BUTTON OPERATED ELECTRO-MAGNETIC GEAR SHIFTING SYSTEM

Transcription

1 BUTTON OPERATED ELECTRO-MAGNETIC GEAR SHIFTING SYSTEM D.Mangeelal 1 Associate Professor, Department of Mechanical Engineering, J.B.Institute of Engineering &Technology, Yenkapally, Moinabad(M), R.R.(Dist), Hyderabad ,India. P. Ravikanth Raju 2 Associate Professor, Department of Mechanical Engineering, Malla Reddy College of Engineering & Technology, Maisammaguda, Dhulapally (Post), Secunderabad , India. K. Nagendra Kumar 3 Associate Professor, Department of Mechanical Engineering, Bhaskar Engineering College, Yenkapally, Moinabad(M), R.R.(Dist), Hyderabad , India. P.Amani 4 M.Tech Student, Department of Mechanical Engineering, J.B.Institute of Engineering &Technology, Yenkapally, Moinabad(M), R.R.(Dist), Hyderabad , India. Dmlal9@gmail.com, ravikanthraj@gmail.com, knagendra.kumar@gmail.com, amani.c3@gmail.com ABSTRACT There are disclosed an automatic gear change control apparatus for an automobile and a method of controlling such apparatus. A rotational output of an internal combustion engine is connected to drive wheels of the automobile and a load device. When a gear shifting-up of an automatic transmission is to be effected, the load applied by the load device is increased, or the load is connected to an output rotation shaft of the engine via a selectively-connecting device, thereby reducing the rotational speed of the output rotation shaft of the engine to a required level. In this work, two electromagnetic coils are coupled to the gear rod of the two ends. The two buttons are used to activate the electro-magnetic coil so that the gear will be shifted. 1. INTRODUCTION An automatic gear change control apparatus for an automobile, comprising an internal combustion engine; an automatic transmission connected to an output rotation shaft of engine so as to transmit the rotational output of drive wheels through any selected one of gear ratios; apparatus comprising a load device for applying a load; means for connecting load device to output rotation shaft of engine and for generating a gear change control signal for selecting one of gear ratios of automatic transmission in accordance with one of operational conditions of automobile and said engine; and load control means for increasing the load of said load device when said gear change IJCSIET-ISSUE4-VOLUME2-SERIES2 Page 1

2 signal-generating means generates the control signal for shifting up the gear in automatic transmission. Increasing demands on performance, quality and cost are the main challenge for today's automotive industry, in an environment where every movement, component and every assembly operation must be immediately and automatically recorded, checked and documented for maximum efficiency. Automotive technology has been developed in many areas, like ABS system, active steering system and other safety systems, which are implemented to increase the passenger safety and comfort. The development has concluded also the gearbox, which became much smoother and produces less noise. Gear shifting mechanism must be easy to use and workable, these demands are very important especially for small cars used by special needs people. For some drivers, the gear shifting can cause some confusing at driving specially at critical situations. A crowded road on a hill or a sudden detour makes a lot of tension on the driver. One of the difficulties in this situation is to choose the right reduction ratio and engaging it at the right time. 2. INTRODUCTION OF BATTERY: In isolated systems away from the grid, batteries are used for storage of excess solar energy converted into electrical energy. The only exceptions are isolated sunshine load such as irrigation pumps or drinking water supplies for storage. In fact for small units with output less than one kilowatt. Batteries seem to be the only technically and economically available storage means. Since both the photo-voltaic system and batteries are high in capital costs. It is necessary that the overall system be optimized with respect to available energy and local demand pattern. To be economically attractive the storage of solar electricity requires a battery with a particular combination of properties: like low cost, long life, high reliability, high overall efficiency and low discharge. Here it is used lead acid battery for storing the electrical energy from the solar panel for lighting the street and so about the lead acid cells are explained below Where high values of load current are necessary, the lead-acid cell is the type most commonly used. The electrolyte is a dilute solution of sulfuric acid (H₂SO₄). In the application of battery power to start the engine in an auto mobile, for example, the load current to the starter motor IJCSIET-ISSUE4-VOLUME2-SERIES2 Page 2

