------------------------------------------------------------------------- 33
3.5.4. Spokes Magnet ----------------------------------------------------------------------------------------- 35
3.5.5. Linear Actuator (Linear Solenoid) ----------------------------------------------------------------- 36
3.6. Working Principle ----------------------------------------------------------------------------------------- 42
3.7. Circuit Construction -------------------------------------------------------------------------------------- 45
3.7.1. Materials needed --------------------------------------------------------------------------------------- 45
3.7.3. Step-by-step circuit construction (using circuito.io) ------------------------------------------ 49
3.8. Design of Shifting Lever --------------------------------------------------------------------------------- 53
3.8.1. Material selection -------------------------------------------------------------------------------------- 53
3.8.2. Design ---------------------------------------------------------------------------------------------------- 53
COST ANALYSIS -------------------------------------------------------------------------------------------------- 56
CONCLUSION ------------------------------------------------------------------------------------------------------ 57
RECOMMENDATION ------------------------------------------------------------------------------------------- 58
REFERENCE -------------------------------------------------------------------------------------------------------- 59
APPENDIX ONE----------------------------------------------------------------------------------------------------61
APPENDIX TWO --------------------------------------------------------------------------------------------------- 67
APPENDIX THREE ----------------------------------------------------------------------------------------------- 68
vi
LIST OF ABBREVIATIONS
Abbreviation Description
IDE Integrated drive electronics
CVT Continuously variable drive
RPM Revolutions per minute
RC Resistance capacitance
PWM Pulse width modulation
O/A Operating as
WP Wall thickness
RAM Random access memory
ICSP In circuit serial programming
USB Universal serial bus
GNU GNU’s Not Unix
PAT Data pin
VCC Voltage common collector
ED Duty cycle
MOSFET Metal-oxide-semi-conductor-field-effect
transistor
I/O Input output
vii
LIST OF SYMBOLS
Symbol Description Unit(s)
h Height m, cm, mm
F Force N
L Length m, cm, m
M Mass Kg
E Modulus of elasticity N/mm2
M Moment N.mm
P Power W, KW
V Voltage V, KV
0
T Temperature C, K
T Torque N.m, N.mm
F Torsional modulus of N/mm2

elasticity
V Volume m3, mm3
R Resistance Ω, KΩ
viii
LIST OF FIGURES
Figure 1. Two-wheeler Transmission ........................................................................................... 3
Figure 2. Two Different Types of Manual Gear Shifters ........................................................... 5
Figure 3. Motorcycle Clutch ......................................................................................................... 6
Figure 4.Motorbike Engine Setup ................................................................................................ 7
Figure 5. Free Play of Clutch ........................................................................................................ 8
Figure 6. Motorcycle Gear Shifting Lever ................................................................................... 9
Figure 7. Gear Shifting Components ......................................................................................... 10
Figure 8. Clutch and Starter Switch .......................................................................................... 11
Figure 9. Depiction of Gear Changing ....................................................................................... 11
Figure 10. Depressing Clutch ...................................................................................................... 12
Figure 11. Down Shifting............................................................................................................. 12
Figure 12. Motorcyclist Shoe Cover ........................................................................................... 22
Figure 13. Left side view of Karizma ZMR ............................................................................... 26
Figure 14. 34109-MD Servo motor ............................................................................................. 29
Figure 15. Arduino Uno............................................................................................................... 31
Figure 16. Arduino IDE Logo ..................................................................................................... 32
Figure 17. Arduino Basic Sketch Format .................................................................................. 33
Figure 18. A3144 Hall-effect Sensor ........................................................................................... 34
Figure 19. Spokes Magnet ........................................................................................................... 35
Figure 20. Linear Solenoid pull-push Actuator (in normal passive position) ........................ 36
Figure 21. Linear Solenoid pull-push Actuator (in working active position) ......................... 37
Figure 22. Kendrion® V65-F-12V DC-100 ED .......................................................................... 39
Figure 23. Connecting Voltage Regulator.................................................................................. 48
Figure 24. Circuito.io Component Placement ........................................................................... 49
Figure 25. Half-done Circuit ....................................................................................................... 50
Figure 26. Final Circuit (compiled on circuito.io)..................................................................... 53
Figure 27. Gear Shifter ................................................................................................................ 55
Figure 28. Working Schematic of the System............................................................................ 44
Figure 29. General Schematic of the System ............................................................................. 55
ix
LIST OF TABLES
Table 1. Specifications of Karizma ZMR................................................................................... 27
Table 2. Product Characteristics ................................................................................................ 38
Table 3: Bill of Materials............................................................................................................. 47
Table 4: Descriptions of Voltage Regulator ............................................................................... 47
Table 5: Cost Analysis ................................................................................................................. 56
x
CHAPTER ONE
INTRODUCTION
There are already some inventions done of gear box for motorcycle for transmitting the
torque from engine crankshaft to the rear wheel of the motorcycle. The gear box is used to
vary the torque as per the different driving conditions. The gearbox increases the required
torque for start the ride and put the motorcycle in to motion. After the start or the running
of the motorcycle there is no need of high torque, so now gear box will transmit the
optimum torque to the rear wheel at high speed. For the operation of gearbox and shifting
the gear there is need of some effort of driver of motorcycle. A foot lever is used to shift
the gears in a motorcycle. Also, a clutch is placed between the engine and the transmission
in order to engage and disengage the flywheel with the transmission. So for smooth driving
of motorcycle there is need to time these two operations perfectly. This gear shifting
becomes a tiresome process for most new drivers. This can also help in reducing accidents
Therefore we propose the development of an automated system which can change the gears
automatically with the help of speed. This automated system which we propose will also
be beneficial in terms of fuel economy and production costs. In our developed system, both
the gear and the clutch are controlled electro- mechanically by a micro controlled based
computer system. This system does not require any modification to the engine. The
equipment is mounted externally on the body of the motorcycle. This system shifts the gear
up and down electro-mechanically like the human rider by sensing the speed of the vehicle,
but the system shifts the gear at exactly the correct speed, which produces the smooth gear
changing sequence. The engine runs smoothly without any knocking, which increases the
engine life. This proposal is different from the one used in cars as it uses electromechanical
actuators. [1]
1
1.1. Background
Here is brief information, about the different types of transmissions: their advantages,
disadvantages and applications. All different concepts are compared with each other in
terms of their operation, performance and efficacy. For the sake of convenience, the terms
motorcycle, motorbike and two-wheeler are equally used to express the two-wheeled motor
vehicle.
The first internal combustion petroleum fueled motorcycle, the Daimler Reitwagen was
designed and built by inventors Gottlieb Daimler and Wilhelm Maybach in Bad Cannstatt,
Germany in 1885. [1] Since then motorcycles have become more utilitarian and widely
used across developing countries. Motorcycles are perhaps the most agile mode of transport
in the urban environment. As everyone is affected by the viability and relative ease of
travelling to destinations they use their foot, bicycles, public buses, taxies, or private
vehicles. But in biggest megalopolises of the world and in every major city motorcycles
are economical and comparatively effortless than most of the options. Safety, speed, cost,
fuel economy and comfort are the main requirements of motorbikes.
1.2. Motorcycle Transmissions
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, go-karts, off-road buggies, auto rickshaws, mowers, and other utility
vehicles, microcars, and even some superlight racing cars.
1.2.1. Manual Gearing

Most manual transmission two-wheelers use a sequential gearbox. Most motorcycles
(except scooters) change gears (of which they increasingly have five or six) by a foot-shift
lever. On a typical motorcycle, either first or second gear can be directly selected from
neutral, but higher gears may only be accessed in order i.e. it is not possible to shift from
second gear to fourth gear without shifting through third gear. A five-speed of this
configuration would be known as "one down, four up" because of the placement of the
gears with relation to neutral, though some motorcycle gearboxes and/or shift mechanisms
can be reversed so that a "one up, four down" shifting pattern can be used. Neutral is to be
2
found "half a click" away from first and second gears, so shifting directly between the two
gears can be made in a single movement
Figure 1. Two-wheeler Transmission
(Courtesy of Engineering Explained)
1.2.2. Automatic Transmission

Fully-automatic transmissions are far less common on motorcycles than manuals, and are
mostly found only on motor scooters, mopeds, under bones, minibikes, and some custom
cruisers and exotic sports bikes. Types include: hydraulic automatic transmission,
continuously variable transmission, and dual-clutch automatic transmissions.
1.2.3. Semi-automatic Transmission
Semi-automatic transmissions on motorcycles are also referred to as auto-clutch
transmissions, or sometimes, clutch less manual transmissions. They function in the same
way as a conventional fully-manual motorcycle with a sequential gearbox, except they
utilize a fully-automatic clutch system, or sometimes torque converter, but still require the
rider's input to manually actuate change gears. They are much less common than
motorcycles with conventional manual transmissions, typically use a centrifugal clutch,
and are mostly found on smaller motorcycles, such as minibikes, under bone (step-thru)
motorcycles (e.g., the Honda Super Cub), smaller dirt bikes (such as pit bikes), and various
(mostly older) mopeds and motor scooters. Semi-automatic transmissions are often
erroneously called "automatic" transmissions, which is only partially correct but not fully
correct, since the rider's input is still required for switching gears, and these transmissions
will not automatically change gears by themselves.
3
Other applications of semi-automatic transmissions on motorcycles include the Yamaha

