ABSTRACT

This paper is based on the project Power Assisted Gear Shifting Mechanism for
Automobiles. This is a design, fabrication and implementation project. The project provides
solution for gear shifting for the cars. The passenger cars that now ply on the road have
transmission either of manual or automatic type of gear changing. The manual type of
transmission is preferred for the perfect performance without a loss in power but a
compromise for comfortness. In this type automatic system of power transmission there is
easiness of gear shifting but there is a definite loss of power and mileage.
The main objective of this project is to create a mechanism to reduce the
inconvenience caused when changing gears in the car. The gear shifting here is by mere
pressing of feather touch buttons present on the dash board. The gear shifting is by hydraulic
force achieved by a simple modification to the gear box. The setup consists of power steering
pump, piston cylinder assembly and a set of fluid valves.
This project if implemented is a clear alternative for the Automatic transmission
because of its low cost and ease of use. Moreover the whole set up is small and requires a
very small space. This can sure be a standard fitment if proper marketing strategy is carried
out. Further, automatic clutch can be incorporated with this unit to make it fully automatic.

Page1

HISTORY
Modern automatic transmissions can trace their origins to an early "horseless carriage"
gearbox that was developed in 1904 by the Sturtevant brothers of Boston, Massachusetts.
This unit had two forward speeds, the ratio change being brought about by flyweights that
were driven by the engine. At higher engine speeds, high gear was engaged. As the vehicle
slowed down and engine RPM decreased, the gearbox would shift back to low.
Unfortunately, the metallurgy of the time wasn't up to the task, and owing to the abruptness
of the gear change, the transmission would often fail without warning.
The next significant phase in the automatic transmission's development occurred in 1908 with
the introduction of Henry Ford's remarkable Model T. The Model T, in addition to being
cheap and reliable by the standards of the day, featured a simple, two speed plus
reverse planetary transmission whose operation was manually controlled by the driver using
pedals. The pedals actuated the transmission's friction elements (bands and clutches) to select
the desired gear. In some respects, this type of transmission was less demanding of the
driver's skills than the contemporary, unsynchronized manual transmission, but still required
that the driver know when to make a shift, as well as how to get the car off to a smooth start.
In 1934, both REO and General Motors developed semi-automatic transmissions that were
less difficult to operate than a fully manual unit. These designs, however, continued to use
a clutch to engage the engine with the transmission. The General Motors unit, dubbed the
"Automatic Safety Transmission," was notable in that it employed a power-shifting planetary
gearbox that was hydraulically controlled and was sensitive to road speed, anticipating future
development.
Parallel to the development in the 1930s of an automatically shifting gearbox was Chrysler's
work on adapting the fluid coupling to automotive use. Invented early in the 20th century, the
fluid coupling was the answer to the question of how to avoid stalling the engine when the
vehicle was stopped with the transmission in gear. Chrysler itself never used the fluid
coupling with any of its automatic transmissions, but did use it in conjunction with a hybrid
manual transmission called "Fluid Drive" (the similar Hy-Drive used a torque converter).
These developments in automatic gearbox and fluid coupling technology eventually
culminated in the introduction in 1939 of the General Motors Hydra-Matic, the world's first
mass-produced automatic transmission.
Page2

INTRODUCTION
The paper deals with the real time project, Power Assisted Gear Shifting Mechanism
for Automobiles which was done in the academic year 2004- 2005. The paper deals with the
various design aspects of the creation of this project. This project is aimed at giving driver the
convenience for gear shifting. The car with this project will have a series of buttons in the
format of 4 forward, a reverse and a neutral. The clutch operation may or may not be put in
the car depending on the user. Currently the project has been done for the transmission of
third and reverse gears. The whole setup which is done on experimentation purpose proves to
be a promising one. The power for gear shifting is got from hydraulic fluid. The power for
fluid is from the power steering pump. So a car with a power steering fitment can be easily
adaptable to this project. The project has been started as a concept and it requires a lot more
work to be done to put in a car.
Whenever a project is carried out there is a reason behind it. The existing cars now
pose some problems for the drivers. In the Manual Transmission cars the main problem for
the drivers is the gear shifting & In the Automatic Transmission type of cars, the gear shifting
is easy. We just have to select the drive band, which is already pre-set. This selection may be
either of lever type or a set of buttons. This is easy for the drivers as they dont have to use
clutch during gear shift. But there is a compromise for power transmission and mileage. As
the gear selection is by a fluid, power is required to drive it, so the engine performance is
reduced. So the problem here is mileage drop, power loss and also it is costly.
The need of the hour, combining the position of both MT and AT a mechanism has to
be created for better mileage and comfortable gear shifting. This is the objective of the
project. So a car with this project provides ease of gear shift as in AT without a compromise
in box.

