DESIGN AND FABRICATION OF PUSH BUTTON ELECTROMAGNETIC GEARBOX

A MINI PROJECT REPORT

Submitted by

Name J.SHIEK SADDAM HUSSIEN A.SIVA SELVAKUMOR D.VARADARAJAN D.VIGNESHWARAN

Reg. no 41208114047 41208114048 41208114054 41208114058

Submitted in partial fulfillment for the Award of degree Of BACHELOR OF ENGINEERING In MECHANICAL ENGINEERING

MAILAM ENGINEERING COLLEGE

MAILAM, TINDIVANAM TK, ANNA UNIVERSITY: CHENNAI 600 025 APRIL 2011

MAILAM ENGINEERING COLLEGE

MAILAM - 604 304

ANNA UNIVERSITY: CHENNAI 600 025

BONAFIDE CERTIFICATE

Certified that this mini project report DESIGN AND FABRICATION OF PUSH BUTTON ELECTROMAGNETIC GEAR BOX is the bonafied work of J.SHIEK SADDAM HUSSIEN, A.SIVA SELVAKUMOR, D.VARADARAJAN, D.VIGNESHWARAN who carried out the mini project work under my supervision.

SIGNATURE Mr. R. RAJAPPAN M.E. (Ph.D) HEAD OF THE DEPARTMENT Assistant professor Department of mechanical Mailam Engineering College Mailam-604304

SIGNATURE Mr. K.GOVINDAN B.E. SUPERVISOR Lecturer Department of mechanical Mailam Engineering College Mailam-604304

INTERNAL EXAMINER

EXTERNAL EXAMINER

TABLE OF CONTENT

S.NO
1 2. 3. 4. 5. 6. 7.

TITLE
ACKNOWLEDGEMENT INTRODUCTION ABSTRACT THE EXISTING GEARBOX THE NEW MODIFIED GEARBOX COMPONENTS AND SPECIFICATION DESCRIPTION OF COMPONENTS TRANSFORMER DC MOTOR PRIMARY AXIS

PAGE NO

SECOUNDARY AXIS PUSH BUTTON SETUP ELETROMAGNETIC PLUNGER DRIVING GEARS

DRIVEN GEARS

8. 9. 10. 11.

WORKING AUTOMATIC TRANSMISSION MODE SHIFT OR SELECTOR MECHANISM MANUALY CONTROLLED AUTOMATIC TRANSMISSION

12. 13. 14. 15.

TROUBLE SHOOTING OF THE GEAR BOX ADVANTAGE CONCLUSION BIBILOGRAPHY

ACKNOWLEDGEMENT

We sincerely acknowledge the excellent assistant rendered by our project guide Mr. K.GOVINDAN, lecturer, Department of Mechanical Engineering who has helped in doing our project successfully. We are highly indebted to Mr. R. RAJAPPAN assistant professor and Head of Department, Department of Mechanical Engineering, Mailam engineering college for being an inspiration and enabling us to use sophisticated technological in our project work. We express our deep gratitude to our principal Dr.A.T.RAVICHANDRAN, Mailam Engineering College for giving us an opportunity to do our course in their college. And also we thank to our respectable chairperson Mr. KESAVAN, and our college director Mr.M.DHANASEKARAN, and our college secretary MR.SV.SUGUMARAN, for providing opportunities and facilities to undertake our mini project. And we dedicate this to our parents who sacrifice their todays for our bright tomorrows

ABSTRACT
The gearbox is used to change the gear for the regulation of the speed in the automobiles. The lever which is attached to the gearbox is used to shifting the gear in the gearbox. By the regular gear shifting causes the damages and friction loss on the gears. So that we are go for push button electromagnetic gearbox. The electromagnetic gearbox is based on the working principle of the electromagnetic field produced on the gearbox. The electromagnetic force produced on the gearbox is used to change the gear softly and easily. The maintenance of this gearbox is very less and damages occurred on the gearbox is reduced.

