Reverse gear design for two wheeler vehicles

Adviser Dr.V.N.Banugopan,M.E,Ph.D.,
Assistant Professor

Student name Tinsaye Asebe

Contents
Reverse gear design for two wheeler vehicles time schedule......................................................................................3
Project Overview..........................................................................................................................................................4
CHAPTER ONE..........................................................................................................................................................5
Introduction..................................................................................................................................................................5
History of the motorcycle.............................................................................................................................................6
Early steam-powered cycles.....................................................................................................................................6
Experimentation and invention.................................................................................................................................6
First commercial products........................................................................................................................................7
First World War.........................................................................................................................................................8
Postwar.....................................................................................................................................................................8
After World War II................................................................................................................................................9
Japanese dominance..............................................................................................................................................9
The present.............................................................................................................................................................10
In the developing world......................................................................................................................................10
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 Uses.........................................................................................................................................................................11
Multi-ratio systems.................................................................................................................................................11
Automotive basics...............................................................................................................................................12
Non-synchronous................................................................................................................................................13
Bicycle gearing...................................................................................................................................................14
Hydrostatic..........................................................................................................................................................15
Hydrodynamic.....................................................................................................................................................15
ABSTRACT...............................................................................................................................................................18
Objectives...................................................................................................................................................................20
Chapter two................................................................................................................................................................21
Literature Review.......................................................................................................................................................21
Previous Studies.........................................................................................................................................................24

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Reverse gear design for two wheeler vehicles time schedule

Weak/work Task 1 Task 2 Task 3

1weak(11- proposal Selection Type of
18/04/2016) criteria for gear box
gear box
2weak(18- design of design of design of
24/04/2016) gear box gear box gear box
3weak(24/04 design of Check the Check the
-2/05/2016) gear box design design
4weak(2- catia catia catia
10/05/2016) drawing drawing drawing
5weak(10- catia catia catia
18/05/2016) drawing drawing drawing
6weak(18- catia catia catia
24/05/2016) drawing drawing drawing
7weak(24/05 finishing Finishing finishing
-2/06/2016)
8weak(2- finishing Finishing finishing
10/06/2016)

Project Overview
This project is to redesign motorcycle transmission with reverse gear in split unit and this system will
be applied into Modenas Kriss 110cc's transmission. For our information, this motorcycle has four
gears forward transmission without reverse gear .The idea to do this project research is generated when
looked at three-wheel motorcycle especially used by disabled people and food stall seller behind the
road. Besides that, an observation toward All-terrain Vehicle (ATV) has been done by focusing on its
transmission system and as the result, this kind of vehicle already have reverse gear but with have
deficiency in its operation. There are several techniques and systems used in order to produce reverse
gear such as using electric motor and hydraulic pump. However, both systems are not suitable because
may drains the vehicle battery besides lack of power. There are a few concepts of reverse gear's
operation and each concept has their own advantages and disadvantages. Further research on revolution
of motorcycle's reverse gear will be discussed in the literature review.
Research background Reverse engineering is the main process used in making this research. As the title
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 of this project which is Redesign Motorcycle Transmission with Reverse Gear in Split Unit, the stock
or original components of Modenas Kriss 110cc motorcycle's transmission has been used to get the
CAD data and making analysis. The expectation result is to produce 2D engineering drawing and 3D
models in industrial standard which is compatible with reverse engineering process in order to get CAD
data. Kriss 110cc's transmission has been built in-unit construction which means the main engine
components such as crankshaft are in the same compartment with the transmission. However, this kind
of transmission do not provide a reverse gear as its purpose is only for two wheel motorcycle but
sometimes as example, may hawkers especially in Malaysia modify this motorcycle to be three-wheel
motorcycle for their business purpose. Affect from this modification, the motorcycle will be overweight
and the user faced a problem to reverse the motorcycle but hand. As the innovation to solve their
problems, a reverse mechanism must be applied to the vehicle by inspects the original specification of
this Modenas Kriss 110cc especially its transmission itself. Developer for this motorcycle, Modenas,
actually has developed the motorcycle's structures with conscientiously by observed the uses of Kriss
110cc on the road and its dominant user. There will be a problem to locate an idler gear which functions
to reversing a gear because the original engine's space of Kriss 110cc is limited for its original
component's size. As the solution, a split gearbox has been designed to solve this problem besides
evaluates its advantages in uses of split unit such as easily maintained compared to in-unit transmission.

CHAPTER ONE

Introduction
A two-wheeler refers to vehicles that run on two wheels. They include, but are not limited to:
A dandy horse, velocipede, or draisine, forerunner of the bicycle
A bicycle, a pedal-powered two-wheeler
A cab or hansom on two wheels
A motorcycle, a motor-powered two-wheeler, similar in construction with bicycles
The Segway PT, a two-wheel, self-balancing personal transporter
A hand truck, a two-wheeled device used for transporting bulky or heavy items such as furniture
or golf clubs
Dandy horse

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 Wooden raisin (around 1820), a patent infringing copy of the first two-wheeler. The dandy horse is a
human-powered vehicle that, being the first means of transport to make use of the two-wheeler
principle, is regarded as the archetype of the bicycle. The dandy horse was invented by Baron Karl
Drays in Mannheim, Germany, and patented in France in February 1818 (Badenian privilege in January
1818). It is also known as a Laufmaschine (Drais own terminology, German for "running machine"),
the official designation velocipede, or draisine (a term now used primarily for light auxiliary railcars
regardless of their form of propulsion), and in its French form draisienne.
Bicycle
The most popular bicycle modeland most popular vehicle of any kind in the world is the Chinese
Flying Pigeon, with 500 million produced. A bicycle, often called a bike or cycle, is a human-powered,
pedal-driven, single-track vehicle, having two wheels attached to a frame, one behind the other. A
bicycle rider is called a cyclist, or bicyclist.
Motorcycle
A motorcycle (also called a motorbike, bike, or cycle) is a two or three-wheeled motor vehicle.
Motorcycle design varies greatly to suit a range of different purposes: long distance travel, commuting,
cruising, sport including racing, and off-road riding. Motorcycling is riding a motorcycle and related
social activity such as joining a motorcycle club and attending motorcycle rallies. In 1894, Hildebrand
& Wolf Mller became the first series production motorcycle, and the first to be called a motorcycle. In
2014, the three top motorcycle producers globally by volume were Honda, Yamaha (both from Japan),
and Hero MotoCorp (India). Motorcycles are usually a luxury good in the developed world, where they
are used mostly for recreation, as a lifestyle accessory or a symbol of personal identity. In developing
countries, motorcycles are overwhelmingly utilitarian due to lower prices and greater fuel economy. Of
all the motorcycles in the world, 58% are in the Asia Pacific and Southern and Eastern Asia regions,
excluding car-centric Japan.

History of the motorcycle

The history of the motorcycle begins in the second half of the 19th century. Motorcycles are
descended from the "safety bicycle," a bicycle with front and rear wheels of the same size and a pedal
crank mechanism to drive the rear wheel. Despite some early landmarks in its development, the
motorcycle lacks a rigid pedigree that can be traced back to a single idea or machine. Instead, the idea
seems to have occurred to numerous engineers and inventors around Europe at around the same time.

