MICRO-CONTROLLER BASED AUTOMATIC

ELECTRO-MAGNETIC GEAR SHIFTING SYSTEM

DEPARTMENT

OF

MECHANICAL ENGINEERING

APRIL 2011

MICRO-CONTROLLER BASED AUTOMATIC

ELECTRO-MAGNETIC GEAR SHIFTING SYSTEM

A PROJECT REPORT

Submitted by

SETHU RAMAN.N - 41007144030

SURENDRAN.D - 41007144033

ABDUL RAHMAN M.K - 41007144037

VINOTH. R - 41007144513

in partial fulfillment of the requirement for the award of degree

of

BACHELOR OF ENGINEERING

IN

MECHANICAL ENGINEERING

KRISHNASAMY COLLEGE OF ENGGINEERING AND

TECHNOLOGY

ANNA UNIVERSITY : THRUCHIRAPALLI

APRIL 2011

SIGNATURE

REFERENCE WITH A. CHANDIRAN. M.E., SIGNATURE

(Asst. Prof)

UNDER THE GUIDANCEREFERANCE WITH OFR. SENTHILKUMAR.M.E., J.KRISHNARAJ.M.E.,PGDCA

(Asst. Prof) (Asso. Prof)

INTRODUCTION

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

The Sturtevant brothers developed the two-forward-speed automatic transmission, but metal technology at the time was primitive and the gearbox was prone to failure due to the stress of changing gear ratios.

Inventor Sturtevant designed the 1904 Automatic Tourer that featured an internal combustion engine, a 3-speed semi-automatic gearbox, automatic lubrication and vacuum brakes.

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

Automaker Reo developed the Self-Shifter in 1934 that basically used two transmissions: one used at ordinary speeds and the second when low gear was required to slow the vehicle.

In 1940, General Motors' Oldsmobile marketed a reliable version, the Hydra-Matic, which combined a fluid coupling with three planetary gearsets that were hydraulically controlled.

The Hydra-Matic was soon offered in Cadillacs and Pontiacs, but World War II interrupted mass production for all civilian models and was converted to military uses.

Buick followed with its Dynaflow in 1948; Packard offered the Ultramatic in 1949; and Chevrolet debuted the Powerglide in 1950.

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

WORKING PRINCIPLE

A method of controlling a gear change of an automobile, said automobile comprising an internal combustion engine.

An automatic transmission connected to an output rotation shaft of said engine so as to transmit the rotational output of said engine to drive wheels of said automobile through any selected one of a plurality of gear ratios.

A load device selectively connectable to said output rotation shaft of said engine via selectively-connecting means for generating a gear change control signal for selecting one of said gear ratios of said automatic transmission in accordance with one of operational conditions of said automobile and said engine said method comprising the steps of controlling said selectively-connecting means when said gear change signal-generating means generates the control signal for shifting up the gear in said automatic transmission, in such a manner that said selectively-connecting means connects said load device to said output rotation shaft of said engine.

Battery is giving the microcontroller unit. The proximity sensor is used to detect the wheel speed and this signal is given to the microcontroller unit. The 1st gear is done by manually press the button and the succeeding gears all are down automatically by the microcontroller unit.

The two electro-magnetic coils are fixed to the gear shaft of the two ends. One is used to shift the gear in upward direction. Another one is used to shift the gear in downward direction. These two coil is operated depends upon the speed of the vehicle this is automatically done with the help of microcontroller unit c programming language.

fig. 1.1 MICRO-CONTROLLER BASED AUTOMATIC ELECTRO-MAGNETIC GEAR SHIFTING SYSTEM

LIST OF MATERIALS

Sl. No. PARTS Qty. Material

i. Frame Stand 1 Mild Steel

ii. Battery 1 Lead Acid

iii. Electro magnetic coil 2 Coil

iv. Bearing with Bearing Cap 1 M.S

v. Engine 1 75 Cc

vi Chain with Sprocket 1 M.S

viii. Connecting Tube 1 meter Plastic

ix. Bolt and Nut - M.S

x Wheel Arrangement 1 -

Xi Microcontroller Unit 1 Electronics

ELECTRO MAGNETIC COIL

fig.1.2 ELECTRO MAGNETIC COIL

The key to understanding the role of permanent magnet’s gear shifting lies in the general issue of biasing. Consider the simplest magnetic as shown in the figure, but omit the lower electromagnet. By omitting the finite permeability of the iron, the current in the coil controls the flux density.

fig.1.3 Proximity_Sensors

MICROCONTROLLER UNITIn our project Atmega 16 Is the microcontroller unit.