INTRODUCTION
Gearbox is a speed and torque changing device. It changes speed and torque between the engine and driving wheels. The mechanism through which the driving torque of the engine is transmitted to the driving wheel of vehicle involved in gearbox torque is not directly but changed it can be done in the form of power using suitable device this is done between the engine of the automobile and driving wheels during this, the gear ratio various between the engine and rear wheels. More power is required to keep an automobile in motion when compared to power required for keeping it rolling after starting it means the automobile requires more power at the starting while the engine may be developing very little power a transmission system thus to turn the engine crank shaft to four eight or twelve time approximately for each wheel revolution a reverse gear is set for backing the car. The gear arrangement used in the earlier days is like this

There are many type of gears are using in our regular usage. The types of gears are explained below,

(a) Spur gear, (b) helical gear, (c) Double helical gear or herringbone gear, (d) Internal gear , (e) Rack and pinion, (f) Straight bevel gear, (g) Spiral bevel gear, (h) Hypoidal bevel gear , (i) worm gear and (j) Crossed helical or spiral gear. There are many types of gearboxes. Generally, it can be classified as follows 1. MANUAL TRANSMISSION: The manual transmission gearbox is that the simplest structure and the normal working. According to the meshing of gears there classified as below, Sliding mesh gearbox Constant mesh gearbox

 Synchromesh gearbox

2. EPICYCLE GEARBOX: In ordinary gearing, the axes of the various gears are fixed. These gears are simply rotated about their axes. In the case of epicycle gearing, at least one of the gears not only rotates about its own axis but also rotates bodily about some other axis. 3. AUTOMATIC GEARBOX: Various speeds are obtained automatically in gearboxes are known are known as automatic gearboxes. Generally the driver select the car condition such as neutral, forward, reverse. The selection, timing and engagement of gear for the required gear speed are selected automatically when the accelerator is pressed or depressed automatic gearbox does not require gear change lever and clutch pedal. The both clutch and transmission is a combined unit which works automatically. Now a day, automatic transmissions are popular with different names prescribed by the manufactures. They may differ in construction slightly. Somebody employ only fluid coupling with the planetary transmission. But others may include torque converter with fluid coupling and planetary transmission as per the requirements.

The existing gearbox working of normal gearbox are with the three speed are explained below

THE EXICISTING GEARBOX:

A- Gear shift pedal, B- Kick starter, C- Main and clutch shaft, D&F- Shiftforks, E- Shift cam, GStart and counter shaft, H- Cam shaft with linkage for shift cam

A-input shaft, G- shift forks, HW- main shaft, RW- reverse shaft, s-shift rod THE NEW MODIFIED GEARBOX:
We innovate idea about the new type of automatic gear box Push Button Electromagnetic Gearbox The Electromagnetic gearbox is basically worked in the basis of the electromagnetic force which produced by the electromagnetic plunger. The lever is replaced by push button of the gear box.

COMPONENTS:
The push button electromagnetic gearbox setup contains the following components, TRANSFORMER DC MOTOR PRIMARY AXIS

 SECOUNDARY AXIS DRIVING GEARS DRIVEN GEARS PUSH BUTTON SETUP ELETROMAGNETIC PLUNGER

SPECIFICATION:
1. GEARS: Material: IN8 steel hardened, Total numbers of gear: 9 nos.

2. SHAFT: Driven shaft, Driving shaft,

Total numbers of shaft: 2 nos.

3. DC MOTOR: Wiper motor body, Speed reduced from 600RPM to 30RPM.

4. TRANSFORMER: Step-down transformer 230v to 12v Converts AC to DC

5. ELECTROMAGNETIC PLUNGER: 12volt

6. BASE FRAME: 45cm30cm dimension (Made of 10mm square rod)

TRANSFORMER:
The transformers are of two types there are step-up and step-down transformers. Here we are using the step-down transformer which converts the higher voltage to lower voltage. The specification of the transformer is that the 230volt is converted to 12 volt. The transformer we used here is shown below,

And the transformer is connected to the DC motor. Thus the power is step downed to 12v and passed to motor and electromagnetic plunger.

DC MOTOR:
The DC motor is the wiper motor from the automobile. The motor gets the power from the transformer. The motor is normally rotate at the 600rpm here we decrease it to 30rpm. The crank mechanism is used to rotate the primary axis of the gearbox. The DC motor used in the gearbox is shown below,

The arrangement of the DC motor and the primary axis (input shaft) is shown in the figure below,

PRIMARY AXIS:
The primary axis is nothing but the input shaft of the gearbox. The primary axis contains the driving gears. It is connected to the DC motor and the electromagnetic plunger.