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PROBLEM DEFINITION
Whenever a project is carried out there is a reason behind it. The existing cars now
pose some problems for the drivers. In the Manual Transmission cars the main problem for
the drivers is the gear shifting. But the engineering concept behind this type of transmission
paves way for higher power transmission efficiency. More over the mileage of the car and life
is also more. These cars do not give much of comfort ness for the drivers in the terms of
using the gear lever and the clutch. Also it occupies a major area in the cabin resulting in the
space congestion. These are the problems in the Manual Transmission cars.
In the Automatic Transmission type of cars, the gear shifting is easy. We just have to
select the drive band, which is already pre-set. This selection may be either of lever type or a
set of buttons. This is easy for the drivers as they dont have to use clutch during gear shift.
But there is a compromise for power transmission and mileage. As the gear selection is by a
fluid, power is required to drive it, so the engine performance is reduced. So the problem here
is mileage drop, power loss and also it is costly.
The need of the hour, combining the position of both MT and AT a mechanism has to
be created for better mileage and comfortable gear shifting. This is the objective of the
project. So a car with this project provides ease of gear shift as in AT without a compromise
in box.

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TRANSMISSION

Five-speed + reverse gearbox from the 1600 Volkswagen Golf (2009).

A machine consists of a power source and a power transmission system, which
provides controlled application of the power. Merriam-Webster defines transmission as an
assembly of parts including the speed-changing gears and the propeller shaft by which the
power is transmitted from an engine to a live axle.[1] Often transmission refers simply to
the gearbox that uses gears and gear trains to providespeed and torque conversions from a
rotating power source to another device.[2][3]
In British English, the term transmission refers to the whole drive train, including
clutch, gearbox, prop shaft (for rear-wheel drive), differential, and final drive shafts. In
American English, however, the distinction is made that a gearbox is any device which
converts speed and torque, whereas a transmission is a type of gearbox that can be shifted
to dynamically change the speed-torque ratio such as in a vehicle.
The most common use is in motor vehicles, where the transmission adapts the output
of the internal combustion engine to the drive wheels. Such engines need to operate at a
relatively high rotational speed, which is inappropriate for starting, stopping, and slower
travel. The transmission reduces the higher engine speed to the slower wheel speed,
increasing torque in the process. Transmissions are also used on pedal bicycles, fixed
machines, and anywhere else where rotational speed and torque needs to be adapted.
Often, a transmission will have multiple gear ratios (or simply gears), with the
ability to switch between them as speed varies. This switching may be done manually (by the
operator), or automatically. Directional (forward and reverse) control may also be provided.
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Single-ratio transmissions also exist, which simply change the speed and torque (and
sometimes direction) of motor output.
In motor vehicles, the transmission will generally be connected to the crankshaft of
the engine. The output of the transmission is transmitted via driveshaft to one or
more differentials, which in turn, drive the wheels. While a differential may also provide gear
reduction, its primary purpose is to permit the wheels at either end of an axle to rotate at
different speeds (essential to avoid wheel slippage on turns) as it changes the direction of
rotation.
Conventional gear/belt transmissions are not the only mechanism for speed/torque
adaptation. Alternative mechanisms include torque converters and power transformation (for
example, diesel-electric transmission and hydraulic drive system). Hybrid configurations also
exist.

EXPLANATION
Early

transmissions

included

the

right-angle

drives

and

other

gearing

in windmills, horse-powered devices, and steam engines, in support of pumping, milling,

and hoisting.
Most modern gearboxes are used to increase torque while reducing the speed of a
prime mover output shaft (e.g. a motor crankshaft). This means that the output shaft of a
gearbox will rotate at a slower rate than the input shaft, and this reduction in speed will
produce a mechanical advantage, causing an increase in torque. A gearbox can be set up to do
the opposite and provide an increase in shaft speed with a reduction of torque. Some of the
simplest gearboxes merely change the physical direction in which power is transmitted.
Many typical automobile transmissions include the ability to select one of several
different gear ratios. In this case, most of the gear ratios (often simply called "gears") are
used to slow down the output speed of the engine and increase torque. However, the highest
gears may be "overdrive" types that increase the output speed.