Early steam-powered cycles

Lucius Copeland 1894

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 In the 1860s Pierre Michaud, a blacksmith in Paris, founded 'Michaux et Cie' ("Michaux and
company"), the first company to construct bicycles with pedals called a velocipede at the time, or
"Michauline". The first steam powered motorcycle, the Michaux-Perreaux steam velocipede, can be
traced to 1867, when Pierre's son Ernest Michaux fitted a small steam engine to one of the
'velocipedes'.
The design went to America when Pierre Lallement, a Michaux employee who also claimed to have
developed the prototype in 1863, filed for the first bicycle patent with the US patent office in 1866. In
1868 an American, Sylvester H. Roper of Roxbury, Massachusetts developed a twin-cylinder steam
velocipede, with a coal-fired boiler between the wheels. Roper's contribution to motorcycle
development ended suddenly when he died demonstrating one of his machines in Cambridge,
Massachusetts on June 1, 1896.
Also in 1868, a French engineer Louis-Guillaume Perreaux patented a similar steam powered single
cylinder machine, the Michaux-Perreaux steam velocipede, with an alcohol burner and twin belt drives,
which was possibly invented independently of Roper's. Although the patent is dated 1868, nothing
indicates the invention had been operable before 1871.
In 1881, Lucius Copeland of Phoenix, Arizona designed a much smaller steam boiler which could drive
the large rear wheel of an American Star high-wheeler at 12 mph. In 1887 Copeland formed the
Northrop Manufacturing Co. to produce the first successful 'Moto-Cycle' (actually a three-wheeler).

Experimentation and invention

The first commercial design for a self-propelled bicycle was a three-wheel design called the Butler
Petrol Cycle, conceived of and built by Edward Butler in England in 1884. He exhibited his plans for
the vehicle at the Stanley Cycle Show in London in 1884, two years earlier than Karl Benz invented his
first automobile that is generally recognized as the inventor of the modern automobile. Butler's vehicle
was also the first design to be shown at the 1885 International Inventions Exhibition in London.
The vehicle was built by the Merriweather Fire Engine company in Greenwich, in 1888. the Butler
Petrol Cycle (first recorded use of the term) It was a three-wheeled vehicle, with the rear wheel
directly driven by a 5/8hip (466W) 600 cc (40 in3; 25-inch {57127-mm}) flat twin four stroke
engine (with magneto ignition replaced by coil and battery), equipped with rotary valves and a float-fed
carburetor (five years before Maybach), and Ackermann steering, all of which were state of the art at
the time. Starting was by compressed air. The engine was liquid-cooled, with a radiator over the rear
driving wheel. Speed was controlled by means of a throttle valve lever. No braking system was fitted;
the vehicle was stopped by rising and lowering the rear driving wheel using a foot-operated lever; the
weight of the machine was then borne by two small castor wheels. The driver was seated between the
front wheels. It wasn't, however, a commercial success, as Butler failed to find sufficient financial
backing.

Replica of the 1885 Daimler-Maybach Reitwagen

Another early internal combustion, petroleum fueled motorcycle was the Petroleum Reitwagen. It was
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 designed and built by the German inventors Gottlieb Daimler and Wilhelm Maybach in Bad Constant,
Germany in 1885. This vehicle was unlike either the safety bicycles or the boneshaker bicycles of the
era in that it had zero degrees of steering axis angle and no fork offset, and thus did not use the
principles of bicycle and motorcycle dynamics developed nearly 70 years earlier. Instead, it relied on
two outrigger wheels to remain upright while turning. The inventors called their invention the
Reitwagen ("riding car"). It was designed as an expedient testbed for their new engine, rather than a
true prototype vehicle.

First commercial products

In the decade from the late 1880s, dozens of designs and machines emerged, particularly in Germany
and England, and soon spread to America. During this early period of motorcycle history, there were
many manufacturers since bicycle makers were adapting their designs for the new internal combustion
engine.
Diagram of 1894 Hildebrand & Wolf Mller.
In 1894, Hildebrand & Wolfmller became the first series production motorcycle, and the first to be
called a motorcycle (German: Motorrad).However, only a few hundred examples of this motorcycle
were ever built. The first instance of the term "motor cycle" also appears in English the same year in
materials promoting machines developed by E.J. Pennington, although Pennington's motorcycles never
progress past the prototype stage.
Excelsior Motor Company, originally a bicycle manufacturing company based in Coventry, England,
began production of their first motorcycle model in 1896, available for purchase by the public. The first
production motorcycle in the US was the Orient-Aster, built by Charles Metz in 1898 at his factory in
Waltham, Massachusetts.
In the early period of motorcycle history, many producers of bicycles adapted their designs to
accommodate the new internal combustion engine. As the engines became more powerful and designs
outgrew the bicycle origins, the number of motorcycle producers increased. Many of the nineteenth
century inventors who worked on early motorcycles often moved on to other inventions. Daimler and
Roper, for example, both went on to develop automobiles.
In 1901 English quadricycle and bicycle maker Royal Enfield introduced its first motorcycle, with a
239 cc engine mounted in the front and driving the rear wheel through a belt. In 1898, English bicycle
maker Triumph decided to extend its focus to include motorcycles, and by 1902, the company had
produced its first motorcyclea bicycle fitted with a Belgian-built engine. A year later, it was the
largest motorcycle manufacturer with an annual production of over 500 units. Other British firms were
Norton and Birmingham Small Arms Company who began motorbike production in 1902 and 1910,
respectively.
In 1901, the Indian Motorcycle Manufacturing Company, which had been founded by two former
bicycle racers, designed the so-called "diamond framed" Indian Single, whose engine was built by the
Aurora Firm in Illinois per Indian's specifications. The Single was made available in the deep blue.
Indian's production was up to over 500 bikes by 1902, and would rise to 32,000, its best ever, in 1913.

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 Producing over 20,000 bikes per year. The American company Harley-Davidson started producing
motorcycles in 1903.
During this period, experimentation and innovation were driven by the popular new sport of motorcycle
racing, with its powerful incentive to produce tough, fast, reliable machines. These enhancements
quickly found their way to the publics machines.
Chief August Vollmer of the Berkeley, California Police Department is credited with organizing the
first official police motorcycle patrol in the United States in 1911. By 1914, motorcycles were no
longer just bicycles with engines; they had their own technologies, although many still maintained
bicycle elements, like the seats and suspension.

First World War

During the First World War, motorbike production was greatly ramped up for the war effort to supply
effective communications with front line troops. Messengers on horses were replaced with dispatch
riders on motorcycles carrying messages, performing reconnaissance personnel and acting as a military
police. American company Harley-Davidson was devoting over 50% of its factory output toward
military contract by the end of the war. The British company Triumph Motorcycles sold more than
30,000 of its Triumph Type H model to allied forces during the war. With the rear wheel driven by a
belt, the Model H was fitted with a 499 cc air-cooled four-stroke single-cylinder engine. It was also the
first Triumph not to be fitted with pedals, so was a true motorcycle.
The Model H in particular, is regarded by many as having been the first "modern motorcycle".
Introduced in 1915 it had a 550cc side-valve four-stroke engine with a three-speed gearbox and belt
transmission. It was so popular with its users that it was nicknamed the "Trusty Triumph."