SECONDARY AXIS:
The secondary axis is the output shaft of the gearbox. Which is placed constantly and not connected with others only the driving and driven gear is meshed with each other the secondary axis contains the driven gear, it rotate as corresponding to the primary axis. The arrangement of the primary and secondary axis is shown below,

PUSH BUTTON SETUP:

The push button is act as the lever of the gearbox. The push button is placed and gets power from the transformer to electromagnetic plunger. It is just the simple button placed on the

frame. The operation of the button cause shifting of gear. The push button switch used is shown below,

ELECTROMAGNETIC PLUNGER:

The electromagnetic plunger is the main part of this gearbox; the electromagnetic plunger is operated by the power using the transformer. The electromagnetic plunger is worked on 12volt supply, the worm and worm wheel is used inside the plunger, it is used to shift the gear in the primary axis in the gearbox, the electromagnetic plunger setup is shown below,

DRIVING GEARS:

The driving gears are placed on the primary axis that is input shaft. There are 5 numbers of gears are present on the axis but only two set of gears is goes to mesh with the driven gears. Other gears are placed on the axis for the support but not used. And this connected to the electromagnetic plunger; according to the corresponding movement of the electromagnetic plunger the driving gears are shifted. The arrangement of the electromagnetic plunger and the primary axis is shown in the figure below,

DRIVEN GEARS:
The driven gears are placed on the secondary axis of the gearbox. There are four numbers of the gears are present on the axis the only two gears are mesh with the driving gears. The driven gears are rotate with corresponding to the driving gears. The speed of the output shaft is based on the secondary shaft with response to the speed selected on the electromagnetic plunger by the push button.

OVERALL WORKING PROCEDURE:

The electromagnetic gearbox contains the components transformer, DC motor, primary axis, secondary axis, driving gears, driven gears, electromagnetic plunger and the push button setup. The transformer gives the supply to the DC motor and the electromagnetic plunger. The DC motor rotate using the crank slider mechanism to rotate the primary axis. The primary axis contains the driving gears it made to rotate the driven gears then the secondary axis is also rotate. The secondary axis rotation is the output of the gearbox. The speed of the gearbox is selected by the electromagnetic plunger. It is working on the worm and worm wheel mechanism used inside the plunger which is connected to the dog clutch gear on the primary axis. The selection of the speed by the electromagnetic plunger is operated by the push button setup.

LAW OF GEARING:
A primary requirement of gears is the constancy of angular velocities or proportionality of position transmission. High-speed gear trains also require transmission at constant angular velocities. Constant velocity is the 'conjugate action' of the gear tooth profile. A common normal to the tooth profiles at their point of contact must pass through a fixed point on the line of centers called the pitch point. Any two profiles engaging each other and satisfying the law of gearing are conjugate curves.

GEAR GEOMETRY:
The essential features of a gear mesh are, CENTER DISTANCE: It is the distance between the centers of two pitch circles. PITCH DIAMETERS: The tangent to two basic circles is the line of contact in gear vernacular. Where this line crosses the line of center establishes the pitch. The ratio of pitch diameters gives the velocity ratio. PITCH:

It is a measure of tooth spacing along the pitch circle. There are two basic forms. Circular pitch is the direct measurement of distance of one tooth center to the adjacent tooth center. It is equal to the pitch circle circumference divided by the teeth. Diameter pitch is the measure of the number of teeth per inch of the pitch diameter. Both the pitches are inversely related to each other and permit an easy transformation from one to the other. PRESSURE ANGLE: It is the contacting involutes: The angel between the line of force between meshing teeth and the tangent to the pitch circle at the point of mesh. Gears must have the same pitch and the pressure angel to mesh. MODULE: It is the ratio of pitch diameter to the number of teeth. It is mainly used for metal gears. A higher module indicates coarser tooth spacing. GEAR TRAIN: When two or more gears are meshing, it is called a gear train. GEAR BOX: It is an automotive assembly of gears and associated parts by which power is transmitted from the engine to the driving axle. SHAFTS: Cylindrical rods made of metal used for power transmission, linear motion and various other purposes in industries. SPROCKETS: Teeth like projection arranged on a wheel rim to engage the links of a chain. PINIONS: It is the small tapered gear that meshes with a larger gear or rack.

KINEMATICS OF GEARBOX:

When two gears are connected they rotate in opposite directions. The gear that does the driving is known as the driver and the other is known as the driven gear. If two gears have the same number of teeth then one turn of driver gear causes the driven gear to turn once. When connected to a power source it applies torque to the input shaft driving it at a considerable speed. For a single pair of gears the output shaft rotates at a different speed as that of the input shaft. The torque applied on the output shaft drives the load. One essential for the proper meshing of the gears is that the size of the teeth on the pinion should be the same as the size of the teeth on the wheel. The module must be common to both the gears. Pitch circles contact one another at the pitch point and the pinion's pitch line velocity must be identical to the wheels pitch line velocity. At the pitch point develops a tangential component of action-reaction due to contact between the gears. When the driver gear is smaller than the driven gear then speed is reduced and it amplifies torque in proportion to their teeth numbers. The only way that the input and output shafts of a gear pair can be made to rotate in the same sense is by interposition of an odd number of intermediate gears. These do not affect the speed ratio between input and output shafts. Such a gear train is called a simple train. If there is no power flow through the shaft of an intermediate gear then it is an idler gear.