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MANUAL TRANSMISSION

A floor-mounted gear lever in a modern passenger car with a manual transmission

A manual transmission, also known as a manual gearbox, stick shift (for vehicles with handlever shifters), standard transmission, n-speed manual (n depending on gears) or colloquially
a stick (for hand-shifters), is a type of transmission used in motor vehicle applications. It uses
a driver-operated clutch engaged and disengaged by a foot pedal (automobile) or hand lever
(motorcycle), for regulating torque transfer from the engine to the transmission; and a gear
selector operated by hand (automobile) or by foot (motorcycle).
A conventional, 5 or 6-speed manual transmission is often the standard equipment in a base
model car; other options include automated transmissions such as an automatic
transmission (often a manumatic), a semi-automatic transmission, or a continuously variable
transmission (CVT). The number of gears is often expressed for automatic transmissions as
well (e.g., 3-speed automatic), but without qualifier it usually implies a manual transmission.

OVERVIEW
Manual transmissions often feature a driver-operated clutch and a movable gear stick. Most
automobile manual transmissions allow the driver to select any forward gear ratio ("gear") at
any time, but some, such as those commonly mounted on motorcycles and some types of
racing cars, only allow the driver to select the next-higher or next-lower gear. This type of
transmission is sometimes called a sequential manual transmission.
The way a manual transmission works is that the flywheel is attached to the engine, the clutch
disk is in between the pressure plate and the flywheel. When running, the clutch disk spins
with the flywheel. As the clutch pedal is depressed, the throw out bearing is pushed in, which
Page7

makes the pressure plate stop applying pressure to the clutch disk. This makes it stop
receiving power from the engine so that the gear can be shifted without damaging the
transmission. When the clutch pedal is released, the clutch disk is allowed to start receiving
power from the engine.
Manual transmissions are characterized by gear ratios that are selectable by locking selected
gear pairs to the output shaft inside the transmission. Conversely, most automatic
transmissions feature epicyclic (planetary) gearing controlled by brake bands and/or clutch
packs to select gear ratio. Automatic transmissions that allow the driver to manually select
the current gear are called Manumatics. A manual-style transmission operated by computer is
often called an automated transmission rather than an automatic.
Contemporary automobile manual transmissions typically use four to six forward gears and
one reverse gear, although automobile manual transmissions have been built with as few as
two and as many as seven gears. Transmissions for heavy trucks and other heavy equipment
usually have at least 8 to 25 gears so the transmission can offer both a wide range of gears
and close gear ratios to keep the engine running in the power band. Operating aforementioned
transmissions often use the same pattern of shifter movement with a single or multiple
switches to engage the next sequence of gear selection. Some manuals are referred to by the
number of forward gears they offer (e.g., 5-speed) as a way of distinguishing between
automatic or other available manual transmissions. Similarly, a 5-speed automatic
transmission is referred to as a "5-speed automatic."

UNSYNCHRONIZED TRANSMISSION(NON-SYNCHRONOUS )

Cherrier two speed gear, circa 1900

The earliest form of a manual transmission is thought to have been invented by Louis-Ren
Panhard and mile Levassor in the late 19th century. This type of transmission offered
multiple gear ratios and, in most cases, reverse. The gears were typically engaged by sliding
Page8