3 is typically 200 to 400A. One cell has a nominal output of 2.1V, but lead-acid cells are often used in a series combination of three for a 6-V battery and six for a 12-V battery. The lead acid cell type is a secondary cell or storage cell, which can be recharged. The charge and discharge cycle can be repeated many times to restore the output voltage, as long as the cell is in good physical condition. However, heat with excessive charge and discharge currents shortens the useful life to about 3 to 5 years for an automobile battery. Of the different types of secondary cells, the lead-acid type has the highest output voltage, which allows fewer cells for a specified battery voltage. 2.1 CONSTRUCTION: Inside a lead-acid battery, the positive and negative electrodes consist of a group of plates welded to a connecting strap. The plates are immersed in the electrolyte, consisting of 8 parts of water to 3 parts of concentrated sulfuric acid. Each plate is a grid or framework, made of a leadantimony alloy. This construction enables the active material, which is lead oxide, to be pasted into the grid. In manufacture of the cell, a forming charge produces the positive and negative electrodes. In the forming process, the active material in the positive plate is changed to lead peroxide (Pbo₂). The negative electrode is spongy lead (Pb). Automobile batteries are usually shipped dry from the manufacturer. The electrolyte is put in at the time of installation, and then the battery is charged to from the plates. With maintenancefree batteries, little or no water need be added in normal service. Some types are sealed, except for a pressure vent, without provision for adding water. Fig.1 Lead Acid Structure IJCSIET-ISSUE4-VOLUME2-SERIES2 Page 3

4 3. CONSTRUCTION OF ELECTRO-MAGNETIC GEAR SHIFTING SYSTEM Fig. 2 Electro Magnetic Coil The key to understanding the role of permanent magnet s gear shifting lies in the general issue of biasing. By omitting the finite permeability of the iron, the current in the coil controls the flux density. The force, which was generated by shifting the gear, is related to the square of the magnetic flux density in the gaps between the pole faces and the shaft. Consequently, it is only possible to pull the shaft toward the magnet; it is not possible to push the shaft. In some applications where there is a very large static force whose orientation is consistent and the dynamic loads are always less than the static level, it is sufficient to have a breaking which can only pull. However most applications require that the shifting the gear is able to exert a force in either direction. To accomplish this bi-directional capacity, another electromagnet is added to the bearing on the opposite side of the shaft having same pole face area and same number of coil turns. IJCSIET-ISSUE4-VOLUME2-SERIES2 Page 4

5 Fig. 3 Working Model Battery is giving the supply to the electromagnetic coil. The two electro-magnetic coils are fixed to the gear shaft of the two ends. One is used to shift the gear in upward direction. Another one is used to shift the gear in downward direction. These two coil is operated depends upon the activation of the push button. 4. Design Calculations 4.1 Design of ball bearing (Bearing no: 6202) Outer Diameter of Bearing (D) = 35 mm Thickness of Bearing (B) = 12 mm Inner Diameter of the Bearing (d) = 15 mm Corner radii on shaft and housing (r₁) = 1 (From design data book) Maximum Speed = 14,000 rpm (From design data book) Mean Diameter (d m ) = (D + d) / 2 = 25 mm 4.2 Wahl s stress factor: Ks = ((4C 1)/ (4C-4)) /C = ((4 x 2.3-1)/ (4 x 2.3-4)) /2.3 = Engine design calculations: Specifications of four stroke petrol engine: Type : Four strokes Cooling System : Air Cooled IJCSIET-ISSUE4-VOLUME2-SERIES2 Page 5