FJR1300AE sport-touring motorcycle, with the YCCS automatic clutch system, Honda's
range of 2- and 3-speed Hondamatic semi-automatic transmissions, used on various
motorcycles throughout the 1970s and 1980s, and the three-wheeled BRP Can-Am Spider
Roadster motorcycle, with its SE5 and SE6 range of transmissions. Some high-
performance sport bikes also use a trigger-shift system, with a handlebar-mounted trigger,
paddle, switch, or button, and an automatically-operated clutch system. [1]
It is also worth mentioning Quick shifters, which is an electronic device that allows for
clutch less upshifts (and sometimes downshifts) on high-performance motorcycles with a
standard manual transmission. An ECU works in conjunction with a sensor and a
microcontroller (CPU) to cut the ignition momentarily and disengage the clutch briefly, so
the rider can switch gears. Bi-directional quick shifters are technically considered semi-
automatic since clutch actuation isn't required whatsoever, however, mono-directional
quick shifters, such as those used on the 2016 Kawasaki Ninja ZX-10R and the Ninja H2/R,
only work on upshifts, and the rider still has to manually actuate the clutch and blip the
throttle on downshifts, so it's not really semi-automatic in that sense.
1.2.4. Reverse gear
The weight of the largest touring motorcycles (sometimes in excess of 360 kg or 800 lbs.)
is sometimes such that they cannot effectively be pushed backwards by a seated rider, and
they are fitted with a reverse gear as standard. In some cases, including the Honda Gold
Wing and BMW K1200LT, this is not really a reverse gear, but a feature of the starter
motor which when reversed, performs the same function. To avoid accidental operation,
the reverse is often engaged using an entirely separate control switch - e.g., a pull-toggle
at the head of the fuel tank - when the main gearshift is in neutral.
1.2.5. Shift control
In earlier times (pre-WWII), hand-operated gear changes were common, with a lever
provided to the side of the fuel tank (above the rider's leg). British and many other
motorcycles after World War II used a lever on the right (with the brake on the left), but
today gear-changing is standardized on a foot-operated lever to the left. [1]
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Figure 2. Two Different Types of Manual Gear Shifters
(Courtesy of Auto Car India)
1.2.6. 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 springs, 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(s), allowing the engine to freewheel with respect to the transmission.
Automatic and semi-automatic transmissions 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-
5
torque rpm) without the engine slowing or bogging down, as well as more relaxed starts
and low-speed maneuvers at lower throttle settings and RPMs.
Figure 3. Motorcycle Clutch
Above a certain engine speed - when 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, when 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 behavior, such as being able to freewheel
rapidly downhill from a standstill, with engine braking only being triggered by turning the
6
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.
1.2.7. Construction
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 or sprocket directly
mounted to the clutch 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 modern 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. [2]
Figure 4. Motorbike Engine Setup
(Courtesy of Yamaha® (left) and Harley Davidson®(right))
7
1.3. How Do You Shift Motorcycle Gears?

Shifting gears on a motorcycle can be challenging. Practice is the key ingredient in
mastering this task. The more you practice, the more muscle memory you build and the
smoother your shifting will become. There are three motorcycle controls involved in
shifting smoothly; the clutch lever, gear shift lever, and the throttle. The clutch lever is
located on the left side of the handlebar. It disengages and engages the power from the
engine to the rear wheel. Using your left hand to squeeze the clutch lever fully disengages
the power from the engine to the rear wheel, preventing the motorcycle from moving
forward regardless of how much you roll on the throttle.
Figure 5. Free Play of Clutch
(Courtesy of Wiki-media)
As you slowly release the clutch lever, you will encounter the friction zone. The friction
zone is the point at which the clutch begins to transfer power to the rear wheel and the
motorcycle begins to move forward. When locating the friction zone, we use minimal
throttle roll-on.
The gear shift lever is located on the lower left side of the motorcycle. We use our left foot
to change gears.
8
Figure 6. Motorcycle Gear Shifting Lever
The gear pattern is laid out with first gear at the very bottom, followed by neutral, first,
second, third, fourth, fifth, and sometimes sixth gear. By sliding your left foot under the
gear shift lever and lifting it upward, you shift to a higher gear. Each click equals one gear.
You can always find first gear by tapping the gear shift lever down until it won’t go any
further. We are always in first gear when we stop, so we can get out of the way quickly in
case a driver dozes off behind us and doesn’t stop in time.
The throttle is located on the right end of the handlebar. Rotating your right wrist towards
you increases the amount of gas you are feeding the engine (rolling on the throttle).
Rotating your wrist away from you feeds less gas to the engine. Always start in a wrist flat
position. This prevents you from grabbing a fist full of throttle. If you are not sure what
“wrist flat “looks like, simply lay your arm on a table in front of you, palm facing down.
Now clench your fist without lifting your wrist. This is a “wrist flat” position.
9
1.3.1. Steps of Shifting Gears Manually on a Motorcycle
Figure 7. Gear Shifting Components
(Courtesy of Wiki-How)
The clutch is located in front of the left handgrip. It is responsible for transferring torque
from the engine to the transmission. The throttle located on the right hand grip. Rolling on
the throttle increases the engine RPM to prevent the engine from stalling. The gear shift is
a bar located in front of the left foot pedal. It is responsible for switching between gears.
Practice the following:
 Squeeze the clutch lever in, and then slowly ease it out.
 Roll the throttle towards the back of the motorcycle ("roll on") to go faster.
 Roll the throttle towards the front of the motorcycle ("roll off") to go slower.
 Press down on the gear shift to put the motorcycle into first gear. This only works
if you are in neutral or second gear, otherwise, pressing down the gear shift will
only take you to a lower gear.
 Move the gear shift upwards to reach the remaining gears. The predominant gear
pattern for manual motorcycles is one down, and four or five up. Neutral is found
between first and second gear.
10
Figure 8. Clutch and Starter Switch
Start the motorcycle by squeezing the clutch, then pressing the starter button. Make sure
that you are resting in the neutral position. Neutral is indicated by a green "N" light on the
meter console; all new bikes come with this feature. At this point, you should be sitting on
the saddle of the bike.
Figure 9. Depiction of Gear Changing
Shift into First Gear
Start by closing the throttle, and then pull the clutch in all the way. At the same time, move
the gear shift into first gear by pushing downwards on the shifter. Then, slowly apply
throttle while releasing the clutch gently until the motorcycle starts to roll slowly. After
this point start increasing throttle input and release the clutch all the way.
Do not be in a hurry to release the clutch lever, continue to coordinate the throttle and the
clutch until the motorcycle is moving. As the motorcycle increases speed, continue to ease
the clutch lever out smoothly and slowly.
11
Figure 10. Depressing Clutch
Upshift into higher gears. When you have achieved sufficient speed to justify shifting to a
higher gear, roll off, (close) the throttle as you squeeze in the clutch. Place the toes of your
left foot under the shift peg, lift the peg up as far as it will go. You can continue moving
into higher gears by bumping the gear shift upwards more. One bump goes to second,
another to third, another to fourth, and so on. NOTE: an experienced rider does not need to
operate the clutch to shift up. He simply lifts the shifter lightly with his foot, and then,
when he down-blips the throttle, the next higher gear will engage. Doing this smoothly
takes a bit of practice, yet saves shifting time, and also slightly increases the lifetime of the
clutch plates.
If you are in first gear and you lift half way, you will find neutral. If you release the clutch
and roll on the throttle and nothing happens, you're in neutral, squeeze the clutch and lift
again. If you skip a gear by accident. It won’t damage the bike as long as you make sure to
match the throttle to the gear you have shifted to.
Figure 11. Down Shifting
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Downshift to a lower gear.
Roll off ("close") the throttle as you squeeze in the clutch. Press down on the gear shift
peg, then release it. Smoothly adjust the clutch and throttle together to match the speed that
you are currently traveling. If you are coming to a stop, keep the throttle closed, hold in the
clutch and continue to press and release the shifter until you are in first gear. [3]
1.4. Problem Statement

Despite the fact that most motorbikes manufactured use manual gear shifting as standard,
there is a considerable need with in the differently-abled community and newbies. There
also is a difficulty of knowing when to shift gear with respect to the motorbike’s speed
with most people, which results in wear of essential components, which is responsible for
transmission and clutch failures. Premature and late shifts also result in higher than usual
fuel consumption.
1.5. Objective of the Study

1.5.1. Main Objective
Our main goal is to design an elaborate automatic gear shifting mechanism for two-
wheelers (Karizma hero ZMR).
1.5.2. Specific Objectives

 To select appropriate sensors.
 To select appropriate microcontroller.
 To select appropriate actuators.
 To design shifting lever.
 To code the required Arduino Uno program for the servo motor and the linear
punching actuator.
 Analysis of designed mechanism.
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1.6. Scope of the Study

Scope of this project is to design an electro-mechanical system that uses sensor,
microcontroller and actuators to achieve automatic gear shifting for Hero MotoCorp Ltd.’s
motorcycles specifically Hero Karizma ZMR.
1.7. Significance of the Study

 For convenience of differently-abled personnel
 Easy to learn how to ride motorbikes for beginners
 For better fuel economy
 For longevity of mechanical parts of a motorbike
14
CHAPTER TWO
2. LITERATURE REVIEW
It is very important to realize automatic shift for engineering vehicles, because its poor
working conditions and complicated operation condition. Realizing automatic shift can
improve the performance and fuel economy of vehicles, it can also improve efficiency and
quality of gear shift, lighten the working strength of drivers, etc. At present, there is no
perfect automatic shift technology for motorbikes, they can only use the automatic shift
technology of ordinary vehicle.
We cannot greatly improve the vehicles performance and fuel economy if we implement
the existing gear shift technology.
Therefore, studying automatic shift technology of the engineering vehicle has important
theoretical and practical significance.
The following literatures and patents have been reviewed:
P. Alexander M.E, on his work titled “AUTOMATIC GEAR TRANSMISSION IN TWO