them on their shafts (hence the phrase shifting gears), which required careful timing
and throttle manipulation when shifting, so the gears would be spinning at roughly the same
speed when engaged; otherwise, the teeth would refuse to mesh. These transmissions are
called sliding mesh transmissions or sometimes crash boxes, because of the difficulty in
changing gears and the loud grinding sound that often accompanied. Newer manual
transmissions on cars have all gears mesh at all times and are referred to as constant-mesh
transmissions, with "synchro-mesh" being a further refinement of the constant mesh
principle.
In both types, a particular gear combination can only be engaged when the two parts to
engage (either gears or clutches) are at the same speed. To shift to a higher gear, the
transmission is put in neutral and the engine allowed to slow down until the transmission
parts for the next gear are at a proper speed to engage. The vehicle also slows while in neutral
and that slows other transmission parts, so the time in neutral depends on the grade, wind,
and other such factors. To shift to a lower gear, the transmission is put in neutral and the
throttle is used to speed up the engine and thus the relevant transmission parts, to match
speeds for engaging the next lower gear. For both upshifts and downshifts, the clutch is
released (engaged) while in neutral. Some drivers use the clutch only for starting from a stop,
and shifts are done without the clutch. Other drivers will depress (disengage) the clutch, shift
to neutral, then engage the clutch momentarily to force transmission parts to match the engine
speed, then depress the clutch again to shift to the next gear, a process called double
clutching. Double clutching is easier to get smooth, as speeds that are close but not quite
matched need to speed up or slow down only transmission parts, whereas with the clutch
engaged to the engine, mismatched speeds are fighting the rotational inertia and power of the
engine.
Even though automobile and light truck transmissions are now almost universally
synchronized, transmissions for heavy trucks and machinery, motorcycles, and for dedicated
racing are usually not. Non-synchronized transmission designs are used for several reasons.
The friction material, such as brass, in synchronizers is more prone to wear and breakage than
gears, which are forged steel, and the simplicity of the mechanism improves reliability and
reduces cost. In addition, the process of shifting a synchromesh transmission is slower than
that of shifting a non-synchromesh transmission. For racing of production-based

Page9

transmissions, sometimes half the teeth on the dog clutches are removed to speed the shifting
process, at the expense of greater wear.
Heavy duty trucks often use unsynchronized transmissions, though military trucks usually
have synchronized transmissions, allowing untrained personnel to operate them in
emergencies. In the United States, traffic safety rules refer to non-synchronous
transmissions in classes of larger commercial motor vehicles. In Europe, heavy duty trucks
use synchronized gearboxes as standard.
Similarly, most modern motorcycles use unsynchronized transmissions: their low gear
inertias and higher strengths mean that forcing the gears to alter speed is not damaging, and
the pedal operated selector on modern motorcycles, with no neutral position between gears
(except, commonly, 1st and 2nd), is not conducive to having the long shift time of a
synchronized gearbox. On bikes with a 1-N-2(-3-4...) transmission, it is necessary either to
stop, slow down, or synchronize gear speeds by blipping the throttle when shifting from 2nd
into 1st.

SYNCHRONIZED TRANSMISSION

Top and side view of a typical manual transmission, in this case a Ford Top loader, used in
cars with external floor shifters.
Most modern manual-transmission vehicles are fitted with a synchronized gear box.
Transmission gears are always in mesh and rotating, but gears on one shaft can freely rotate
or be locked to the shaft. The locking mechanism for a gear consists of a collar (or dog collar)

Page10

on the shaft which is able to slide sideways so that teeth (or dogs) on its inner surface bridge
two circular rings with teeth on their outer circumference: one attached to the gear, one to the
shaft. When the rings are bridged by the collar, that particular gear is rotationally locked to
the shaft and determines the output speed of the transmission. The gearshift lever manipulates
the collars using a set of linkages, so arranged so that one collar may be permitted to lock
only one gear at any one time; when "shifting gears", the locking collar from one gear is
disengaged before that of another is engaged. One collar often serves for two gears; sliding in
one direction selects one transmission speed, in the other direction selects another.
In a synchromesh gearbox, to correctly match the speed of the gear to that of the shaft as the
gear is engaged the collar initially applies a force to a cone-shaped brass clutch attached to
the gear, which brings the speeds to match prior to the collar locking into place. The collar is
prevented from bridging the locking rings when the speeds are mismatched by synchro rings
(also called blocker rings or baulk rings, the latter being spelled balk in the U.S.). The
synchro ring rotates slightly due to the frictional torque from the cone clutch. In this position,
the dog clutch is prevented from engaging. The brass clutch ring gradually causes parts to
spin at the same speed. When they do spin the same speed, there is no more torque from the
cone clutch and the dog clutch is allowed to fall into engagement. In a modern gearbox, the
action of all of these components is so smooth and fast it is hardly noticed.
The modern cone system was developed by Porsche and introduced in the 1952 Porsche 356;
cone synchronisers were called Porsche-type for many years after this. In the early 1950s,
only the second-third shift was synchromesh in most cars, requiring only a single synchro and
a simple linkage; drivers' manuals in cars suggested that if the driver needed to shift from
second to first, it was best to come to a complete stop then shift into first and start up again.
With continuing sophistication of mechanical development, fully synchromesh transmissions
with three speeds, then four, and then five, became universal by the 1980s. Many modern
manual transmission cars, especially sports cars, now offer six speeds. The 2012 Porsche 911
offers a seven-speed manual transmission, with the seventh gear intended for cruising- top
speed being attained on sixth.
Reverse gear is usually not synchromesh, as there is only one reverse gear in the normal
automotive transmission and changing gears into reverse while moving is not required - and
often highly undesirable, particularly at high forward speed. Additionally, the usual method
of providing reverse, with an idler gear sliding into place to bridge what would otherwise be
Page11