Postwar
By 1920, Harley-Davidson became the largest manufacturer, with their motorcycles being sold by
dealers in 67 countries. By the late 1920s or early 1930s, DKW in Germany took over as the largest
manufacturer.BMW motorcycles came on the scene in 1923 with a shaft drive and an opposed-twin or
"boxer" engine enclosed with the transmission in single aluminum housing.
By 1931, Indian and Harley-Davidson were the only two American manufacturers producing
commercial motorcycles. This two-company rivalry in the United States remained until 1953, when the
Indian Motorcycle factory in Springfield, Massachusetts closed and Royal Enfield took over the Indian
name.
There were over 80 different makes of motorcycle available in Britain in the 1930s, from the familiar
marques like Norton, Triumph and AJS to the obscure, with names like New Gerrard, NUT, SOS, Chill
and Whitewood, about twice as many motorcycle makes competing in the world market during the
early 21st century.
In 1937, Joe Petrali set a new land speed record of 136.183 mph (219.165 km/h) on a modified Harley-
Davidson 61 cubic inch (1,000 cc) overhead valve-driven motorcycle. The same day, Petrali also broke
the speed record for 45 cubic inch (737 cc) engine motorcycles.

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 In Europe, production demands, driven by the buildup to World War II, included motorcycles for
military use, and BSA supplied 126,000 BSA M20 motorcycles to the British armed forces, starting in
1937 and continuing until 1950. Royal Enfield also produced motorcycles for the military, including a
125 cc lightweight motorcycle that could be dropped (in a parachute-fitted tube cage) from an aircraft.

After World War II

An original Vespa with sidecar
After the World War II, some American veterans found a replacement for the camaraderie, excitement,
danger and speed of life at war in motorcycles. Grouped into loosely organized clubs, motorcycle riders
in the US created a new social institutionthe motorcyclists or "bikers"which was later skewed by
the "outlaw" persona Marlon Brando portrayed in the 1954 film The Wild One.
In Europe, on the other hand, post-war motorcycle producers were more concerned with designing
practical, economical transportation than the social aspects, or "biker" image. Italian designer Piaggio
introduced the Vespa in 1946, which experienced immediate and widespread popularity. Imports from
the UK, Italy and Germany, thus found a niche in US markets that American bikes did not fill.
The BSA Group purchased Triumph Motorcycles in 1951 to become the largest producer of
motorcycles in the world claiming "one in four".The German NSU was the largest manufacturer from
1955 until 1959 when Honda became the largest manufacturer.
A 1962 Triumph Bonneville represents the popularity of British motorcycles at that time
British manufacturers Triumph, BSA, and Norton retained a dominant position in some markets until
the rise of the Japanese manufacturers, led by Honda, in the late 1960s and early 1970s. The role of the
motorcycle shifted in the 1960s, from the tool of a life to a toy of a lifestyle. It became part of an image,
of status, a cultural icon for individualism, a prop in Hollywood B-movies.
The motorcycle also became a recreational machine for sport and leisure, a vehicle for carefree youth,
not essential transportation for the mature family man or woman, and the Japanese were able to produce
modern designs more quickly, more cheaply, and of better quality than their competitors. Their
motorbikes were more stylish and more reliable, so the British manufacturers fell behind as mass-
market producers.
Honda, which was officially founded in Japan on September 24, 1948, introduced their SOHC inline-
four engine CB750 in 1969, which was inexpensive and immediately successful. It established the
across-the-frame-four engine configuration as a design with huge potential for power and performance.
Shortly after the introduction of the SOHC, Kawasaki demonstrated the potential of the four-stroke
four-cylinder engine with the introduction of the KZ900.
Suzuki, Kawasaki and the Yamaha each started producing motorcycles in the 1950s. Meanwhile, the
sun was setting on British dominion over the big-displacement motorbike market.

Japanese dominance
The Honda CB750 revolutionized motorcycle marketing and was emblematic of Japanese dominance

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 The excellence of Japanese motorcycles caused q2 effects in all Western markets: many Italian bike
firms either went bust or only just managed to survive. As a result, BMW's worldwide sales sagged in
the 1960s, but came back strongly with the introduction of a completely redesigned "slash-5" series for
model year 1970.
From the 1960s through the 1990s, small two-stroke motorcycles were popular worldwide, partly as a
result of the pioneering work of the East German Daniel Zimmermann (rotary disc valve) and MZ's
Walter Kaaden who developed the two-stroke expansion chamber in the 1950s. These ideas were taken
up by Suzuki when Ernst Danger, the MZ engineer and rider, defected to the West on 13 September
1961 after retiring from the 125cc Swedish Grand Prix at Kristianstad. Degner, an excellent engineer,
immediately joined Suzuki and his knowledge became their technology springboard.
Harley-Davidson in the US at the time suffered from the same problems as the European firms, but its
unique product range, American tariff laws and nationalism-driven customer loyalty allowed it to
survive. One alleged flaw, however, was retaining the characteristic Harley-Davidson 45 engine vee-
angle, which causes excess vibration as well as the loping Harley-Davidson sound.
A factory full fairing was introduced by BMW motorcycle in the R100RS of 1977, the first factory
fairing produced in quantity. In 1980, BMW stimulated the "adventure touring" category of
motorcycling with its dual-sport model, the R80G/S. In 1988, BMW was the first motorcycle
manufacturer to introduce anti-lock-brakes (ABS) on its sporting K100RS-SE and K1 models.

The present
Today the Japanese manufacturers, Honda, Kawasaki, Suzuki, and Yamaha dominate the large
motorcycle industry, although Harley-Davidson still maintains a high degree of popularity, particularly
in the United States.
Recent years have seen resurgence in the popularity around the world of many other motorcycle brands,
including BMW, Triumph and Ducati, and the emergence of Victory as a second successful mass-
builder of big-twin American cruisers.
In November 2006, the Dutch company E.V.A. Products BV Holland announced that the first
commercially available diesel-powered motorcycle, its Track T-800CDI, achieved production status.
The Track T-800CDI uses an 800 cc three-cylinder Daimler Chrysler diesel engine. However, other
manufacturers, including Royal Enfield, had been producing diesel-powered bikes since at least 1965.