WHEELERS” [4] states; on semi-automatic gear shifting apparatus for use in shifting gears
in gearboxes of motorcycles and the like gearboxes wherein gears are shifted by rotating
spindles which are connected to the ratchet type gear shifting means. Here the shifting
apparatus consists of a lever arm, one end of which is connected to the spindle and the
other end is connected to the toe pedal. Also an actuating rod is connected to the toe pedal,
the rod is reciprocated to move the lever and in turn the spindle. This spindle is actuated
by a pair of push button switches.
Francis G. King, on his paper “AUTOMATED MANUAL TRANSMISSION SHIFTER

WITH ELECRONIC CONTROL ACTUATORS EXTERNAL OF THE VEHICLE” [5]
stated; an actuator with a tachometer for the fore aft movement of the gears is used. The
gear shifting mechanism also includes a solenoid and pivotal mounting to provide
movement of the actuator assembly in second direction. In this patent the invention of
automated driver system for a manual transmission vehicle includes a gear shifting
mechanism under control of a microprocessor. The gear shifting mechanism includes a
15
gear shift actuator, DC Motor, Tachometer with a lead screw assembly and also a Linear
displacement transducer is used.
Robert E. Lawrie, on his title “AUTOMATED MANUAL TRANSMISSION SHIFT

SEQUENCE CONTROLLER” [6] said that a solenoid actuated transmission shifting
apparatus is provided for temporary and permanent installation is automobiles with
convention motor cycle transmission. The shifting apparatus allows for up shifting and
downshifting through the transmission gears by pressing pushbuttons mounted on the
handle bar.
It is an object of this invention to provide a pushbutton solenoid shifter that incorporates

the use of electronic solenoids to actuate the shifting of gears in manual transmission of
motorcycle.
R. Hembree, in “SEMI AUTOMATIC ELECTRIC GEAR SHIFTING APPARATUS

FOR A MOTORCYCLE” [7] has mentioned that the transmission gears and clutch shifting
apparatus for automatic operation of manual shift mechanism in an automotive vehicle
include gear and clutch actuation mechanisms mounted on bar of vehicle and coupled by
the cables to the control actuation mechanisms mounted off the vehicle board. The on-
board gear shift actuator includes two intersecting movable slots for causing movement of
the shift lever. In this invention electrical control and actuation mechanism are mounted
outside the vehicle. A relatively small gear and clutches is mounted on the vehicle cables
are used to connect these actuators with each other.
MICHAEL R. BOWERS, WESTMINSTERS, IN his “MOTORCYCLE

TRANSMISSION RESEARCH” [8] has mentioned that This invention relates to
motorcycles, and more particularly to an improvement in a motorcycle transmission. One
type of variable speed transmission includes a belt extending about two pulley assemblies,
each pulley assembly including a pair of cone-shaped sheaves that can move together and
apart to cause the belt to ride down towards the axis or up towards the periphery of the
pulley faces. One pulley assembly can be mounted on the crankshaft of a motorcycle engine
while the other pulley can be mounted on there are wheel, to transmit power at a variable
speed ratio. The moveable pulley member on the crankshaft can be moved by centrifugal
16
weights, so that the separation of the pulley members decreases as the engine speed
increases. The transmission therefore increases in speed ratio as the speed increases; that
is, the ratio of the output or wheel speed to the engine speed increases.
The moveable pulley on the shaft of the rear wheel can be moved by a torque-sensing cam
arrangement which increases the speed ratio as the torque, or load applied to the rear wheel,
decreases. The foregoing type of transmission can be used in a variety of vehicles including
those which normally have a high weight and traction for a given engine size, as is usually
the case in snowmobiles. A transmission designed for a vehicle of high weight and traction
can be employed in a vehicle with low weight and traction for a given engine size, such as
a motorcycle. However, if account is not taken of the lower weight and traction of a
motorcycle, then it is possible that optimum transmission characteristics will not be
attained in the motorcycle application, even if the transmission was of optimum
characteristics for the snowmobile. Of course, it is necessary to determine what the
implications are of the lower ratio of power-to-weight and traction, and to find some way
of altering the transmission to take advantage of the different type of load to be driven.
Even a relatively small increase in transmission efficiency can be important where
motorcycles are run in races, since the engine size may be limited or the increased weight
of a larger engine offsets its power advantage.
WILLIAM J. HACKER; MARK H. MILLER IN “MOTORCYCLE TRANSMISSION

SHIFTER MECHANISM” [9] state manual cam drum transmission shifters are well-
known and commonly used for shifting between the gears of a motorcycle transmission.
Typically, the transmission shifter assemblies include a cam drum that is mounted for
rotation within the transmission and designed to move a Series of gears. Rotation of the
drum results in the shifting of the gears in the transmission. The cam drum typically
includes a plurality of equally Spaced pins extending axially therefrom. The pins are
engaged by a shift pawl that is pivotally connected to a shift lever. The shift pawl engages
the pins to rotate the drum when the shift lever is actuated by the motorcycle operator. The
shift pawl typically includes Spaced-apart opposing teeth or claws. One tooth is operable
to rotate the drum in a first or upshift direction, while the opposing tooth is operable to
rotate the drum in a second or downshift direction. During normal shifting, the shift pawl
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should rotate the drum by indexing through only one of the Spaced-apart pins at a time.
Sometimes, however, the rotational inertia of the drum during a shift will be great enough
to cause the shift pawl to inadvertently index through two spaced-apart pins at once,
thereby allowing over-rotation of the drum. Such over-rotation results in the transmission
missing a shift, or skipping a gear, which can be hard on the engine. U.S. Pat. Nos.
3,421,384 and 4,455,884 disclose two transmission shifter assemblies having means for
preventing the drum from over-rotating during shifting. The prevention means utilized in
U.S. Pat. No. 3,421,384 includes a cam plate fixed to the drum. [9] The cam plate has
concavities that correspond to the low Speed, high Speed and neutral shift positions. The
concavities are Separated by large projection portions. A Swingable Stopper is used to
prevent over-rotation of the drum and to prevent rotation of the drum from the high Speed
position directly to the neutral position, thereby bypassing the low Speed position. The
Swingable stopper has a roller that rides in the concavities of the cam plate to prevent the
over-rotation or double shifting of the drum. The prevention means utilized in U.S. Pat.
No. 4,455.884 also includes a cam plate and a shift Stopper Similar to the one taught in the
384 Patent, but further includes a lock mechanism that more positively prevents the shift
drum from turning from the high Speed shift position directly to the low Speed shift
position, thereby bypassing the medium shift position. When such an over shift is
attempted, a lock piece engages an opening in the Surface of the drum and prevents the
transmission from shifting directly from the high speed position to the low speed position.
When the shift pedal is released, the shift Stopper biases the drum back to its high Speed
position.
MASATO IKUSUE IWATA (JP); DAISUKE NAKAO, IWATA in their

“MOTORCYCLE TRANSMISSION” JOURNAL [10] mentioned motorcycles are often
powered by internal combustion engines having output shafts. In Some motorcycles, the
output shaft is coupled to a final drive mechanism through a change Speed transmission
featuring a variety of gear ratio that can be Selectively engaged. The output of the change
Speed transmission, in turn, drives an output pulley. Torque from the output pulley is
transferred to an input pulley positioned on a rear wheel. A flexible drive member, such as
a belt or chain for instance, preferably extends between the two pulleys. The flexible drive
member is susceptible to slipping during periods of rapid acceleration and deceleration.
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For instance, during a period of rapid acceleration, the output pulley is driving the wheel
pulley. Accordingly, the flexible drive member slacks on the side of the pulleys moving in
the direction from the wheel pulley to the output pulley. In addition, during rapid
deceleration, the inertia of the rear wheel acts to drive the output pulley. Accordingly, the
flexible drive member slacks on the side of the pulleys moving in the direction from the
output pulley to the wheel pulley. Because of the periodic slacking described above, the
connection between the pulleys and the drive member can become unstable. For instances,
the flexible drive member can Skip relative to the pulley in a manner which effects the
overall transfer of power between the engine and the rear wheel. In addition, as the flexible
drive member slips relative to the pulleys, the flexible drive member can be thrown from
the output pulley and disable the motorcycle. Thus, the vehicle will require frequent
Servicing to replace the flexible drive member on the pulleys. Moreover, the Slackened
portions of the flexible drive members can slap against other components of the motorcycle
resulting in undue noise and unnecessary wear of both the flexible drive member and the
components being Slapped.
THOMAS DULGMAN, 45 JEFFERSON ST., in his “MOTORCYCLE GEAR SHIFTING