two mismatched forward gears, is necessarily similar to the operation of a crash box. Among
the cars that have synchromesh in reverse are the 1995-2000 Ford Contour and Mercury
Mystique, '00-'05 Chevrolet Cavalier, Mercedes 190 2.3-16, the V6 equipped Alfa Romeo
GTV/Spider (916),[2] certain Chrysler, Jeep, and GM products which use the New Venture
NV3500 and NV3550 units, the European Ford Sierra and Granada/Scorpio equipped with
the MT75 gearbox, the Volvo 850, and almost all Lamborghinis, Hondas and BMWs.

AUTOMATIC TRANSMISSION

An 8-gear automatic transmission

An automatic

transmission (also

called automatic

gearbox)

is

type

of motor

vehicle transmission that can automatically change gear ratios as the vehicle moves, freeing
the driver from having to shift gears manually. Like other transmission systems on vehicles, it
allows an internal combustion engine, best suited to run at a relatively high rotational speed,
to provide a range of speed and torque outputs necessary for vehicular travel.
The most popular form found in automobiles is the hydraulic automatic transmission. Similar
but larger devices are also used for heavy-duty commercial and industrial vehicles and
equipment. This system uses a fluid coupling in place of a friction clutch, and accomplishing
gear changes by locking and unlocking a system of planetary gears. These systems have a
defined set of gear ranges, often with a parking pawl that locks the output shaft of the
transmission to keep the vehicle from rolling either forward or backward. Some machines
with limited speed ranges or fixed engine speeds, such as some forklifts and lawn mowers,
only use a torque converter to provide a variable gearing of the engine to the wheels.
Besides the traditional automatic transmissions, there are also other types of automated
transmissions, such as a continuously variable transmission (CVT) and semi-automatic
Page12

transmissions, that free the driver from having to shift gears manually, by using the
transmission's computer to change gear, if for example the driver were redlining the engine.
Despite superficial similarity to other transmissions, automatic transmissions differ
significantly in internal operation and driver's feel from semi-automatics and CVTs. In
contrast to conventional automatic transmissions, a CVT uses a belt or other torque
transmission scheme to allow an "infinite" number of gear ratios instead of a fixed number of
gear ratios. A semi-automatic retains a clutch like a manual transmission, but controls the
clutch through electrohydraulic means. The ability to shift gears manually, often via paddle
shifters, can also be found on certain automated transmissions (manumatics such
as Tiptronic), semi-automatics (BMW SMG), and CVTs (such as Lineartronic).
The automatic transmission was invented in 1921 by Alfred Horner Munro of Regina,
Saskatchewan, Canada, and patented under Canadian patent CA 235757 in 1923. (Munro
obtained UK patent GB215669 215,669 for his invention in 1924 and US patent 1,613,525 on
4 January 1927). (An earlier patent by Henry R. Hoffman of Chicago was filed on November
12, 1921 and patented on November 27, 1923. The Patent Office then approved two more
Hoffman patents that improved on his device in 1924 and 1925. Hoffman's invention had the
clutch arranged "to selectively engage and drive the differential shaft dependent upon the
speed at which the differential shaft operates."*/ <Patent Nos. 1,475,265 (Nov.27, 1923);
1,502,953 (July 29, 1924)' 1,539,188 (May 26, 1925)>)Being a steam engineer, Munro
designed his device to use compressed air rather than hydraulic fluid, and so it lacked power
and never found commercial application. The first automatic transmission using hydraulic
fluid may have been developed in 1932 by two Brazilian engineers, Jos Braz Araripe and
Fernando Lehly Lemos; subsequently the prototype and plans were sold off to General
Motors who introduced it in the 1940 Oldsmobile as the "Hydra-Matic" transmission. They
were incorporated into GM-built tanks during World War II and, after the war, GM marketed
them

as

being

"battle-tested

However,

a Wall

Street

Journal article

credits ZF

Friedrichshafen with the invention, occurring shortly after World War II. ZF's origins were in
manufacturing gears for airship motors beginning in 1915; the company was founded
by Ferdinand von Zeppelin.