6 Bore/Stroke : 50 x 50 mm Piston Displacement : 98.2 cc (Swept Volume) Compression Ratio : 6.6: 1 Maximum Torque : 0.98 kg-m at 5,500RPM Compression ratio = (Swept Volume + Clearance Volume)/ Clearance Volume Clearance Volume, V c = Assuming component gases and the mixture behave like ideal gases, according to Gibbs- Dalton law, pressure exerted on the walls of the cylinder by air is P 1 = (M1RT) / V Where M1 = m 1 /M = (Mass of the gas or air) / (Molecular Weight) R = Universal gas constant = KJ/Kg mole K. T1 = 303 ºK, V1 = V = x 10-6 m³ Molecular weight of air = Density of air (at K) x V mole = kg/m³ x 22.4 m³/kgmole = x 22.4 P1 = {[(m 1 ) / (1.165 x 22.4)] x x 303}/ x 10-6 = m 1 Let P 2 = Pressure exerted by the fuel P 2 = (N2R T) / V Density of petrol = 800 Kg/m³ P2 = {[(m 2 ) / (800 x 22.4)] x x 303} / ( x 10-6 ) = m 2 Therefore total pressure inside the cylinder P T = P1 + P 2 = x 100 KN/m 2 = m m2 = x 100 (1) Calculation of air fuel ratio: Carbon = 86% Hydrogen = 14% Little of oxygen may already present in the fuel, then the total oxygen required for complete combustion of 1Kg of fuel = {[(8/3c) + (8H₂) + S] - O₂} Kg As air contains 23% by weight of Oxygen for obtain of oxygen amount of air required = 100/23 Kg. IJCSIET-ISSUE4-VOLUME2-SERIES2 Page 6

7 Minimum air required for complete combustion of 1 Kg of fuel = (100/23) {[(8/3c) + H₂ + S] - O₂} Kg So for petrol 1Kg of fuel requires = (100/23) {[(8/3c) x (8 x0.14)]} Air fuel ratio = m1/m2 = 14.84/1 = = Kg of air m 1 = m 2 (2) Substituting, Equ. (2) in (1), m2 = x 10-5 Kg/Cycle Mass of fuel flow per cycle = x 10-5 Kg cycle Mass flow rate of the fuel for 2500 RPM = [(1.791 x 10-5 )/3600] x (2500/2) x 60 = Calculation of calorific value: x 10-4 Kg/sec By Delong s formula, Higher Calorific Value = C H₂ S = (33800 x 0.86) + ( x 0.14) + 0 = KJ/Kg Lower Calorific Value = HCV (9H₂ x 2442) = [(9 x 0.14) x 2442] = KJ/Kg = MJ/Kg Calculation of C p and C v for the mixture: Total mass inside the cylinder = m₁ + m₂ = 2.65 x x 10-5 Kg = x 10-4 Kg Weight of nitrogen present = 77% = 0.77 Kg in 1 Kg of air In 2.65 x 10-4 Kg of air contains, 0.77 x 2.65 x 10-4 Kg of N₂ = x 10-4 Kg Percent of N₂ present in the total mass = ( x 10-4 )/ ( x 10-4 ) = % Percentage of O 2 present in total mass = (0.23x2.65x10-4 )/ (2.8291x10-4 ) =21.54 % Percentage of carbon present in total mass = (0.866 x x 10-5 )/ ( x 10-4 ) =5.444% Percentage of Hydrogen present in total mass = (0.14x1.791x10-4 )/( x 10-4 ) = % Total C p of the mixture is = msi Cpi = ( x 1.043) + ( x 0.913) + ( x 0.7) + (8.86 x 10-3 x ) = KJ/Kg K Total C v of the mixture is = msi Cvi = ( x 0.745) + ( x 0.653) + ( x ) + (8.86 x 10-3 x0.1333) = 0.8 KJ/Kg K n for the mixture = (C p /C v ) = 1.11/0.8 = 1.38 IJCSIET-ISSUE4-VOLUME2-SERIES2 Page 7