AUTOMATIC TRANSMISSION MODE:

Conventionally, in order to select the transmission operating mode, the driver moves a selection lever located either on the steering column or on the floor (as with a manual on the floor, except that most automatic selectors on the floor don't move in the same type of pattern as a manual lever; most automatic levers only move vertically). In order to select modes, or to manually select specific gear ratios, the driver must push a button in (called the shift lock button) or pull the handle (only on column mounted shifters) out. Some vehicles position selector buttons for each mode on the cockpit instead, freeing up space on the central console. Vehicles conforming to US Government standards must have the modes ordered P-R-N-D-L (left to right, top to bottom, or clockwise). Prior to this, quadrant-selected automatic transmissions often used a P-N-D-L-R layout, or similar. Such a pattern led to a number of deaths and injuries owing to unintentional gear selection, as well as the danger of having a selector (when worn) jump into Reverse from Low gear during engine braking maneuvers. Automatic transmissions have various modes depending on the model and make of the transmission. Some of the common modes include PARK (P): This selection mechanically locks the output shaft of transmission, restricting the vehicle from moving in any direction. A parking pawl prevents the transmission from rotating, and therefore the vehicle from moving, although the vehicle's non-driven roadwheels may still rotate freely. For this reason, it is recommended to use the hand brake (or parking brake) because this actually locks (in most cases) the rear wheels and prevents them from moving. This also increases the life of the transmission and the park pin mechanism, because parking on an incline with the transmission in park without the parking brake engaged will cause undue stress on the parking pin. An efficiently-adjusted hand brake should also prevent the car from moving if a worn selector accidentally drops into reverse gear during early morning fast-idle engine warmups. It should be noted that locking the transmission output shaft does not positively lock the driving wheels. If one driving wheel slips while the transmission is in park, the other will roll freely as the slipping wheel rotates in the opposite direction. Only a (properly adjusted) parking brake can be relied upon to positively lock both of the parking-braked wheels. (This is not the case with certain 1950's Chrysler products that carried their parking brake on the transmission tail shaft, a defect compounded by the provision of a bumper jack). It is typical of front-wheel-

drive vehicles for the parking brake to be on the rear (non-driving) wheels, so use of both the parking brake and the transmission park lock provides the greatest security against unintended movement on slopes. Unfortunately, the rear of most front-wheel-drive vehicles has only about half the weight on the rear wheel as is on the front wheels, greatly reducing the security provided by the parking brake as compared to either rear-wheel-drive vehicles with parking brake on the rear wheels (which generally have near half of the total vehicle weight on the rear wheels, except for empty pickup and open-bed trucks) or to front-wheel-drive vehicles with the parking brake on the front wheels, which generally have about two-thirds of the vehicle's weight (unloaded) on the front wheels. A car should be allowed to come to a complete stop before setting the transmission into park to prevent damage. Usually, Park (P) is one of only two selections in which the car's engine can be started, the other being Neutral (N). In many modern cars and trucks, the driver must have the foot brake applied before the transmission can be taken out of park. The Park position is omitted on buses/coaches with automatic transmission (on which a parking pawl is not practical), which must be placed in neutral with the parking brakes set. Advice is given in some owner's manuals [example: 1997 Oldsmobile Cutlass Supreme owner's manual] that if the vehicle is parked on a steep slope using the park lock only, it may not be possible to release the park lock (move the selector lever out of "P"). Another vehicle may be required to push the stuck vehicle uphill slightly to remove the loading on the park lock pawl. Most automobiles require P or N to be set on the selector lever before the internal combustion engine can be started. This is typically achieved via a normally open inhibitor switch, which is wired in series with the starter motor engagement circuit, and is only closed when P or N is selected, thus completing the circuit (when the key is turned to the start position) REVERSE (R): This engages reverse gear within the transmission, giving the ability for the vehicle to drive backwards. In order for the driver to select reverse in modern transmissions, they must come to a complete stop, push the shift lock button in (or pull the shift lever forward in the case of a column shifter) and select reverse. Not coming to a complete stop can cause severe damage to the transmission. Many modern automatic transmissions have a safety mechanism in place, which does to some extent prevent (but does not completely avoid) inadvertently putting the car