Page13

DESIGN OF PROJECT
The project is done as a table top on the FIAT cars gear box. The project design
comprises of designing the following parts,
a) Hydraulic circuit
b) Electronic circuit
c) Mechanical components

HYDRAULIC CIRCUIT
Hydraulic motion is selected for gear shifting owing to its large load acceptance and
ease of adaptability in the car. Also the gear shift should be quick. The basic components
design is explained in detail.

SELECTION OF PUMP
Selection of pump is based on following characteristics:
1. Select the actuator that is appropriate based on loads encountered.
2. Determine the flow rate requirements. This involves the calculation of the flow rate
necessary to drive the actuator to move the load through a specified distance within the
given time.
3. Determine the pump speed and select the prime mover. This, together with the flow rate
calculation, determines the pump size
4. Select the pump based on application
5. Select the system pressure. These involves in with the actuator size and magnitude of
the resistive force produced by the external load on the system. Also involved here is
the total amount of power to be delivered by the pump.
6. Select the reservoir and associated plumping, including piping, valving, hydraulic
cylinders, motors and other miscellaneous components.
7. Calculate the overall cost of the system.
8. Consider factors such as noise levels, horse power loss, need for a heat exchanger due
to heat generated, pump wear, scheduled maintenance service to provide a desired life
of the total system.
Page14

HYDRAULIC CIRCUIT DIAGRAM

/

11

10

1
1

Hydraulic circuit diagram of the project

1. Reservoir.

7. Cylinder piston assembly

2. Pump.

8. Limit Switch

3. Clutch

9. Gear Box

4. Engine

10. Gear selector rod

5. Inlet Solenoid Valve

11. Spring

6. Outlet Solenoid Valve

Page15

Reservoir: The hydraulic fluid reservoir holds excess hydraulic fluid to accommodate
volume changes from: cylinder extension and contraction, temperature driven expansion and
contraction, and leaks. The reservoir is also designed to aid in separation of air from the fluid
and also work as a heat accumulator to cover losses in the system when peak power is used.
Design engineers are always pressured to reduce the size of hydraulic reservoirs, while
equipment operators always appreciate larger reservoirs. Reservoirs can also help separate
dirt and other particulate from the oil, as the particulate will generally settle to the bottom of
the tank. Some designs include dynamic flow channels on the fluids return path that allow for
a smaller reservoir.

Pump: Hydraulic pumps are used in hydraulic drive systems and can be hydrostatic or
hydrodynamic. A hydraulic pump is a mechanical source of power that converts mechanical
power into hydraulic energy (hydrostatic energy i.e. flow, pressure). It generates flow with
enough power to overcome pressure induced by the load at the pump outlet. When a
hydraulic pump operates, it creates a vacuum at the pump inlet, which forces liquid from the
reservoir into the inlet line to the pump and by mechanical action delivers this liquid to the
pump outlet and forces it into the hydraulic system. Hydrostatic pumps are positive
displacement pumps while hydrodynamic pumps can be fixed displacement pumps, in which
the displacement (flow through the pump per rotation of the pump) cannot be adjusted,
or variable displacement pumps, which have a more complicated construction that allows the
displacement to be adjusted. Although, hydrodynamic pumps are more frequent in day to day
life. Hydrostatics pump which are of various types works on the principle of Pascals law. It
states that the increase in pressure at one point of the enclosed liquid in equilibrium of rest is
transmitted equally to all other points of the liquid, unless the effect of gravity is
neglected.(in case of statics)

Clutch: Clutch is a mechanical device that engages and disengages the power transmission,
especially from driving shaft to driven shaft. Clutches are used whenever the transmission of
power or motion must be controlled either in amount or over time (e.g., electric screwdrivers
limit how much torque is transmitted through use of a clutch; clutches control whether
automobiles transmit engine power to the wheels). In the simplest application, clutches
connect and disconnect two rotating shafts (drive shafts or line shafts). In these devices, one
shaft is typically attached to an engine or other power unit (the driving member) while the
other shaft (the driven member) provides output power for work. While typically the motions
Page16

involved are rotary, linear clutches are also possible. In a torque-controlled drill, for instance,
one shaft is driven by a motor and the other drives a drill chuck. The clutch connects the two
shafts so they may be locked together and spin at the same speed (engaged), locked together
but spinning at different speeds (slipping), or unlocked and spinning at different speeds
(disengaged).