In the developing world

There is a large demand for small, cheap motorcycles in the developing world, and many of the firms
meeting that demand now also compete in mature markets, such as China's Hongdou which makes a
version of Honda's venerable CG125.
Motorcycle taxis are commonplace in the developing world. Scooters, mopeds and motorcycles offer a
fast, cheap and risky way around snarled traffic and scarce mass transit, as they can easily squeeze
through jams.
The first ethanol flex fuel motorcycle in the world was launched to the Brazilian market by Honda in

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 March 2009, the CG 150 Titan Mix. During the first eight months after its market launch the CG 150
Titan Mix had captured a 10.6% market share, and ranking second in sales of new motorcycles in the
Brazilian market in 2009. In September 2009, Honda launched a second flexible-fuel motorcycle, and
by December 2010 both Honda flexible-fuel motorcycles had reached cumulative production of
515,726 units, representing an 18.1% market share of the Brazilian new motorcycle sales in that year.
As of January 2011 there were four flex-fuel motorcycle models available in the market, and production
reached the one million milestones in June 2011.
Transmission (mechanics)
A transmission is a machine that consists of a power source and a power transmission system, which
provides controlled application of the power. Often the term 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.
In British English, the term transmission refers to the whole drivetrain, including clutch, gearbox, prop
shaft (for rear-wheel drive), differential, and final drive shafts. In American English, however, the term
refers more specifically to the gearbox alone, and detailed usage differs.
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 where different rotational speeds and torques are adapted.
Often, a transmission has 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. Single-ratio transmissions also exist,
which simply change the speed and torque (and sometimes direction) of motor output.
In motor vehicles, the transmission generally is connected to the engine crankshaft via a flywheel
and/or clutch and/or fluid coupling, partly because internal combustion engines cannot run below a
particular speed. The output of the transmission is transmitted via the driveshaft to one or more
differentials, which drives 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 (e.g. diesel-electric
transmission and hydraulic drive system). Hybrid configurations also exist.
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 rotates at a slower rate
than the input shaft, and this reduction in speed produces a mechanical advantage, increasing torque. A
gearbox can be set up to do the opposite and provide an increase in shaft speed with a reduction of
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 torque. Some of the simplest gearboxes merely change the physical rotational direction of power
transmission.
Many typical automobile transmissions include the ability to select one of several 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.

Uses
Gearboxes have found use in a wide variety of different often stationary applications, such as wind
turbines.
Transmissions are also used in agricultural, industrial, construction, mining and automotive equipment.
In addition to ordinary transmission equipped with gears, such equipment makes extensive use of the
hydrostatic drive and electrical adjustable-speed drives.

Multi-ratio systems

Tractor transmission with 16 forward and 8 backward gears Amphidal gearbox cutaway w/optional
shift for water going propellers many applications require the availability of multiple gear ratios. Often,
this is to ease the starting and stopping of a mechanical system, though another important need is that
of maintaining good fuel efficiency.

Automotive basics
The need for a transmission in an automobile is a consequence of the characteristics of the internal
combustion engine. Engines typically operate over a range of 600 to about 7000 rpm (though this
varies, and is typically less for diesel engines), while the car's wheels rotate between 0 rpm and around
1800 rpm. Furthermore, the engine provides its highest torque and power outputs unevenly across the
rev range resulting in a torque band and a power band. Often the greatest torque is required when the
vehicle is moving from rest or traveling slowly, while maximum power is needed at high speed.
Therefore, a system is required that transforms the engine's output so that it can supply high torque at
low speeds, but also operate at highway speeds with the motor still operating within its limits.
Transmissions perform this transformation.
A diagram comparing the power and torque bands of a "torquey" engine versus a "peaky" one the
dynamics of a car vary with speed: at low speeds, acceleration is limited by the inertia of vehicular
gross mass; while at cruising or maximum speeds wind resistance is the dominant barrier.
Many transmissions and gears used in automotive and truck applications are contained in a cast iron
case, though more frequently aluminum is used for lower weight especially in cars. There are usually
three shafts: a main shaft, a countershaft, and an idler shaft.
The main shaft extends outside the case in both directions: the input shaft towards the engine, and the
output shaft towards the rear axle (on rear wheel drive cars. Front wheel drives generally have the
engine and transmission mounted transversely, the differential being part of the transmission assembly.)
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 The shaft is suspended by the main bearings, and is split towards the input end. At the point of the split,
a pilot bearing holds the shafts together. The gears and clutches ride on the main shaft, the gears being
free to turn relative to the main shaft except when engaged by the clutches. Types of automobile
transmissions include manual, automatic or semi-automatic transmission.
Manual transmissions
A simple but rugged sliding-mesh or unsynchronized/non-synchronous system, where straight-cut spur
gear sets spin freely, and must be synchronized by the operator matching engine revs to road speed, to
avoid noisy and damaging clashing of the gears
The now common constant-mesh gearboxes, which can include non-synchronized, or
synchronized/synchromesh systems, where typically diagonal cut helical (or sometimes either straight-
cut, or double-helical) gear sets are constantly "meshed" together, and a dog clutch is used for
changing gears. On synchromesh boxes, friction cones or "synchro-rings" are used in addition to the
dog clutch to closely match the rotational speeds of the two sides of the (declutched) transmission
before making a full mechanical engagement.
The former type was standard in many vintage cars (alongside e.g. epicycles and multi-clutch systems)
before the development of constant-mesh manuals and hydraulic-epicycles automatics, older heavy-
duty trucks, and can still be found in use in some agricultural equipment. The latter is the modern
standard for on- and off-road transport manual and semi-automatic transmission, although it may be
found in many forms; e.g., non-synchronized straight-cut in racetrack or super-heavy-duty applications,
non-synchro helical in the majority of heavy trucks and motorcycles and in certain classic cars (e.g. the
Fiat 500), and partly or fully synchronized helical in almost all modern manual-shift passenger cars and
light trucks.
Manual transmissions are the most common type outside North America and Australia. They are
cheaper, lighter; usually give better performance, but the newest automatic transmissions, and CVTs
give better fuel economy. It is customary for new drivers to learn, and be tested, on a car with a manual
gear change. In Malaysia and Denmark all cars used for testing (and because of that, virtually all those
used for instruction as well) have a manual transmission. In Japan, the Philippines, Germany, Poland,
Italy, Israel, the Netherlands, Belgium, New Zealand, Austria, Bulgaria, the UK, Ireland, Sweden,
Norway, Estonia, France, Spain, Switzerland, the Australian states of Victoria, Western Australia and
Queensland, Finland, Latvia, Lithuania and the Czech Republic, a test pass using an automatic car does
not entitle the driver to use a manual car on the public road; a test with a manual car is required.
Manual transmissions are much more common than automatic transmissions in Asia, Africa, South
America and Europe.
Manual transmissions can include both synchronized and unsynchronized gearing. For example, reverse
gear is usually unsynchronized, as the driver is only expected to engage it when the vehicle is at a
standstill. Many older (up to 1970s) cars also lacked synchronization on first gear (for various reasons
cost, typically "shorter" overall gearing, engines typically having more low-end torque, the extreme
wear on a frequently used first gear synchronizer ...), meaning it also could only be used for moving
away from a stop unless the driver became adept at double-declutching and had a particular need to
regularly downshift into the lowest gear.
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 Some manual transmissions have an extremely low ratio for first gear, called a creeper gear or granny
gear. Such gears are usually not synchronized. This feature is common on pick-up trucks tailored to
trailer-towing, farming, or construction-site work. During normal on-road use, the truck is usually
driven without using the creeper gear at all, and second gear is used from a standing start. Some off-
road vehicles, most particularly the Willy's Jeep and its descendants, also had transmissions with
"granny first's" either as standard or an option, but this function is now more often provided for by a
low-range transfer gearbox attached to a normal fully synchronized transmission.