MECHANISM JOURNAL” [11] has described that evolution of a transmission assembly
for motorcycles is well documented. In the beginning, the motorcycle enthusiasts and
designers were eager to emulate automobile features arguing that a radical departure
therefrom can adversely affect the popularity and, thus, future of the motorcycle industry.
Hence, many of motorcycle brands were provided with a hand-operated gearshift/foot-
operated clutch assembly so familiar to many generations of car drivers. Gradually,
technological developments leading to increased speeds, greater masses and grown
popularity of motorcycles compelled the motorcycle industry to reevaluate its stance
regarding many technological assemblies including clutch actuators and gear shifting
mechanisms. Modem motorcycle designs overwhelmingly feature a handlebar-mounted
clutch and foot-operated gear shifter configuration. However, similar to many old car
designs, old motorcycle designs have a great appeal to a very substantial contingent of
motorcyclists. Some of the pioneer motorcycle manufactures, such as Harley-Davidson
Motor Co., constantly change their original designs, others, like Indian Motor. Co., do not
exist anymore, but still have a legendary reputation making the originally manufactured
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motorcycles a rare and valuable item for a prodigious army of motorcyclists all over the
World. However, many original designs require numerous modifications to remain not only
a museum-bound exhibit, but also to be a viable and Well-functioning utility means for
transportation. Among the most desirable medications, a conversion of a hand-operated
gear shift/foot-operated clutch assembly into a foot-operated gear shift/hand-operated
clutch unit has a universal appeal due to the safety and convenience reasons. A need
therefore exits for a reliable and simple configuration of a foot-operated gear shift/hand
operated clutch unit configured to be installed on modern and old motorcycle designs in a
time- and labor-efficient manner.
JEFFREY IVAN PETERMAN, FOND DULAC, WI(US); BRAINGEORGE ECK,

BEMIDJI, MN(US); KARLMICHAEL LEISENHEIMER in their research titled
“TRANSMISSION” [12] mentioned that examples of other transmissions for motorcycles
are found in U.S. Pat. Nos. 4,455,884, assigned to Honda and 6,308,797assigned to Harley-
Davidson Motor Company Group. the industry is constantly trying to address issues with
existing designs and provide better Solutions for areas that can be improved. For instance,
for shifting mechanisms, better lubrication will assist in providing a better shifting
mechanism. Reducing the weight of the shifting mechanism also leads to easier shifting.
The present invention addresses these issues and provides for an improved shifting
mechanism. The engagement of the individual gears, as the transmission is shifted through
the various gears is also an area that is of concern. The typical transmission will use a
plurality of dogs and pockets to engage the gear. Mechanisms and methods fora smoother
engagement are viewed as areas that can be improved upon to provide for a better
motorcycle transmission. Axial play of the shafts of a transmission need to be controlled.
In the manufacturing of motorcycle transmissions there is a tolerance stack up between
bearing width, retaining ring width, and the depth of the bearing pocket to the location of
the retaining ring groove. Excessive axial play on the main shaft can cause a motorcycle
clutch to partially disengage during acceleration, causing the clutch to slip and possibly fail
prematurely. Motorcycle transmissions that utilize spur gear designs do not generate an
axial force like helical gears generate. Accordingly, for helical gears it is preferred to
reduce axial shaft movement so as to achieve consistent clutch lever end
20
play, which is a rider perception. The present invention addresses these issues of prior art
motorcycle transmissions.
Y. KAWASAKI, M. SHINODA S. NOJIRI (2005) In “DEVELOPMENT OF NEW

AUTOMATIC GEAR SELECTING MACHINE” [13] has mentioned that an automated
Transmission is a clutch-less (without clutch pedal) manual transmission system which
uses electronic sensors, processors and actuators (hydraulic or electro mechanical) to do
clutch actuation and gear shifts as per command of the driver. Automated Transmission
system uses a conventional manual transmission, actuators and control unit to automate the
whole process. The system consists of three sections of sensor, processors and actuators.
Generally, we conclude that our project is a little bit similar with some of above works, but
majorly differ in parts that we happen to be using servo motor for engaging and disengaging
the clutch. Also our designed mechanism is not permanently fixed to the motorcycle and if
the driver pleases he/she can ride manually by disconnecting the system via switch or
completely strip it down to find their motorcycle intact.
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CHAPTER THREE
3. METHODOLOGY AND DESIGN

The gear shifting system of the modern motor-cycle is conventionally manual. This project
will be a gear shifting /changing/ system design for the standard motorcycle. We are setting
up a system in which the manual mechanical gear shifting will remain intact because an
additional electromechanical system is placed on top of the lever to shift the gear and
automatically control the clutch, so that the system would have both the options of manual
and automatic gear shift. There are already some inventions done on gear box for
motorcycles for transmitting the torque from the engine’s crankshaft to the rear wheel of
the two-wheeler. The gear box is used to vary the torque as per the different driving
conditions. The gearbox increases the required torque for the start of the ride and put the
motorcycle in to motion. After the start and running of the motorcycle there is no need of
high torque, so now the gear box will transmit the optimum torque to the rear wheel at high
speed.
For the operation of gearbox and shifting the gear there is a need of some effort from the
rider of every motorcycle. A foot lever must be used to shift the gears in a motorcycle.
Also, a clutch is placed between the engine and the transmission in order to engage and
disengage the flywheel with the transmission. So for a smooth driving of motorcycle there
is need to time these two operations seamlessly.
Figure 12. Motorcyclist Shoe Cover
(Courtesy of Wosawe® apparels)
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This gear shifting becomes a tiresome process for most new riders and people with any sort
of physical deformity. This project also helps in reducing accidents, because more attention
is given to the road activity rather than stressing about getting the gear right. This
automated system, which will also be beneficial in terms of fuel economy would be cheap
to install and maintain. And also eliminate wearing of both the motorbike and also personal
apparel. Therefore, we propose the development of an automated system which can change
the gears automatically while observing the speed at which the motorbike is traveling.
3.1. General Terminologies

3.1.1. Sensors and Actuators
A sensor is a device which detects or measures a physical property and records, indicates,
or otherwise responds to it. An actuator is a component of a machine that is responsible for
moving or controlling a mechanism or system.
3.1.2. Microcontrollers
Microcontrollers are small computers on a single integrated circuit containing a processor
core, memory, and programmable input/output peripherals.
3.1.3. Servo Motor and Linear Solenoid Actuator

A servo motor is a rotary actuator or linear actuator that allows for precise control of
angular or linear position, velocity and acceleration. It includes a DC motor with a sensor
for position feedback.
A linear solenoid actuator uses it’s to and fro motion for precise control of angular or linear
position, velocity and acceleration.
3.2. Methodology
This section deals with the methodology followed to achieve the objectives of the research
problem on design of Automatic Gear Shifting for Two-wheelers. The project is organized
into numbers of sections. Procedure of design is as described below:
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1. First, the background of the study is discussed based on definition, type,

classification, then problem statement discussed for these problems proposed
solution and objectives of the project is listed with scope of the study, then
significance of the study also incorporated.
2. Literature review of related studies is assessed.
3. Then the methodology of the study is discussed, at this stage design and circuit
construction process is evaluated.
4. Problem identification and evaluations
5. Material and component selection is done
6. Analysis is done based on design parameters to design components of the system.
Cost estimation is also calculated for components and operating cost is analyzed.
7. Modeling of parts using CATIA®
8. Simulation of components on CATIA®
9. Circuit simulation on Proteus®
10. Drafting and documentation of the project
3.2.1. Engineering Methodology
Observation to define problems
Do background research
Specify requirements
Brainstorm, evaluate and choose solution
Develop a prototype solution
Test solution
Communicate result
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3.3. Limitations of the Project

1. Adds weight to the motorcycle
2. Difficulty of attaching the system to the motorcycle
3. Ergonomics and aesthetic value of the motorcycle is reduced
3.4. Contriving of the System

In this system, both the gear and the clutch are controlled electro-mechanically by a
microcontroller based computer system Arduino Uno R3 and its respective IDE for coding
necessary programs.
This system does not require any modification to the engine and also the transmission. The
equipment is mounted externally on the body of the motorcycle. This system shifts the gear
up and down electro-mechanically just like a human rider by sensing the speed of the
vehicle, but the system shifts the gear at exactly the correct speed, which results a smooth
gear changing sequence needed. This will make the engine run smoothly without any
knocking, which increases the engine life. This project is completely different from the
ones used in cars as it uses electro-mechanical actuators instead of an actual design to turn
the transmission automatic.
We have selected Hero MotoCorp® Karizma ZMR motorcycle for our project. We
selected this particular two-wheeler because Hero MotoCorp® is the biggest manufacturer
of two-wheelers in the world, which makes our particular project useful for many
motorcycle users.
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Figure 13. Left side View of Karizma ZMR
(Courtesy of Hero MotoCorp®)
General specifications of Karizma ZMR
Vehicle Type Motorcycle
Fuel Petrol
Engine Displacement 223.00 cc
Engine Details Air cooled, 4 - stroke single cylinder OHC
Engine Starting Self-start
Bore x Stroke 65.5mm x 66.2mm
Compression Ratio 9.6:1
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Clutch Multiplate wet
Fuel System Gasoline Fuel Injection
Ignition DC- FTIS
Cooling System Oil Cooler
Maximum Power 20 bhp @ 8000 rpm
Maximum Torque 19.7 N m @ 6500 rpm
Transmission 5 Speed constant mesh
Gear Shift Pattern 1-N-2-3-4
Top Speed 129 kph
Electricals
Battery 12 V - 7 Ah, MF Battery
Head Lamp 12 V -35 W / 35W - Halogen bulb
Dimensions
Length x Width x Height 2100 x 805 x 1190 mm
Wheelbase 1360 mm
Weight 157 kg
Ground Clearance 145 mm
Fuel Tank Capacity 15.3 liters
Table 1. Specifications of Karizma ZMR
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3.5. Components selected for the project

3.5.1. Servo motor
A servomotor is a rotary actuator that allows for precise control of angular position,
velocity and acceleration. A servomotor is a closed-loop servomechanism that uses
position feedback to control its motion and final position. The input to its control is a signal
representing the position commanded for the output shaft.
The motor is paired with some type of position encoder to provide position and speed
feedback. In the simplest case, only the position is measured. The measured position of the
output is compared to the command position, the external input to the controller. If the
output position differs from that required, an error signal is generated which then causes
the motor to rotate in either direction, as needed to bring the output shaft to the appropriate
position. As the positions approach, the error signal reduces to zero and the motor stops.
The very simplest servomotors use position-only sensing via a potentiometer and bang-
bang control of their motor; the motor always rotates at full speed (or is stopped). Although
this type of servomotor is not widely used in industrial motion control, it is appropriate for
our simple project. [14]
Servo motors have the following three connections:
1. Black/Brown ground wire.