Engine:

An engine,

or motor,

of energy into mechanical

energy.

is

a machine designed

Heat

engines,

to

convert

one

includinginternal

form

combustion

engines and external combustion engines (such as steam engines) burn a fuel to create heat,
which

then

creates

a force. Electric

into mechanical motion, pneumatic

motors convert

motors use compressed

electrical
air and

energy

otherssuch

as clockwork motors in wind-up toysuse elastic energy. In biological systems, molecular

motors, like myosins in muscles, use chemical energy to create forces and eventually
motion.

Solenoid Valve: A solenoid valve is an electromechanically operated valve. The valve is

controlled by an electric current through a solenoid: in the case of a two-port valve the flow is
switched on or off; in the case of a three-port valve, the outflow is switched between the two
outlet ports. Multiple solenoid valves can be placed together on a manifold.
Solenoid valves are the most frequently used control elements in fluidics. Their tasks are to
shut off, release, dose, distribute or mix fluids. They are found in many application areas.
Solenoids offer fast and safe switching, high reliability, long service life, good medium
compatibility of the materials used, low control power and compact design.
Besides the plunger-type actuator which is used most frequently, pivoted-armature actuators
and rocker actuators are also used.

Cylinder piston assembly

Cylinder barrel: The main function of cylinder body is to hold cylinder pressure. The
cylinder barrel is mostly made from a seamless tube. The piston reciprocates in the cylinder.
Cylinder base or cap: The main function of the cap is to enclose the pressure chamber at one
end. The cap is connected to the body by means of welding, threading, bolts, or tie rod. Caps

Page17

also perform as cylinder mounting components. Cap size is determined based on the bending
stress. A static seal / o-ring is used in between cap and barrel .
Cylinder head: The main function of the head is to enclose the pressure chamber from the
other end. The head contains an integrated rod sealing arrangement or the option to accept a
seal gland. The head is connected to the body by means of threading, bolts, or tie rod. A static
seal / o-ring is used in between head and barrel.
Piston: The main function of the piston is to separate the pressure zones inside the barrel.
The piston is machined with grooves to fit elastomeric or metal seals and bearing elements.
These seals can be single acting or double acting. The difference in pressure between the two
sides of the piston causes the cylinder to extend and retract. The piston is attached with the
piston rod by means of threads, bolts, or nuts to transfer the linear motion.
Piston rod: The piston rod is typically a hard chrome-plated piece of cold-rolled steel which
attaches to the piston and extends from the cylinder through the rod-end head. In double rodend cylinders, the actuator has a rod extending from both sides of the piston and out both
ends of the barrel. The piston rod connects the hydraulic actuator to the machine component
doing the work. This connection can be in the form of a machine thread or a mounting
attachment

Limit Switch: In electrical engineering a limit switch is a switch operated by the motion
of a machine part or presence of an object. They are used for controlling machinery as part of
a control system, as a safety interlocks, or to count objects passing a point.[1] A limit switch is
an electromechanical device that consists of an actuator mechanically linked to a set of
contacts. When an object comes into contact with the actuator, the device operates the
contacts to make or break an electrical connection. Limit switches are used in a variety of
applications and environments because of their ruggedness, ease of installation, and
reliability of operation. They can determine the presence or absence, passing, positioning, and
end of travel of an object. They were first used to define the limit of travel of an object; hence
the name "Limit Switch".

Gear Box: "Gearbox" redirects here. For the video game developer, see Gearbox Software.
For the transmission component, see gear train. A machine consists of a power source and a
power transmission system, which provides controlled application of the power. MerriamPage18

Webster defines transmission as an assembly of parts including the speed-changing gears and
the propeller shaft by which the power is transmitted from an engine to a live
axle. Often transmission refers simply to the gearbox that uses gears and gear trains to
provide speed and torque conversions from a rotating power source to another device.

Gear selector rod: The gear selector rod connects the gear selector box on the outside of
the motor, with the gear cog selector cruciform inside the motor. This enables the cruciform
to be placed exactly in position within the desired gear cog on the output shaft every time you
change gear and make sure that the power of the motor can be effectively transmitted through
the desired gear, to the output shaft, and finally the rear wheel. Always make sure you order
the gear selector rod specific to your type of engine. Otherwise the gears will not remain
selected and will jump out during use.