Non-synchronous
Some commercial applications use non-synchronized manual transmissions that require a skilled
operator. Depending on the country, many local, regional, and national laws govern operation of these
types of vehicles this class may include commercial, military, agricultural, or engineering vehicles.
Some of these may use combinations of types for multi-purpose functions. An example is a power take-
off (PTO) gear. The non-synchronous transmission type requires an understanding of gear range,
torque, engine power, and multi-functional clutch and shifter functions. Also see Double-clutching, and
Clutch-brake sections of the main article. Float shifting is the process of shifting gears without using
the clutch.
Automatic transmission

Epicyclical gearing or planetary gearing as used in an automatic transmission. Most modern North
American, some European and Japanese cars have an automatic transmission that selects an appropriate
gear ratio without any operator intervention. They primarily use hydraulics to select gears, depending
on pressure exerted by fluid within the transmission assembly. Rather than using a clutch to engage the
transmission, a fluid flywheel, or torque converter is placed in between the engine and transmission. It
is possible for the driver to control the number of gears in use or select reverse, though precise control
of which gear is in use may or may not be possible.
Automatic transmissions are easy to use. However, in the past, automatic transmissions of this type
have had a number of problems; they were complex and expensive, sometimes had reliability problems
(which sometimes caused more expenses in repair), have often been less fuel-efficient than their
manual counterparts (due to "slippage" in the torque converter), and their shift time was slower than a
manual making them uncompetitive for racing. With the advancement of modern automatic
transmissions this has changed.
Attempts to improve fuel efficiency of automatic transmissions include the use of torque converters that
lock up beyond a certain speed or in higher gear ratios, eliminating power loss, and overdrive gears that
automatically actuate above certain speeds. In older transmissions, both technologies could be intrusive,
when conditions are such that they repeatedly cut in and out as speed and such load factors as grade or
wind vary slightly. Current computerized transmissions possess complex programming that both
maximizes fuel efficiency and eliminates intrusiveness. This is due mainly to electronic rather than
mechanical advances, though improvements in CVT technology and the use of automatic clutches have
also helped. A few cars, including the 2013 Subaru Impresa and the 2012 model of the Honda Jazz sold

14 | P a g e
 in the UK, actually claim marginally better fuel consumption for the CVT version than the manual
version.
For certain applications, the slippage inherent in automatic transmissions can be advantageous. For
instance, in drag racing, the automatic transmission allows the car to stop with the engine at a high rpm
(the "stall speed") to allow for a very quick launch when the brakes are released. In fact, a common
modification is to increase the stall speed of the transmission. This is even more advantageous for
turbocharged engines, where the turbocharger must be kept spinning at high rpm by a large flow of
exhaust to maintain the boost pressure and eliminate the turbo lag that occurs when the throttle
suddenly opens on an idling engine.

Bicycle gearing
Bicycles usually have a system for selecting different gear ratios. There are two main types: derailleur
gears and hub gears. The derailleur type is the most common, and the most visible, using sprocket
gears. Typically, there are several gears available on the rear sprocket assembly, attached to the rear
wheel. A few more sprockets are usually added to the front assembly as well. Multiplying the number
of sprocket gears in front by the number to the rear gives the number of gear ratios, often called
"speeds".
Hub gears use epicycles gearing and are enclosed within the axle of the rear wheel. Because of the
small space, they typically offer fewer different speeds, although at least one has reached 14 gear ratios
and Fallbrook Technologies manufactures a transmission with technically infinite ratios.
Several attempts have been made to fit bicycles with an enclosed gearbox, giving obvious advantages
for better lubrication, dirt-sealing and shifting. These have usually been in conjunction with a shaft
drive, as a gearbox with a traditional chain would (like the hub gear) still have many of the derailleur's
disadvantages for an exposed chain. Bicycle gearboxes are enclosed in a box replacing the traditional
bottom bracket. The requirement for a modified frame has been a serious drawback to their adoption.
One of the most recent attempts to provide a gearbox for bicycles is the 18 speed Pinion P1.18. This
gives an enclosed gearbox, but still a traditional chain. When fitted to a rear suspension bike, it also
retains a derailleur-like jockey cage chain tensioner, although without the derailleur's low ground
clearance.
Causes for failure of bicycle gearing include: worn teeth, damage caused by a faulty chain, damage due
to thermal expansion, broken teeth due to excessive pedaling force, interference by foreign objects, and
loss of lubrication due to negligence.
Diesel-electric transmission
Electric transmissions convert the mechanical power of the engine(s) to electricity with electric
generators and convert it back to mechanical power with electric motors. Electrical or electronic
adjustable-speed drive control systems are used to control the speed and torque of the motors. If the
generators are driven by turbines, such arrangements are called turbo-electric transmission. Likewise
installations powered by diesel-engines are called diesel-electric.
Diesel-electric arrangements are used on many railway locomotives, ships, large mining trucks, and
15 | P a g e
 some bulldozers. In these cases, each driven wheel is equipped with its own electric motor, which can
be fed varying electrical power to provide any required torque or power output for each wheel
independently. This produces a much simpler solution for multiple driven wheels in very large vehicles,
where drive shafts would be much larger or heavier than the electrical cable that can provide the same
amount of power. It also improves the ability to allow different wheels to run at different speeds, which
is useful for steered wheels in large construction vehicles.

Hydrostatic
Hydrostatic transmissions transmit all power hydraulically, using the components of hydraulic
machinery. They are similar to electrical transmissions, but use hydraulic fluid as the power distribution
system rather than electricity.
The transmission input drive is a central hydraulic pump and final drive unit(s) is/are a hydraulic motor,
or hydraulic cylinder (swashplate). Both components can be placed physically far apart on the machine,
being connected only by flexible hoses. Hydrostatic drive systems are used on excavators, lawn
tractors, forklifts, winch drive systems, heavy lift equipment, agricultural machinery, earth-moving
equipment, etc. An arrangement for motor-vehicle transmission was probably used on the Ferguson F-1
P99 racing car in about 1961.The Human Friendly Transmission of the Honda DN-01 is hydrostatic.