2. Red power wire (around 5V).
3. Yellow or White PWM wire.
We have selected 34109-MD Servo motor because of the following specifications:
 Heavy duty servo motor with metal case & metal gears for robotic arms and other
high torque needs.
Rating:
 Voltage: 12-24V DC
 Current: 500mA No Load
 Shaft: 8mm Dia. X 30mm (15mm "D")
 Max Torque: 380kg/cm @ 12V, 190kg/cm @ 12V,
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 Speed: 0.5Sec/180deg @ 12V, 1.0sec/270deg @24V

 Rotation: 300deg. Max Adjustable
 Control Accuracy: 0.32deg.
Input- Dual Modes:
 PWM: Digital from R/C servo controller or Microcontroller

 Selectable: 0.5mS-2.5mS for wide range servo controllers
 1mS-2mS for Microcontrollers (Arduino etc.)
 Analog Voltage: 0-5V DC with external variable resistor >10k
Connections:
Terminal Strip for Power
 3 X 0.1”Pitch Header Pins for Analog Pot

 3 X 0.1”Pitch Header Pins for PWM from Controller
 H: 3-7/8” O/A W: 2-38” T: 5” O/A WT: 1.7
Approximate Dimensions.
4x M4-0.7 mounting Holes
Figure 14. 34109-MD Servo Motor
(Courtesy of China Electronics)
29
3.5.2. Microcontroller
A microcontroller is a small computer on a single integrated circuit containing a processor
core, memory, and programmable input/output peripherals. Program memory in the form
of Ferroelectric RAM is also often included on chip, as well as a typically small amount of
RAM. Microcontrollers are designed for embedded applications, in contrast to the
microprocessors used in personal computers or other general purpose applications
consisting of various discrete chips. Microcontrollers are used in automatically controlled
products and devices, such as automobile engine control systems, implantable medical
devices, remote controls, office machines, appliances, power tools, toys and other
embedded systems.
By reducing the size and cost compared to a design that uses a separate microprocessor,
memory, and input/output devices, microcontrollers make it economical to digitally control
even more devices and processes. Mixed signal microcontrollers are common, integrating
analogue components needed to control non-digital electronic systems.
3.5.2.1 Arduino Uno R3

We will be using the infamous microcontroller Arduino® because the open-source nature
of the Arduino project has facilitated the publication of many free software libraries that
other developers use to augment their projects. For our case we will be using Arduino Uno
R3® for its seamless compatibility with the project and its reasonable cost.
30
Figure 15. Arduino Uno
(Courtesy of instructables.com)
Arduino Uno is a microcontroller board based on the ATmega328P. It has 14 digital

input/output pins (of which 6 can be used as PWM outputs), 6 analog inputs, a 16 MHz
ceramic resonator (CSTCE16M0V53-R0), a USB connection, a power jack, an ICSP
header and a reset button. It contains everything needed to support the microcontroller;
simply connect it to a computer with a USB cable or power it with a AC-to-DC adapter or
battery to get started.
3.5.1.2 Arduino IDE

The Arduino integrated development environment (IDE) is a cross-platform application
(for Windows, macOS, and Linux) that is written in the programming language Java. It
originated from the IDE for the languages Processing and Wiring. It includes a code editor
with features such as text cutting and pasting, searching and replacing text, automatic
indenting, brace matching, and syntax highlighting, and provides simple one-click
mechanisms to compile and upload programs to an Arduino board. It also contains a
31
message area, a text console, a toolbar with buttons for common functions and a hierarchy
of operation menus.
Figure 16. Arduino IDE Logo
(Courtesy of Arduino®)
The Arduino IDE supports the languages C and C++ using special rules of code structuring.
The Arduino IDE supplies a software library from the Wiring project, which provides many
common input and output procedures. User-written code only requires two basic functions,
for starting the sketch and the main program loop, that are compiled and linked with a
program stub main() into an executable cyclic executive program with the GNU toolchain,
also included with the IDE distribution. The Arduino IDE employs the program avrdude
to convert the executable code into a text file in hexadecimal encoding that is loaded into
the Arduino board by a loader program in the board's firmware. [15]
3.5.1.3. Sketch
A sketch is a program written with the Arduino IDE. Sketches are saved on the
development computer as text files with the file extension. ino.
A minimal Arduino C/C++ program consists of only two functions:
 setup() : This function is called once when a sketch starts after power-up or reset. It is
used to initialize variables, input and output pin modes, and other libraries needed in
the sketch. It is analogous to the function main() .
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 loop() : After setup() function exits (ends), the loop() function is executed repeatedly in
the main program. It controls the board until the board is powered off or is reset. It is
analogous to the function while(1) .
Figure 17. Arduino Basic Sketch Format
3.5.3. Hall-effect Sensor

When a beam of charged particles passes through a magnetic field, forces act on the
particles and the beam is deflected from a straight path. The flow of electrons through a
conductor is known as a beam of charged carriers. When a conductor is placed in a
33
magnetic field perpendicular to the direction of the electrons, they will be deflected from a
straight path. As a consequence, one plane of the conductor will become negatively charged
and the opposite side will become positively charged. The voltage between these planes is
called the Hall voltage. When the force on the charged particles from the electric field
balances the force produced by magnetic field, the separation of them will stop. If the
current is not changing, then the Hall voltage is a measure of the magnetic flux density.
In our case, we will be using the A3144 because of its:
 Superior temperature stability for automotive or industrial applications

 4.5 V to 24 V Operation … Needs only an unregulated supply
 Open-Collector 25 mA Output … Compatible with digital logic
 Activation with small, commercially available permanent magnets
 Small size
 Resistance to physical stress
A3144 hall effect sensor is a unipolar sensor. Unipolar sensors are great for scenarios where
only one pole of magnet is needed. This allows us to stick a magnet to a moving wheel and
as it cycles through its rotation, each time it passes the hall sensor, the hall sensor registers
its passing and we can say that one period has been completed.
Figure 18. A3144 Hall-effect Sensor
(Courtesy of TinkerCAD®)
When a magnet is brought near the sensor head, the DAT pin registers a magnetic field.
The way we will be using the A3144 is by using a pull-up resistor, which means that we
34
add a resistor between VCC and DAT to keep the value of the data pin at maximum when
no magnet is near. Which means when the magnet is nearer to the A3144 we will get a
minimum value on our data pin.
This setup requires very specific attention to the proximity between the spokes magnet and
the hall sensor (A3144). If the hall sensor and magnet are far apart, the hall sensor will
periodically register events and produce meaningless results. In this particular case, the
closer the two parts - the better. We also must ensure that the wheel is not impeded by the
presence of the hall sensor or the magnet. [16]
Connecting Hall-effect sensor (A3144) to Arduino Uno
 Hall sensor VCC to Arduino 5V

 Hall sensor GND to Arduino GND
 Hall sensor DAT to Arduino D2 (Digital port 2)
3.5.4. Spokes Magnet

Any small sized powerful permanent magnet which can be seamlessly attached to the
motorbike wheel is ideal for this project. The job of the magnet is to rotate with the wheel
while eventually coming to close proximity with the hall-sensor to create a signal.
Figure 19. Spokes Magnet
(Courtesy of Pinterest)
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3.5.5. Linear Actuator (Linear Solenoid)

The term “Linear Actuator” may also refer to a variety of transducer devices that convert
energy into linear motion. Made of the movable coil and iron core. The pulling and pushing
strength is determined by the number of turns on the coil.
Solenoid Equipment is used to convert electrical signals or electric currents into

mechanical linear motion. Made of the movable coil and iron core. The pulling and pushing
strength is determined by the number of turns on the coil.
Figure 20. Linear Solenoid pull-push Actuator (in normal passive position)
Inside the solenoid, there is a coil that is circular in a special way. When you send an
electric current through a wire (energy), a magnetic field is created. The inner shaft of the
solenoid is a piston like a cylinder made of iron or steel, called a plunger or slug (equivalent
to a dynamo). The magnetic field then applies strength to this plunger, either pulling or
pushing. When the magnetic field is turned off, the spring plunger then returns to its
original state.
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Figure 21. Linear Solenoid pull-push Actuator (in working active position)
When an electric current passes through the windings of the coils, it behaves like an
electromagnet and the plunger, which is inside the coil, is attracted towards the center of
the coil by the configuration of magnetic flux inside the body of the coils. coils, which in
turn compresses small spring attached to one end of the plunger. The force and velocity of
the movement of the pistons are determined by the force of the magnetic flux generated
inside the coil. [17]
We have selected Kendrion® V65-F-12V DC-100 ED linear solenoid in enclosed design

with maintenance-free armature bearing for maximum durability. We have chosen this
specific linear actuator because of its:
 Maintenance-free armature bearings