Spring: A spring is an elastic object used to store mechanical energy. Springs are usually
made out of spring steel. There are a large number of spring designs; in everyday usage the
term often refers to coil springs. Small springs can be wound from pre-hardened stock, while
larger ones are made from annealed steel and hardened after fabrication. Somenon-ferrous
metals are also used including phosphor bronze and titanium for parts requiring corrosion
resistance and beryllium copper for springs carrying electrical current (because of its low
electrical resistance). When a coil spring is compressed or stretched slightly from rest,
the force it exerts is approximately proportional to its change in length (this approximation
breaks down for larger deflections).

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ELECTRONIC CIRCUIT
The electronic circuit is used for governing the hydraulic operation. For this purpose
we have used two solenoid valves (inlet and outlet) for each gear to be shifted. The supply
voltage is from battery which is 12V. there will be six buttons 1, 2, 3, 4, R, N for gear
shifting. Each actuates the gear corresponding when pressed.
The diagram below shows the electronic circuit for various operation of the gear
shifter.

B1

C
12 V
VVVV
Sole1

i. Engaging first gear

LS2

C
12 V
VVVV
Sole1

ii. Maintaining gear position

BN

12 V
VVVV

Sole2

iii. Releasing gear-neutral position

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Sole1

12 V
VVVV

Sole2

iv. Gear changing

MECHANICAL COMPONENTS
The main mechanical component for the project is the spring. The spring is used to
counter balance the force exerted by the piston. Moreover it is useful in the return motion of
the gear selector rod during gear disengagement. Presence of spring on the gear selector rod
helps in the quick action that is required during the gear shift.

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WORKING PRINCIPLE
1) The main driving force for the gear shifting is by the hydraulic fluid.
2) The gear shifting along with the clutch operation works with the pressing of buttons.
3) On pressing the button corresponding to the gear, three operations take place,
a) Engine rotation
b) Clutch engagement
c) Pump rotation
4) When the car is switched on the engine rotates, on pressing the button clutch engages.
5) Now electromagnetic clutch engages the pump.
6) Due to the pump rotation the hydraulic fluid is pumped from reservoir to the inlet
solenoid valve.
7) Through this valve the fluid pushes the piston in the cylinder.
8) This motion causes the gear shifter rod to engage the gear which is fitted to the piston.
9) In order to avoid slippage of gear a limit switch is used to sense the position of selector
rod and cut off the supply.
10) To bring the car to neutral position we press the N button.
11) Now the outlet solenoid valve energizes so the fluid in the cylinder rushes back to the
sump with the aid of spring tension.
12) If the next higher gear has to be selected, the same operation takes place on pressing the
next button.

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ADVANTAGES AND DISADVANTAGES

Merits
A clear alternative for Auto Transmission. This is much cheaper and user friendly with
more features.
Leg room for passengers at front is increased more since the removal of gear rod.
Ease of operation, by the use of feather touch buttons.
A boon for the handicapped, the car can be driven even with only one hand since buttons
are used for changing gears.
No loss in mileage of the car as the load required for gear shift is meagre.
Gear shift is sequential, so no problem of wrong gear selection.

Demerits

Since the project is custom made, it requires a skilled technician to assemble the set
up in the car, considering the space constraints. Moreover the driver should be well
trained in using the system to avoid malfunction.

If there is any misbehavior of a person who is near to the driver, it will create an
automatic change of gear. so it must be considered.

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CONCLUSION
This project is an innovative concept. It is a new dimension in the transmission
system of a car. This is a simple and versatile pack that may be fitted to any cars existing with
power steering. By implementing this smart gear shifter in cars, we can achieve more space,
smooth operation, more user friendly, less effort to change the gear and no play. Also the
project is a boon for physically challenged persons. The present condition of the project is
promising for further developments. Lots of inputs are also got from the car specialists and
academicians for its improvement. The concept can be transformed to a real time fitment on
further development.
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.

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REFERENCE

1. Robert ball, Vehicles with Automatic Transmission

2. Gupta R.B., Automobile Engineering Drawing
3. Kirpal Singh., Automobile Engineering
4. Anthony Esposito., Fluid Power with Applications
5. Andrew Parr., Hydraulic and Pneumatic

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