Hydrodynamic
If the hydraulic pump and/or hydraulic motor make use of the hydrodynamic effects of the fluid flow,
i.e. pressure due to a change in the fluid's momentum as it flows through vanes in a turbine. The pump
and motor usually consist of rotating vanes without seals and are typically placed in proximity. The
transmission ratio can be made to vary by means of additional rotating vanes, an effect similar to
varying the pitch of an airplane propeller.
The torque converter in most automotive automatic transmissions is, in itself, a hydrodynamic
transmission. Hydrodynamic transmissions are used in many passenger rail vehicles, those that are not
using electrical transmissions. In this application the advantage of smooth power delivery may
outweigh the reduced efficiency caused by turbulence energy losses in the fluid.
Horse power of motor cycles

Make & model Model Displacement Power Top

years speed
2528 m
Hildebrand & 1894 1,500 cc
2.5 hp (1.9 kW) ph (40
Wolf Mller 1897 (92 cu in)
45 km/h)
15.522
Werner 1898 216 cc mph
Motocyclette 1900 (13.2 cu in) (2535 k
m/h)
230333 cc 30 mph
Werner New 1901 23.25 bhp
(14.020.3 cu i (48 km/h
Werner 1908 (1.492.42 kW)
n) )
40 mph
1911 491 cc
FN Four 4 bhp (3.0 kW) (64 km/h
1931 (30.0 cu in)
)
Scott two 1912 532 cc 3 bhp (2.2 kW) 50 mph

16 | P a g e
 (80 km/h
speed (32.5 cu in)
)
55 mph
Williamson 1913 964 cc
(89 km/h
Flat Twin 1920 (58.8 cu in)
)
70 mph
1914 999 cc
Pope Model L 12 bhp (8.9 kW) (110 km/
1920 (61.0 cu in)
h)
85 mph
Cyclone V- 1916 996 cc
25 bhp (19 kW) (137 km/
twin 1917 (60.8 cu in)
h)
80 mph
Excelsior V- 1918 992 cc
20 bhp (15 kW) (130 km/
twin 1931 (60.5 cu in)
h)
Brough 100 mph
1925 988 cc
Superior 45 bhp (34 kW) (160 km/
1940 (60.3 cu in)
SS100 h)
Brough 110 mph
1927 981 cc
Superior 45 bhp (34 kW) (180 km/
1940 (59.9 cu in)
SS100 Pendine h)
Brough
110 mph
Superior SS100 1934 996 cc
75 bhp (56 kW) (180 km/
Alpine Grand 1940 (60.8 cu in)
h)
Sports
110 mph
1936 998 cc
Crocker V-twin 50 bhp (37 kW) (180 km/
ca. 1941 (60.9 cu in)
h)
Harley- 100 mph
1941 989 cc
Davidson F 40 bhp (30 kW) (160 km/
1947 (60.4 cu in)
Knucklehead h)
125 mph
Vincent Black 1949 998 cc
55 bhp (41 kW) (201 km/
Shadow 1954 (60.9 cu in)
h)
110 mph
BSA Gold Star 1956 499 cc
42 bhp (31 kW) (180 km/
Clubman 1963 (30.5 cu in)
h)
110115
mph
1962 646 cc
Norton 650SS 49 bhp (37 kW) (177
1967 (39.4 cu in)
185 km/h
)
BSA Rocket 125 mph
1968 740 cc
3/Triumph 58 bhp (43 kW) (201 km/
1975 (45 cu in)
Trident h)*
132 mph
1973 903 cc
Kawasaki Z1 82 bhp (61 kW) (212 km/
1975 (55.1 cu in)
h)
135 mph
1975 864 cc
Ducati 900SS 79 bhp (59 kW) (217 km/
1982 (52.7 cu in)
h)
140 mph
1976 981 cc
Laverda Jota 90 bhp (67 kW) (230 km/
1981 (59.9 cu in)
h)

145 mph
MV Agusta 1977 837 cc
85 bhp (63 kW) (233 km/
Monza 1978 (51.1 cu in)
h)

150 mph
Honda 1984 998 cc
122 bhp (91 kW) (240 km/
VF1000R 1988 (60.9 cu in)
h)
151158
Kawasaki
1984 908 cc 113115 bhp mph
GPZ900R
1996 (55.4 cu in) (8486 kW) (243254
Ninja
km/h)
Kawasaki 1988 997 cc 135 hp (101 kW) 165 mph

17 | P a g e
 (266 km/
Tomcat ZX-10 1990 (60.8 cu in)
h)
170 mph
Bimota YB6 1989 1,002 cc 147 bhp
(270 km/
EXUP 1990 (61.1 cu in) (110 kW)
h)
169176
Kawasaki 1990 1,052 cc 145 bhp mph
Ninja ZX-11 2001 (64.2 cu in) (108 kW) (272283
km/h)
Honda 170180
CBR1100XX 1996 1,137 cc 162 bhp mph
Super 2007 (69.4 cu in) (121 kW) (270290
Blackbird km/h)
188194
Suzuki 1,298 cc 173 bhp mph
1999
Hayabusa (79.2 cu in) (129 kW) (303312
km/h)
185187
mph
Kawasaki ZX- 1,198 cc 178 bhp
200005 (298
12R (73.1 cu in) (133 kW)
301 km/h
)
186 mph
Kawasaki ZX- 1,352 cc 163.3 hp
2006 (299 km/
14 (82.5 cu in) (121.8 kW)
h)
185.4
193.24 m
MV Agusta F4 1,078 cc 190 bhp ph
2007
R 312 (65.8 cu in) (140 kW) (298.37
310.99 k
m/h)

ABSTRACT
Redesign motorcycle transmission with reverse gear is a conceptual understanding of automotive
engineering which is not provided in daily lectures room due to the fact that this system is not a new
knowledge but has been underestimated. Since the automotive development of go-kart and
multipurpose motorcycle raised, the demand of this reverse gear also increased. As such it is vital to
attain this basic knowledge through this project.

The purpose of this project is to redesign motorcycle transmission with reverse gear. The
design is purely new and the idea is generated by other types of reverse gear also it passing

18 | P a g e
 through a process of reverse engineering of existing motorcycle transmission. Industrial
standard of 2D engineering drawings and 3D models is the expectation for final result but if
there is any extension of research such as master programmed, this project could be further
with a simple prototype to realize its applications. The progress of this project needs
documenting, as it can be a good reference for the next student who involve in this project as
well as for a research related to the motorcycle transmission with reverse gear.

At present, there is no system available to back the vehicle. At times when the front wheel gets into a
trench it is very difficult to take the vehicle from parking. Even normal people face much problem to
take the vehicle out of the parking at that time. In case of the handicapped people who drive two
wheelers with extra support wheels, face much problem to take the vehicle out of the parking by
pushing the vehicle with legs as we do. In order to take the vehicle out of the parking they need to seek
others help or they should push it out of the parking. As a help to them we have designed a gear box
which will be fit to the vehicle without altering the existing gear box. The paper deals with the design
of such a gear box and the assembly process of the gear box to the vehicle. The design deals with the
conditions of the gear box operation, and the design of the gear box based on easy assembly and easy
manufacturing at low cost

Statement of Problem
Most of two-wheel motorcycles have no reverse gear and Modenas Kriss 110cc is the one of
motorcycle with no reverse gear. As we can see on the road, there are several motorcycles that have
been modified to be three-wheel motorcycle for multipurpose such as for disabled people and trading.

19 | P a g e
 This type of motorcycle's structure could increase its weight and harder to move backward by foot.
Besides that, this Kriss 110cc's engine sometimes has been used in all-terrain vehicle (ATV) and self-
made go-kart. These two vehicles also faced the same problems because it has four wheels and need a
reverse gear to move it backward easily. Many motor cycles have gear box system like this.