 High lifting force
 High life expectancy
 Short switching cycles
 Compact design
 Short switching times
37
 Maintenance-free design
 Versatile application
Product characteristics
Nominal voltage 12 V DC
Duty cycle 100 % ED
Nominal power consumption 33 W
Nominal stroke 1,500 mm
Initial force 35 N
End force 50 N
Coil terminals 10 cm flying leads
Solenoid weight 2500 g
Weight of armature 480 g
Thermal stability F, 155 °C
Test voltage 2500 Veff
Table 2. Product Characteristics of Kendrion® V65-F-12V DC-100 ED
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Figure 22. Kendrion® V65-F-12V DC-100 ED
(Courtesy of Kendrion®)
A duty cycle or power cycle is the fraction of one period in which a signal or system is
active. Duty cycle is commonly expressed as a percentage or a ratio. A period is the time
it takes for a signal to complete an on-and-off cycle. As a formula, a duty cycle (%) may
be expressed as:
𝐸𝐷 = (𝑃𝑊 ∗ 𝑇) ∗ 100%
where ED is the duty cycle, PW is the pulse width (pulse active time), and T is the total
period of the signal. [18]
Thus, a 60% duty cycle means the signal is on 60% of the time but off 40% of the time.
The "on time" for a 60% duty cycle could be a fraction of a second, a day, or even a week,
depending on the length of the period.
In our case we selected a linear solenoid actuator of 100% ED. That means the solenoid is
made in such way that it would not over heat or fail in continuous application such as a
gear shifter in our case.
Connecting linear actuator (Kendrion® V65-F-12V DC-100 ED) to Arduino Uno
39
Pairing a solenoid with an Arduino board is simple; as electromagnets, solenoid actuators

only need the proper amount of voltage and current to pull them from a resting state into
an activated position. But these devices take huge amount of current to run in contrast with
the Arduino specification, voltages that are generally higher than what Arduino boards can
provide. Even the tiny solenoids take up more than 500mA at 12V to actuate, far above the
5V output and 20 mA per pin for which the Arduino UNO is rated. So, for proper actuation,
we need a transistor setup.
In this case, we’ll be using a N-Channel MOSFET 60V 30A. Noting that a 5V USB source
powers the Arduino, linked to the solenoids via ground and output pins alone.
Arduino outputs 10 and 11 connect to the transistor’s base through a 10K-ohm resistor.
Here’s how to set it up:
 Hook each transistor’s collector to one solenoid lead and plug the other solenoid
lead into a common positive voltage.
 On the collector lead, run a diode (1N4007) to a positive line. This will only allow
voltage flow into the positive bank to account for electrical discharge (or kickback)
from the solenoid when it turns off.
 Connect the emitter leg of the transistor to ground.
 Power the transistor/solenoid assembly with the appropriate power supply (12V in
this setup).
 Power the Arduino separately using USB or another source.
 Wire the Arduino’s ground pin to the board’s ground and wire each Arduino output
to the appropriate resistor and transistor.
NB. Before we go into constructing the circuit first we need to calculate the wheel rpm as
follows: [19]
The empirical formula to find the wheel rotation per mile is:
63360
= 𝑅𝑒𝑣𝑜𝑙𝑢𝑡𝑖𝑜𝑛𝑠 𝑝𝑒𝑟 𝑚𝑖𝑙𝑒
𝐶𝑖𝑟𝑐𝑢𝑚𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑜𝑓 𝑡ℎ𝑒 𝑡𝑖𝑟𝑒 𝑖𝑛 𝑖𝑛𝑐ℎ𝑒𝑠
From our specification table of Karizma ZMR, wheel circumference is 18 inches.
40
63360
= 3520 𝑟𝑒𝑣𝑜𝑙𝑢𝑡𝑖𝑜𝑛𝑠 𝑝𝑒𝑟 𝑚𝑖𝑙𝑒
18
We will then multiply the above value by the speeds of the motorcycle we have picked to
change gears on. We will then divide this value by 60 to find the wheel rpm.
Let us calculate each wheel rpms that we will use on this particular motorcycle to be points
of gear changing.
Let us take an interval of 15 mph, because our motorcycle’s top speed is 129kph i.e.
To change kilometers per hour to miles per hour we need to divide by factor of 1.6.
129𝑘𝑝ℎ
= 80.6𝑚𝑝ℎ
1.6
This mile per hour value is then divided by 5, because we have a 5 speed gearbox i.e.
80.6𝑚𝑝ℎ
= 16𝑚𝑝ℎ
5
We will take 15mph interval to change into gears. Let us calculate the wheel rpm for these
speeds:
Shifting from neutral to first gear will happen with starting the motorcycle
RPM for shifting to second Gear
3520 ∗ 15𝑚𝑝ℎ
= 880𝑟𝑝𝑚
60
RPM for shifting to third Gear
3520 ∗ 30𝑚𝑝ℎ
= 1760𝑟𝑝𝑚
60
RPM for shifting to fourth Gear
3520 ∗ 45𝑚𝑝ℎ
= 2640𝑟𝑝𝑚
60
RPM for shifting to fifth Gear
41
3520 ∗ 60𝑚𝑝ℎ
= 3520𝑟𝑝𝑚
60
As the top speed of Karizma ZMR is 80mph the maximum wheel rpm is going to be:
3520 ∗ 80𝑚𝑝ℎ
= 4693𝑟𝑝𝑚
60
3.6. Working Principle

The hall-sensor will sense the wheel rpm by detecting voltage difference when it comes in
close proximity with the spokes magnet. This is going to enter the micro controller Arduino
Uno digital input. The Arduino Uno will send appropriate signals to our linear solenoid
actuators and servo motor.
The servo motor actuates the clutch and the linear solenoid actuator actuates the gear
shifting lever.
When the wheel rpm picks up the solenoids will shift the gear up and down while it reduces.
The servo motor will depress the clutch every time gear shifting happens.
42
IG (12V)
Signal
5V
Voltage Regulator Arduino signal
Give Fuel Gently Linear Actuator
Input Signal
Work flow depiction of the system (above)
43
Figure 23. Working Schematic of the System
Figure 24. General Schematic of the System
The components are fixed with the motorbike with heavy duty fasteners.
Disconnecting the flow of current from the voltage regulator’s output to the Arduino
makes the system to halt, and our motorcycle will shift gears normally.
44
3.7. Circuit Construction

3.7.1. Materials needed
Item Item Type Picture Quantity
Number
1 Arduino Uno R3 x1
2 Servo motor 34109-MD x1
3 A3144 Hall-effect sensor x1
4 Kendrion® V65-F-12V DC- x2

100 ED (Linear Solenoid)
5 Diode Rectifier- 1A 50V X2
6 N-Channel MOSFET 60V X2

30A
45
7 10K Ohm Resistor X2
8 Capacitor Ceramic 100 Nf X1
9 Electrolytic Capacitor- X1
1µF/50V
10 USB Cable A to B X1
11 Breadboard X1
12 Heatsink TO-220 X1
13 Jumper Wires Pack- M/M X2
46
14 Jumper Wires Pack- M/F X1
15 Voltage Regulator 7805 X1
Table 3: Bill of Materials
We need to convert 12V battery voltage to 5V for the use of Arduino. Because Arduino
Uno can only have 5V input voltage.
First step : Components required
Pin
Pin Function Description
No.
In this pin of the IC positive unregulated

1 INPUT Input voltage (7V-35V)
voltage is given in regulation.
In this pin where the ground is given.

2 GROUND Ground (0V) This pin is neutral for equally the input
and output.
Regulated output; 5V (4.8V- The output of the regulated 5V volt is

3 OUTPUT
5.2V) taken out at this pin of the IC regulator.
Table 4: Descriptions of Voltage Regulator
1. Voltage regulator - 7805

2. Multimeter (Digital/Analog) [Only for Testing purpose]
3. Input power supply - 7V.........24V DC 12V in our case
Second step: Connect Input Power Supply
47
7805 voltage regulator contains three pins in which we have to give power supply on pin-
1 and pin-2.
We have to connect positive input power supply to the 1st pin of the voltage regulator and
negative input power supply to the 2nd pin of the voltage regulator.
Third step: Output Power Supply
Now we have to connect output power supply wires. The output power supply will always
give constant 5V DC power supply.
We have to connect the positive wire of output power supply to the 3rd pin of the voltage
regulator and negative power supply to the 2nd pin of the voltage regulator. [20]
Figure 25. Connecting Voltage Regulator
Fourth step: Wiring is completed
When the wiring of voltage regulator is fully completed and the next step will be to check
the circuit.
We have to give input power supply about 7V..........24V DC and we will get constant
output power supply of 5V DC.
3.7.2. Cautions When Making the Circuit

 Pay attention to the orientation of the diode (white line marks the negative side)
 Mind the orientation of the hall sensor. The side with the writing on it should face
toward eyes.
48
 The polarity of electrolytic capacitor matters. The leg closer to light blue strip on
the capacitor is the negative pole. Make sure to place it correctly.
 Do not short Arduino I/O pins to ground
 Do not short Arduino I/O pins to each other
 Do not apply overvoltage to Arduino I/O pins
 Do not apply Vin power backwards on Arduino
 Do not apply greater than 5V to the Arduino power supply
3.7.3. Step-by-step circuit construction (using circuito.io)