8 Table 1: Pressure and temperature at various PH POINT POSITION PRESSURE (bar) TEMPERATURE POINT ºC 303 K POINT ºC K POINT ºC K POINT ºC K Thickness of piston: The thickness of the piston head is calculated from flat-plate theory Where, t = D (3/16 x P/f) ½, D Diameter of shaft = 50 mm, P- Maximum combustion pressure = 100 bar, f - Permissible stress in tension = N/m t = (3/16 x 100/34.66 x 10⁶/10⁵) ½ x 1000 = 12 mm Number of Piston Rings: No. of piston rings =2 x D ½, Here, D-Should be in Inches = inches No. of rings = = 3 Thickness of the ring: Thickness of the ring = D/32 = 50/32 = mm Width of the ring: Width of the ring = D/20 = 2.5 mm The distance of the first ring from top of the piston equals = 0.1 x D = 5 mm Width of the piston lands between rings = 0.75 x width of ring= mm IJCSIET-ISSUE4-VOLUME2-SERIES2 Page 8

9 Fig. 4 Block diagram of button operated electro-magnetic gear shifting system Length of the piston: Length of the piston = x D = mm Length of the piston skirt = Total length Distance of first ring from top The first ring (No. of landing between rings Width of land) (No. of compression ring x Width of ring) = x x 2.5 = 65 mm Other parameter: Centre of piston pin above the centre of the skirt = 0.02 x D = 65 mm The distance from the bottom of the piston to the Centre of the piston pin = ½ x = 33.5 mm Thickness of the piston walls at open ends = ½ x 12 = 6 mm The bearing area provided by piston skirt = 65 x 50 = 3250 mm² IJCSIET-ISSUE4-VOLUME2-SERIES2 Page 9

10 Table 2: List of parts, quantity, manufactured material and cost estimation for button operated electro-magnetic gear shifting system Sl. No. PARTS Quantity Material Amount (Rs) 1 Frame Stand 1 Mild Steel Battery 1 Lead Acid Electro-magnetic coil 2 Coil Bearing with Bearing Cap 1 M.S Engine Cc Chain with Sprocket 1 M.S Connecting Tube 1 meter Plastic Bolt and Nut - M.S Wheel Arrangement Total Cost 20, Labour Cost(lathe, drilling, welding, grinding, gas cutting) 3, Manufacturing Cost (Total cost + Labour cost) 23, CONCLUSIONS Working in this area has provides a lot of practical knowledge regarding, planning, purchasing, assembling and machining. The application of electro-magnetic coil produces smooth operation. Even though the initial cost of button operated electro-magnetic gear shifting system is very high, but it is very much useful for two wheelers, car owners & auto-garages. By using more techniques, this design can be modified and developed according to the applications. REFERENCES: 1. P. Alexander M.E, T. Sudha M.E, M. Omamageswari M.E, Automatic Gear Transmission in Two Wheelers using Embedded System, J of IJARET, Volume 3, Issue 2, July-December (2012), pp Chunsheng Ni, Tongli Lu, Jianwu Zhang, School of Mechanical Engineering, State Key Laboratory for Mechanical System and Vibration Shanghai Jiao Tong University, 800 Dong Chuan Road, Shanghai, China, Gearshift control for dry dual-clutch transmissions IJCSIET-ISSUE4-VOLUME2-SERIES2 Page 10

11 3. J-O Hahn1, J-W Hur, G-W Choi, Y M Cho and K I Lee. Department of Mechanical Engineering, Korea Airforce Academy, South Korea, Self-learning approach to automatic transmission shift control in a commercial construction vehicle during the inertia phase. 4. Pettersson, M.; Nielsen, L. Gear shifting by engine control. IEEE Trans. Control Syst. Technol. 2000, 8, Inalpolat. M. and A. Kahraman, Dynamic modelling of planetary gears of automatic transmissions. Proc. I Mech E Part D, J. Automobile,Eng., 222: Glielmo, L., L. Lannelli and V. Vacca, Gearshift control for automated manual transmissions, IEEE/ASME Tran. Mech., 11(1): IJCSIET-ISSUE4-VOLUME2-SERIES2 Page 11