Which have no reverse gear? And on parking many disable persons and other users face problem to
move the motorcycle from the park. At present, there is no system available to back the vehicle. At
times when the front wheel gets into a trench it is very difficult to take the vehicle from parking. Even
normal
people face much problem to take the vehicle out of the parking at that time. In case of the
handicapped people who drive two wheelers with extra support wheels, face much problem to take the
vehicle out of the parking by pushing the vehicle with legs as we do. In order to take the vehicle out of
the parking they need to seek others help or they should push it out of the parking. As a help to them I
have designed a gear box which have reverse gear.

20 | P a g e
 Objectives
Main objective
The main objectives to be considered are: (a) to study and understand the best concepts and operation
of reverse gear toward Modenas Kriss 110cc. (b) The sequence is designs in 3D models and generates
2D drawings with industrial standard. The main objective is design of reverse gear for two wheelers.
And help users.
Specific objective
Specific objective is the design of gear, shaft, bearing, and other additional components. Also I will
make the motorcycle automatically add one wheel when it is in reverse position and return the wheel
when it is in the front wheel.
Scope of Project
The scopes of this study are: (a) CATIA V5 software will be used for modeling and simulation testing.
(b) Modenas Kriss 110ccs transmission will be used for reverse engineered process. (c) Dimensions
and parameters of this transmission will be produced based on existing transmission through reverse
engineering process. (d) Best ratio of reverse gear system will be calculated referring to standard of
transmission manufacturer. (e) The developed transmission with reverse gear will be fit and placed into
split unit gearbox using CATIA V5 software. (f) 2D engineering drawings in industrial standard and 3D
models would be the expected result for this research.

Chapter two
Literature Review
As a design I do not get directly related design with my thesis. But I will use gear box system designed
papers for my design, such as THE CONTROL AND STABILITY ANALYSIS OF TWO
WHEELED ROAD VEHICLES by SIMOS EVANGELOU he works on stability and control of
vehicles also this control and stability is the main thing to move backward. Design and Study of Four

21 | P a g e
 Speed Sliding Mesh Gear Box by Arthur Mani anta Reddy 1, Aakash.k2 12 Department of
Mechanical Engineering, R.M.K. Engineering college, Anna University, Chennai, India he works
on gear box but not for reverse gear.
The purpose of the transmission or transaxle is to provide neutral, forward gear speeds or ranges and
reverse. They must be able to provide a gear ratio that is low enough, when multiplied with the final
drive ratio, to increase the engines torque sufficiently to accelerate the vehicle at the desired rate. The
highest gear ratio should allow the vehicle to cruise at an engine speed that is low enough to save fuel
and decrease noise level. There also need to intermediate ratio spaced so that the engine will not
overran before a shift or lug after shift. Reverse might be roughly the same ratio as first since vehicle
will be starting from a stop in both cases (Birch T. and Rockwood C. (2007)).
For any given vehicle, transmission gear ratio is selected to satisfy performance requirements of ad
ability, fuel economy, acceleration, and ease of operation. Fuel economy considerations are essential to
the selection of gear ratios. Basically too high a gear ratio causes the engine to run too fast and thus,
failing to operate at optimum fuel efficiency. Otherwise, an extremely low numerical gear ratio will
affect vehicle performance, such as acceleration. Hence, acceleration is also important concern in gear
ratio selection. To maximize acceleration, gear ratios should be selected such that upshifts occur only
when the next higher gear will provide more torque to the drive wheels (Razzacki S.T., Troy, and MI
(US) (2004)). Providing maximum torque to the drive wheels in each gear requires
consideration of the ratio steps. Wide ratio steps in the lower gears provide for more fuel efficiency due
to less frequent shifting (Razzacki S.T., Troy, ND MI (US) (2004)). However, shifting through wide
ratio steps will requires skillful technique otherwise it can cause a loss in fuel efficiency. A
transmission consist a first a mission mechanism and a second
Transmission mechanism When a clutch is in an engaged state, the first transmission mechanism
transmits a driving force from the engine to the excel shaft. When a clutch is in disengage state, the
second transmission mechanism transmits a driving force from the engine to the axle shaft (Yaqui Y.
and Saitama (JP) (2006)). Usually, 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. Single ratio
transmissions also exist, which simply change the speed and torque and sometimes direction of motor
output. In motor vehicle applications, 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 change the direction of rotation. There are two types of gear sets used in transmission
sliding gears that are in constant mesh. Both types are used in modern transmissions. The forward gear
ranges are all in constant mesh, with reverse typically being a sliding gear. The Necessity for a
Transmission Power from a petrol or diesel reciprocating engine transfers its power in the form of
torque and angular speed to the wheels of the vehicle to move it. The transmission is used to enable the
engines turning effect and its rotational speed output to be adjusted by choosing a range of under and
overdrive gear ratios so that the vehicle responds to the drivers requirements within the limits of the
various road conditions. An insight of the forces opposing vehicle motion and engine

22 | P a g e
 performance characteristics which provide the background to the need for a wide range of transmission
designs used for different vehicle application will now be considered.
Gear Ratio
In all gear speeds but one, the power flow from the main drive gear (input) to the cluster gear and then
from the cluster gear to the main shaft (output). The power passes through two gear sets. The exception
is a 1:1 ratio, where the power flows directly from the main drive gear to the main shaft. All the
forward gears are normal in constant mesh so they always rotate at their design speed relative to the
engine speed. The gears of the cluster gear rotate as an assembly. The output gears usually are mounted
to the main shaft so they float or rotate freely. These gears are called speed gears; they completed the
ratio for each gear speed when they become coupled to the main shaft. The main shaft includes
synchronizer assemblies for each pair gear speed and can lock the individual speed gears to the main
shaft. This is done for each shift (Birch T. And Rockwood C. (2007)). When choosing the lowest and
higher gear ratio, the most important factor to consider is not just the available engine power but also
the weight of the vehicle and any load it is expected to propel. Another major consideration when
selecting gear ratios is deciding upon the steepest gradient the vehicle is expected to climb and the
maximum level road speed the vehicle is expected to reach in top gear with a small surplus of about
0.2% grade ability (Heister H. (2004))