Circuito.io is an online tool for designing complete electronic circuits. The Circuito ® app
generates instant and accurate schematics and code for electronic circuits.
Figure 26. Circuito.io Component Placement
Steps:
1. Place Arduino Uno

 Arduino Uno GND to Bus GND
 Arduino Uno Vin to Bus POS
2. Place Pull push solenoid 1
 Pull push solenoid coil 2 to Bus POS
49
 Pull push solenoid coil to MOSFET 1

3. Place Diode Rectifier 1A 50V on breadboard
 Diode Rectifier 1A50V negative to Bus POS
 Diode Rectifier 1 A50V positive to MOSFET 1
4. Place Pull push solenoid 2
 Pull push solenoid coil 2 to BUS POS
 Pull push solenoid coil 1 to MOSFET
5. Place Servo
 Servo 0 to Bus GND
 Servo Signal to Arduino Uno pin 9
6. Place MOSFET 1 on breadboard
 MOSFET G to Arduino Uno pin 2
 MOSFET G to Resistor 10K Ohm con 1
 MOSFET S to Bus GND
7. Place Resistor 10K Ohm on breadboard
Figure 27. Half-done Circuit
50
8. Place Hall-effect sensor on breadboard

 Hall-sensor GND to Bus GND
 Hall-sensor Vout to Arduino Uno pin 12
9. Place MOSFET 2 on breadboard
 MOSFET G to Resistor 10K Ohm con 1
 MOSFET G to Arduino Uno pin 12
 MOSFET S to Bus GND
10. Place Resistor 10K Ohm on breadboard
11. Place Voltage Regulator on breadboard
 L7805 Vin to Bus POS
 L7805 0 to Bus GND
 L7805 Vout to Hall-sensor Vcc
 L7805 Vout to Servo Vin
 L7805 Vout to Electrolytic Capacitor pos
12. Place Ceramic Capacitor on breadboard
 Ceramic Capacitor 100NF con 0 to Bus POS
 Ceramic Capacitor 100NF con 1 to Bus GND
13. Place Electrolytic Capacitor on breadboard
 Electrolytic Capacitor 1µF negative to Bus GND
14. Connect Power Source
 Connect voltage regulator’s output to Arduino Uno Via USB cable.
 Make sure power supply is connected and working properly i.e. battery is
in good condition.
15. Upload Code
 Connect Arduino to computer via USB cable, the square end of the USB
cable connects to Arduino and the flat end connects to USB port of
computer
 Choose Tools ‣ Board ‣ Arduino Uno, to find our board in the Arduino menu
 Choose the correct serial port for our board
 Click the Upload button
51
16. Test Pull Push Solenoid

 Make sure the Arduino board is connected to computer via USB cable
 Open Arduino IDE
 Click Tools -> Serial Monitor
 Follow instructions on the Serial Monitor
 If nothing happens check the connections
17. Test Servo motor
 Follow instructions on the Serial Monitor
 If nothing happens check the connections
18. Test Hall-sensor
 Follow instructions on the Serial Monitor and bring a magnet close to see
the readings change.
 If nothing happens, please check the connections. [21]
52
Figure 28. Final Circuit (compiled on circuito.io)
3.8. Design of Shifting Lever

3.8.1. Material selection
Selection of a proper material, for engineering purposes is one of the most difficult problem
for the designer, the best material is one which serve the desired objectives at minimum
cost. The following factors will be considered while selecting the material:
 Availability of materials
 Suitability of the materials for the working condition in service, and
 Cost of the material
We select stainless steel for the foot lever because of its corrosion resistance and they have
high- temperature property. In many projects high -temperature strength is primary need.
[22]
3.8.2. Design
Forces acting on a lever are load(P), effort(W), and reaction at the fulcrum (Rf)
a) Diameter of shaft (d)

Length of foot lever 𝐿 = 30𝑐𝑚 (assumption)
53
Allowable tensile stress of stainless steel (𝜎𝑡 ) =73𝑁𝑚𝑚2

Allowable shear stress of stainless steel(𝜏) =70𝑁/𝑚𝑚2
Force applied on foot lever(P) = 50𝑁(assumption)
Let, we know that the twisting moment on the shaft
𝑇 = 𝑃 ∗ 𝐿 = 50𝑁 ∗ 300𝑚𝑚 = 15000𝑁. 𝑚𝑚
We also know that the twisting moment on the shaft (T)
𝜋
𝑇= (𝜏 ∗ 𝑑 3 )
16
𝜋
15000 = 16 ∗ 70 ∗ 𝑑 3
𝑑 = 10.29𝑚𝑚
We know that the diameter of the boss,
𝑑2 = 1.6𝑑 = 1.6 ∗ 10.29 = 16.46𝑚𝑚
Thickness of the boss
𝑡2 = 0.3𝑑 = 0.3 ∗ 10.29 = 3.087𝑚𝑚
Length of boss
𝑙2 = 1.25𝑑 = 1.25 ∗ 10.29 = 12.86𝑚𝑚
Now considering the shaft under combined bending and twisting , the diameter of the
shaft at the center of the bearing (𝑑1 ) is giving by the relation
𝜋
∗ 𝜏(𝑑1 )3 = 𝑃√(𝑙2 2 + 𝐿2 )
16
𝜋
∗ 70(𝑑1 3 ) = 50√(12.86)2 + (300)2
16
𝑑1 = 10.3𝑚𝑚 = 12𝑚𝑚
b) Dimension of key
The standard dimension of the key for 12𝑚𝑚 diameter shaft are :
𝑤𝑖𝑑𝑡ℎ(𝑤) = 2𝑚𝑚
𝑑𝑒𝑝𝑡ℎ(𝑡) = 2𝑚𝑚
54
The length of the key (𝑙2 ) is obtained by considering the shaft of the key
We know that the twisting moment
𝑑
𝑇 = 𝑙1 ∗ 𝑤 ∗ 𝜏 ∗ 2
12
15000 = 𝑙1 ∗ 2 ∗ 70 ∗
2
𝑙1 = 17.85𝑚𝑚
It may be taken as equal to the length of 𝑙2 = 𝑙1 = 17.85𝑚𝑚
Figure 29. Gear Shifter
55
COST ANALYSIS
Length of gear shifter (stainless steel) = 30𝑐𝑚
Thickness of gear shifter = 3.08𝑚𝑚
Height of gear shifter= 2𝑚𝑚
𝐶𝑜𝑠𝑡 𝑜𝑓 𝑠𝑡𝑎𝑖𝑛𝑙𝑒𝑠𝑠 𝑠𝑡𝑒𝑒𝑙 𝑝𝑒𝑟 𝑘𝑖𝑙𝑜𝑔𝑟𝑎𝑚 = 200$/𝑘𝑔
𝐷𝑒𝑛𝑠𝑖𝑡𝑦 𝑜𝑓 𝑠𝑡𝑎𝑖𝑛𝑙𝑒𝑠𝑠 𝑠𝑡𝑒𝑒𝑙 = 8𝑘𝑔/𝑚3
𝑉 = 𝑙 ∗ 𝑡 ∗ ℎ = 2 ∗ 300 ∗ 3.08 = 1848𝑚𝑚3 = 1.848 ∗ 10−6 𝑚3
𝑀𝑎𝑠𝑠 = 1.848 ∗ 10−6 ∗ 8𝑘𝑔/𝑚3 = 1.45 ∗ 10−5 𝑘𝑔
𝐶𝑜𝑠𝑡 𝑜𝑓 𝑔𝑒𝑎𝑟 𝑠ℎ𝑖𝑓𝑡𝑒𝑟 = 𝐶𝑜𝑠𝑡 𝑜𝑓 𝑠𝑡𝑎𝑖𝑛𝑙𝑒𝑠𝑠 𝑠𝑡𝑒𝑒𝑙 𝑝𝑒𝑟 𝑘𝑖𝑙𝑜𝑔𝑟𝑎𝑚 ∗ 𝑚𝑎𝑠𝑠
= 200$ ∗ (1.45 ∗ 10−5 ) = 2.9 ∗ 10−3 $
In today’s currency, 0.0029$ * 40 =0.16 Birr
SN. Components Piece Price/piece Total

1 Hall effect sensor 1 150 150
2 Linear solenoid actuators 2 870 1740
3 Servo motor 1 900 900
4 Arduino Uno R3 32 bit 1 1000 1000
5 Gear shifter lever 1 0.16 0.16
6 Potentiometer 2 100 200
7 Spokes magnet 1 50 50
Total 3070.16 4040.16
Table 5:Cost Analysis
56
CONCLUSION
Despite the fact that this project title being given to us by the Automotive Engineering
Department due to the global pandemic COVID-19, we found the project quite interesting
and challenging. Within the short deadline we have designed an electromechanical
mechanism and used various software for simulation, coding and circuit construction. We
have completed each objective required to be met and executed in such a short time.
The components used for the mechanism are carefully selected and designed, the
appropriate Arduino coding is completed, circuit is constructed and also the working of the
system is simulated.
We believe designed system can be manufactured easily by any manufacturer who has
access to this thesis.
57
RECOMMENDATION
Based on the findings obtained from design process of the machine the following
recommendations are made:
The project focuses on Hero MotoCorp’s Karizma ZMR. But it can be manipulated for any
other motorbikes, yet caution has to be taken for the two-wheeler’s specifications.
Better Arduino version has to be selected i.e. Ruggeduino® for application on motorcycles
for fatigue and heat factors.
The university has to improve its procurement process for buying project materials, for
convenience of project workers.
58
REFERENCE
[1] Chethan J. et al. (2015). “DESIGN AND FABRICATION OF AUTOMATED
MANUAL GEAR TRANSMISSION IN MOTORBIKES”. Indian Institute of Science,
India.
[2] Ricardo Transmissions, (2015) “SERVICE MANUAL”. USA.
[3] Hero MotoCorp, (2018) “KARIZMA ZMR SERVICE MANUAL”. India.
[4] P. Alexander M.E. (2012). “AUTOMATIC GEAR SHIFTING TRANSMISSION IN

TWO WHEELERS”. (3rd edition)
[5] Francis G. King, (1985) “AUTOMATED MANUAL TRANSMISSION SHIFTER

WITH ELECTRONIC CONTROL ACTUATORS EXTERNAL OF THE VEHICLE”.
United states Patent No. 4554824
[6] Robert E. Lawrie (2000) “AUTOMATED MANUAL TRANSMISSION SYSTEM

SEQUENCE CONTROLLER”. United States.
[7] R. Hembree (1995). “SEMI-AUTOMATIC ELECTRIC GEAR SHIFTING

APPARATUS FOR MOTORCYCLE”. (2nd edition). USA.
[8] Michael R. Bowers, (1973) “MOTORCYCLE TRANSMISSION RESEARCH”.