Features

• High-performance, Low-power AVR® 8-bit Microcontroller

• Advanced RISC Architecture

– 131 Powerful Instructions – Most Single-clock Cycle Execution

– 32 x 8 General Purpose Working Registers

– Fully Static Operation

– Up to 16 MIPS Throughput at 16 MHz

– On-chip 2-cycle Multiplier

• Nonvolatile Program and Data Memories

– 16K Bytes of In-System Self-Programmable Flash

Endurance: 10,000 Write/Erase Cycles

– Optional Boot Code Section with Independent Lock Bits

In-System Programming by On-chip Boot Program

True Read-While-Write Operation

– 512 Bytes EEPROM

Endurance: 100,000 Write/Erase Cycles

– 1K Byte Internal SRAM

– Programming Lock for Software Security

• JTAG (IEEE std. 1149.1 Compliant) Interface

– Boundary-scan Capabilities According to the JTAG Standard

– Extensive On-chip Debug Support

– Programming of Flash, EEPROM, Fuses, and Lock Bits through the JTAG

Interface

• Peripheral Features

– Two 8-bit Timer/Counters with Separate Prescalers and Compare Modes

– One 16-bit Timer/Counter with Separate Prescaler, Compare Mode, and Capture

Mode

– Real Time Counter with Separate Oscillator

– Four PWM Channels

– 8-channel, 10-bit ADC

8 Single-ended Channels

7 Differential Channels in TQFP Package Only

2 Differential Channels with Programmable Gain at 1x, 10x, or 200x

– Byte-oriented Two-wire Serial Interface

– Programmable Serial USART

– Master/Slave SPI Serial Interface

– Programmable Watchdog Timer with Separate On-chip Oscillator

– On-chip Analog Comparator

• Special Microcontroller Features

– Power-on Reset and Programmable Brown-out Detection

– Internal Calibrated RC Oscillator

– External and Internal Interrupt Sources

– Six Sleep Modes: Idle, ADC Noise Reduction, Power-save, Power-down,

Standby

and Extended Standby

• I/O and Packages

– 32 Programmable I/O Lines

– 40-pin PDIP, 44-lead TQFP, and 44-pad MLF

• Operating Voltages

– 2.7 - 5.5V for ATmega16L

– 4.5 - 5.5V for ATmega16

• Speed Grades

– 0 - 8 MHz for ATmega16L

– 0 - 16 MHz for ATmega16

SPECIFICATION OF FOUR STROKE PETROL ENGINE:

Type : Four strokes

Cooling System : Air Cooled

Bore/Stroke : 50 x 50 mm

Piston Displacement : 98.2 cc

Compression Ratio : 6.6: 1

Maximum Torque : 0.98 kg-m at 5,500RPM

fig.1.4 FOUR STROKES PETROL ENGINE

ADVANTAGES

It requires simple maintenance cares

The safety system for automobile.

Checking and cleaning are easy, because of the main parts are screwed.

Easy to Handle.

Low cost automation Project

Repairing is easy.

Replacement of parts is easy.

APPLICATIONS

It is very much useful for Car Owners & Auto-garages.

Thus it can be useful for the two wheeler application

DISADVANTAGES

Initial cost is required.

CONCLUSION

This project work has provided us an excellent opportunity and experience, to use our limited knowledge. We gained a lot of practical knowledge regarding, planning, purchasing, assembling and machining while doing this project work. We feel that the project work is a good solution to bridge the gates between institution and industries.

We are proud that we have completed the work with the limited time successfully. The AUTOMATIC ELECTRO-MAGNETIC GEAR SHIFTING SYSTEM is working with satisfactory conditions. We are able to understand the difficulties in maintaining the tolerances and also quality. We have done to our ability and skill making maximum use of available facilities.

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