.
Simple gear system in transmission
Source: Brain M. (2007).
The method includes selecting gear ratios for a specific application includes calculating a low gear
ratio, and a high gear ratio based upon vehicle parameters and performance requirements. The total
ratio spread is determined by dividing the low gear ratio by the high gear ratio. Using the total ratio
spread, a geometric sequence is created at last I also included the research DESIGN AND
DEVELOPMENT OF TRANSMISSION FOR TWO-SEATED URBAN CAR done by MAARUF
BIN MUHAMAD
Introduction this chapter will deal with the overview of the state knowledge about motorcycle's reverse
gear. There are several stages in developing reverse gear system that must be understood include its
23 | P a g e
 chronology order and related to theoretical studies because the main method in this research is by using
conceptual of reverse engineering. As Modenas Kris 110cc's transmission would be the vehicle used for
my research.An understanding to its specification of transmission or gearbox also must be explored
before making the development of reverse gear mechanism and several improvements. Project
overview and research background sections before has discuss about the significance this reverse gear
to the user but not stated in details. There will be a section to discuss the major problem and user,
Previous Studies, which require a better reverse mechanism system that appropriate with their uses
compared to the other reverse mechanism in the market. Apart from that, reverse engineering is the
main method used in this research because the Kris 110cc's transmission already exists nowadays but
not providing a reverse mechanism. A clearly understanding of reverse engineering also must be
discussed in this chapter from the beginning of development of reverse mechanism to get almost the
same of original transmission components. Another development and innovation of this research is to
design this built-in-reverse transmission in split unit or pre construction transmission. There are several
criteria and causes that force in-unit transmission to be converted and built into split unit transmission.
Principle of Motorcycle Gearbox.
Structure of motorcycle gearbox's components. Most of all modern gearboxes operate on the indirect,
constant-mesh principle. The word indirect means that power entering a shaft and exits from the other
while the power transmitted always passing through one from five or six pairs. By making the only pair
in the box while both of whose gears are locked to their respective shafts, selection of a particular pair
to carry the drive can be accomplished because constant mesh contains that all gear pairs remained in
mesh. Apart from that, one gear is always free spinning (rotating) on the shaft as the pairs not engaged.
Shifting, a terms referred to an action of changing gear in transmission, cannot be accomplished by
forcing precisely formed gear-tooth profiles into and out of mesh. However, the end faces of gears are
provided with rings of heavy pegs (hook). Called dogs seven or dog clutch. One of a gear will be free-
spinning of any given meshing gear pair while the other are splined. A free-spinning must be dogged to
the shaft by sliding an adjacent splined gear or dog-ring against it in order to select that pair to transmit
power, so that their dog sets engage. Affect from dogging the shaft, the gears that slide could not move
out of their teeth to be out of mesh with their mating gear because generally, most of the motion is only
5mm. In this situation, power can be transferred through the gear and shaft properly to the output shaft
from clutch shaft because both gears are locked to their individual shaft. Of course only one pair of gear
can be allowed to engage in one time; otherwise it could lock the transmission affected from
simultaneous double engagement. Shift drum or plate will managed the engagement and disengagement
all of gears available in a gearbox with wiggly slots milled into it. Moreover, it drives shift such by
engagement of their guide pins into the wiggly slots as rotation of this drum or plate from one detent
position to the next by linkage's engagement. Normally, two gears cannot be selected simultaneously
because the slots are cut and to hold the transmission in a selected gear, the shift plate or drum is
equipped with a decent device. In addition, the detent device usually uses the form of a bumps
machined-form onto one end of the shift drum or onto a decent ring a connected to the drum where
these components engaged by either pivoted arm or a spring-loaded plunger. Linkage of shift from
rotating drum or plate to the other and from one detent is caused by shifting. Met alto-metal in holes of
bored rotated by shift drum but to reduce friction of shifting, recent designs always combine rolling
bearings. In a situation, selecting neutral in transmission could be harder with engine running as gear
lever is dab up and down because the shift drum could jumping between two deep detents and never
stopping at the shallow neutral detent between of it if the clutch is dragged such as the plates is been
wrapped of lift insufficiently.

24 | P a g e
Previous Studies
Background of Previous Invention
An invention of motorcycle transmission featuring reverse gear were developed by Wittman, Jr. (1985)
where this invention of reverse mechanism provides in-unit transmission compared the aftermarket's
motorcycle reverse mechanism which manufactured as an independent setup. Basically, a rider are
afford to moves backward a two-wheel motorcycles easily by hand although that vehicle do not have
reverse gears because most of it are sufficiently light weight. However, there will be a problem for rider
to move backward a larger motorcycle where he or she needs to dismount and balance to do that matter
especially when moving over a curb. In European countries or United States of America (USA), there
are several police units that used three wheel police-type motorcycles in daily for law enforcement and
this kind of motorcycle usually comes in two rear wheels with a box mounted there between. In many
situations, a police vehicle particularly requires rapid maneuverability but it is impractical especially
for the police officer who rides three-wheel motorcycle to dismount and push the vehicle backwardly.
Figure
Three wheel police-type Harley Davidson's motorcycle. Not just that three wheel motorcycle, even a
two wheel police-type motorcycle also faced the same problem in the lack of reverse gear and it could
be extremely serious in an emergency situation where the officer would be unsafe to protect himself
and enforcing law besides would not be enough time. Although three wheel motorcycles are more
stable compared to two wheel motorcycles but it could be harder to move backward due to the
increasing of the weight resulted from mounted box and the number of wheels itself. Even the older
Harley Davidson three-wheel police motorcycle has provided with a reverse gear mechanism bit it was
not an in-unit-transmission where the Harley engine drove a chain to a separate transmission which in
turn drove a chain powering the rear axle. In order to shifting these Harley's transmission, a cam plate
should be employed with forks because it was not a constant mesh transmission. KVV Enterprises, Inc.
of Cincinnati, Ohio, recently had launched a three-wheel police motorcycle which featuring a reverse
mechanism. "Trident", the name of that motorcycle however, powered snowmobile starter motor as
reverse mechanism by a secondary alternator and battery system where the power system is separated
from the regular engine alternator and battery. For the specific operation, a flywheel is set up in the
differential while the starter motor is mounted under the tricycles seat engages it for reverse movement
after been shifted to neutral.
When it is left in gear, the starter switch is turned and this operation is quite similar to the motion of an
automobile but it moves slowly in a lurching motion. By then, a reverse gear mounted integrally and
associated with motorcycle engine is need in order to ensure these systems can be operated with
ordinary motorcycle shifting mechanism in mechanical compatibility besides providing rapid shifting
with full engine power.
The Invention of Prior's Motorcycle Transmission Featuring Reverse Gear
The invention of Wittman, Jr. (1985) has provides a constant mesh reverse gear which operates fork
system and standard rotary shift drum. This constant mesh reverse gear is located within the engine
casing along with motorcycle transmission's 3-5 forward gears. Mounted on a countershaft, the reverse
gear engages an idler mounted on 10 its owned separate shaft in engagement with a main shift reverse
gear. Besides that, an idler pin placed between a pair of plates mounted on the transmission endplate
which these plates also have apertures therein to receive the main shaft and countershaft. As any
ordinary motorcycle, this system also operates the shift lever by using toe in order to engage a shift arm
which one turn engages a pawl and cam plate assembly for rotating the rotary shift drum. The shift
forks are operated by pins riding in cam grooves on the rotary shift drum.
Figure 2.4: Rear engine casing showing the contact assembly, movement to signal reverse gear and
back-up warning systems. A brilliant idea that he designs to beware other road user and pedestrians is
by producing a reverse signal. In order to structure this design, a contact boss is placed in an indicator

25 | P a g e
 plate on the cam plate assembly. Electrical contacts in the rear of the engine casing engaged by the
contact boss which positively indicate the engagement of the transmission in reverse gear. In turn, both
the rider and pedestrians will be aware about the reversing process and ready to be backed up when
these contacts active both of a back-up beeper and back-up light.

26 | P a g e