United States Patent No. 3,884,316
[9] William J. Hacker; Mark H. Miller, (2000) “MOTORCYCLE TRANSMISSION

SHIFTER MECHANISM”. United States Patent No. US 6,308,797 B1.
[10] Masato Ikusue, (2002) “MOTORCYCLE TRANSMISSION”. United States Patent

No. US 6,672,982 B2.
[11] Thomas Dulgnan, (2004) “MOTORCYCLE GEAR SHIFTING MECHANISM”.

United States Patent No. US 7,264,099 B2.
[12] Jeffrey Ivan Peterman, (2006) “TRANSMISSION”. United States Patent No. US
7,581,467 B2.
59
[13] Y. Kawasaki, (2005) “DEVELOPMENT OF NEW GEAR SELECTING

MACHINE”. Isuzu Motors Ltd, Japan.
[14] Max A. Denket, (2006) “FRONTIERS IN ROBOTICS RESEARCH”, Nova

Publishers, USA.
[15] David Kushner, (2011) “THE MAKING OF ARDUINO”, IEEE Spectrum, USA.
[16] Ramsden, Edward, (2006) “HALL-EFFECT SENSORS: Theory and Applications”

(Revised Edition), Elsevier.
[17] Jiles David, (2005) “INTRODUCTION TO MAGNETISM AND MAGNETIC

MATERIALS”, CRC Press.
[18] Singh, M.D, (2008) “POWER ELECTRONICS”, Tata McGraw-Hill Education. USA.
[19] Samuel Markings, (2018) “HOW TO CALCULATE WHEEL SPEED”, Sciencing

Press. USA.
[20] Donald G. Fink et al., (1978) “STANDARD HANDBOOK FOR ELECTRICAL

ENGINEERS” (Eleventh Edition), Mc Graw-Hill. USA.
[21] Lam, William K., (2005) “INTRODUCTION TO HARDWARE DESIGN

VERIFICATION”, Informit, USA.
[22] R.S. Khurmi, (2005) “TEXT BOOK OF MACHINE DESIGN” (Fourteenth Edition),
Eurasia Publishing House, India.
60
APPENDIX ONE
Arduino code for the system:
//To disable global interrupts: cli(); for non DUE, and for DUE nointerrupts();
//to enable interrupts: sei(); for non DUE, for DUE Interrupts();
// NOTE - In Arduino due any digital pin can be used as interrupt pins,
// while on other boards only specific pins can be used as interrupt pins
// Refer- https://www.arduino.cc/en/Reference/AttachInterrupt
// for this project pin 12 has been used as interrupt input pin connected to
halleffect sensor of wheel rpm.
#include <Wire.h>
#include <Servo.h>
int servoPin = 9;
Servo servo; // create servo object to control a servo
int solenoid1Pin = 10; //This is the output pin on the

Arduino
int solenoid2Pin = 11; //This is the output pin on the

Arduino
//Varibles used for calculations
int ticks = 0, rpm = 0;
int hallsensor = 12; //The Hall effect sensor (HES) output of fan connected to
pin no 12 of Arduino due
void pickrpm ()
//This is the interrupt subroutine that increments ticks counts for each HES
response.
ticks++;
//This is the setup function where the serial port is initialised,
//and the interrupt is attached and other pins initialized.
void setup()
61
pinMode(solenoid1Pin, OUTPUT); //Sets that pin as an output
pinMode(solenoid2Pin, OUTPUT); //Sets that pin as an output
servo.attach(9); // attaches the servo on pin 9 to the servo object
pinMode(hallsensor, INPUT);
Serial.begin(9600);
pinMode(3, OUTPUT);
pinMode(4, OUTPUT);
pinMode(5, OUTPUT);
pinMode(6, OUTPUT);
pinMode(7, OUTPUT);
pinMode(8, OUTPUT);
digitalWrite(3, LOW);
attachInterrupt(2, rpmcount, RISING);
void loop ()
// Make ticks zero before starting interrupts.
interrupts(); // or use sei(); to Enables interrupts
delay (10); //Wait 10 milliseconds
noInterrupts(); // or use cli(); to Disable interrupts
//Times sensorclicks (which is apprioxiamately the fequency the wheel
//is spinning at) by 60 seconds before dividing by the fan's divider
62
// this gives reasonable accuracy in upto few 10s of RPM
//rpm = (ticks * 60);
Serial.println(rpm);
delay(300);
if (rpm == 0) {
servo.write(0); // Make servo go to 0 degrees
delay(1000);
digitalWrite(3, HIGH);
digitalWrite(solenoid1Pin, LOW); //Switch Solenoid 1 OFF
delay(1000); //Wait 1 Second
else if (rpm > 0 && rpm < 880) {
delay(1000);
63
digitalWrite(solenoid1Pin, LOW); //Switch Solenoid OFF
digitalWrite(solenoid2Pin, HIGH); //Switch Solenoid ON
else if (rpm > 880 && rpm < 1760) {
delay(1000);
digitalWrite(solenoid1Pin, HIGH); //Switch Solenoid 1 ON
else if (rpm > 1760 && rpm < 2640) {
delay(1000);
64
else if (rpm > 2640 && rpm < 3520) {
delay(1000);
else if (rpm > 3520 && rpm < 4693) {
delay(1000);
65
} // end of loop function
void rpmcount(){
rpm++;
66
APPENDIX TWO
Part drawing of shift lever:
67
APPENDIX THREE
Mechanical property of materials: [22]
68

Design of Automatic Gear Shifting System

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BAHIR DAR UNIVERSITY

BAHIR DAR INSTITUTE OF TECHNOLOGY

FACULTY OF MECHANICAL AND INDUSTRIAL

AUTOMOTIVE ENGINEERING PROGRAM

DESIGN OF AUTOMATIC GEAR SHIFTING SYSTEM

Amanuel G/medhin (0800432)

Name of Students Signature Date

Advisor’s Name: Tewodros W.

Bahir Dar University

Bahir Dar Institute of Technology

Faculty of Mechanical and Industrial Engineering

FINAL YEAR PROJECT APPROVAL SHEET

Name Signature Date

Name Signature Date

Name Signature Date

Name Signature Date

3.1. General Terminologies ----------------------------------------------------------------------------------- 23

IDE Integrated drive electronics

CVT Continuously variable drive

RPM Revolutions per minute

PWM Pulse width modulation

RAM Random access memory

ICSP In circuit serial programming

USB Universal serial bus

GNU GNU’s Not Unix

PAT Data pin

VCC Voltage common collector

I/O Input output

E Modulus of elasticity N/mm2

T Torque N.m, N.mm

F Torsional modulus of N/mm2

V Volume m3, mm3

1.2.1. Manual Gearing

Figure 1. Two-wheeler Transmission

(Courtesy of Engineering Explained)

1.2.2. Automatic Transmission

Other applications of semi-automatic transmissions on motorcycles include the Yamaha

Figure 2. Two Different Types of Manual Gear Shifters

(Courtesy of Auto Car India)

Automatic and semi-automatic transmissions typically use a centrifugal clutch which

Figure 3. Motorcycle Clutch

(Courtesy of Engineering Explained)

Figure 4. Motorbike Engine Setup

(Courtesy of Yamaha® (left) and Harley Davidson®(right))

1.3. How Do You Shift Motorcycle Gears?

Figure 5. Free Play of Clutch

Figure 6. Motorcycle Gear Shifting Lever

(Courtesy of Engineering Explained)

1.3.1. Steps of Shifting Gears Manually on a Motorcycle

Figure 7. Gear Shifting Components

Figure 8. Clutch and Starter Switch

Figure 9. Depiction of Gear Changing

Shift into First Gear

Figure 10. Depressing Clutch

Figure 11. Down Shifting

Downshift to a lower gear.

1.4. Problem Statement

1.5. Objective of the Study

1.5.2. Specific Objectives

1.6. Scope of the Study

1.7. Significance of the Study

P. Alexander M.E, on his work titled “AUTOMATIC GEAR TRANSMISSION IN TWO

Francis G. King, on his paper “AUTOMATED MANUAL TRANSMISSION SHIFTER

Robert E. Lawrie, on his title “AUTOMATED MANUAL TRANSMISSION SHIFT