in reverse when the vehicle is moving forwards. This mechanism usually consists of a solenoidcontrolled physical barrier on either side of the Reverse position, which is electronically engaged by a switch on the brake pedal. Therefore, the brake pedal needs to be depressed in order to allow the selection of reverse. Some electronic transmissions prevent or delay engagement of reverse gear altogether while the car is moving. Some shifters with a shift button allow the driver to freely move the shifter from R to N or D, or simply moving the shifter to N or D without actually depressing the button. However, the driver cannot put back the shifter to R without depressing the shift button to prevent accidental shifting, especially at high speeds, which could damage the transmission. NEUTRAL/NO GEAR (N): This disengages all gear trains within the transmission, effectively disconnecting the transmission from the driven road wheels, so the vehicle is able to move freely under its own weight and gain momentum without the motive force from the engine (engine braking). This is the only other selection in which the vehicle's engine can be started. DRIVE (D): This position allows the transmission to engage the full range of available forward gear trains, and therefore allows the vehicle to move forward and accelerate through its range of gears. The number of gear ratios a transmission has depends on the model, but they initially ranged from three (predominant before the 1990s), to four and five speeds (losing popularity to six-speed autos, though still favored by Chrysler and Honda/Acura). Six-speed automatic transmissions are now probably the most common offering Toyota Camry V6 models, the Chevrolet Malibu LTZ, Corvette, GM trucks, Pontiac G8, Ford Falcon BF 2005-2007 and Falcon FG 2008 - current in Australia with 6 speed ZF, and most newer model Ford/Lincoln/Mercury vehicles). However, seven-speed autos are becoming available (found in Mercedes 7G gearbox), as are eight-speed autos in the newer models of Lexus and BMW cars.

OVERDRIVE (D, OD, OR A BOXED [D]):

This mode is used in some transmissions to allow early computer-controlled transmissions to engage the Automatic Overdrive. In these transmissions, Drive (D) locks the Automatic Overdrive off, but is identical otherwise. OD (Overdrive) in these cars is engaged under steady speeds or low acceleration at approximately 3545 mph (5672 km/h). Under hard acceleration or below 3545 mph (5672 km/h), the transmission will automatically downshift. Vehicles with this option should be driven in this mode unless circumstances require a lower gear. THIRD (3): This mode limits the transmission to the first three gear ratios, or sometimes locks the transmission in third gear. This can be used to climb or going downhill. Some vehicles will automatically shift up out of third gear in this mode if a certain RPM range is reached in order to prevent engine damage. This gear is also recommended while towing a caravan. SECOND (2 OR S): This mode limits the transmission to the first two gear ratios, or locks the transmission in second gear on Ford, Kia, and Honda models. This can be used to drive in adverse conditions such as snow and ice, as well as climbing or going down hills in the winter time. Some vehicles will automatically shift up out of second gear in this mode if a certain RPM range is reached in order to prevent engine damage. Although traditionally considered second gear, there are other names used. Chrysler models with a three-speed automatic since the late 1980s have called this gear 3 while using the traditional names for Drive and Low. FIRST (1 OR L [LOW]): This mode locks the transmission in first gear only. In older vehicles, it will not change to any other gear range. Some vehicles will automatically shift up out of first gear in this mode if a certain RPM range is reached in order to prevent engine damage. This, like second, can be used during the winter season, or for towing. As well as the above modes there are also other modes, dependent on the manufacturer and model.

D5: In Hondas and Acuras equipped with five-speed automatic transmissions, this mode is used commonly for highway use (as stated in the manual), and uses all five forward gears. D4: This mode is also found in Honda and Acura four- or five-speed automatics, and only uses the first four gear ratios. According to the manual, it is used for stop-and-go traffic, such as city driving. D3: This mode is found in Honda, Acura, Volkswagen and Pontiac four-speed automatics and only uses the first three gear ratios. According to the manual, it is used for stop-and-go traffic, such as city driving. S OR SPORT: This is commonly described as Sport mode. It operates in an identical manner as "D" mode, except that the up shifts change much higher up the engine's rev range. This has the effect on maximizing all the available engine output, and therefore enhances the performance of the vehicle, particularly during acceleration. This mode will also down change much higher up the rev range compared to "D" mode, maximizing the effects of engine braking. This mode will have a detrimental effect on fuel economy. Hyundai has a Norm/Power switch next to the gearshift for this purpose on the Tiburon. Some early GMs equipped with Tourqueflite transmissions used (S) to indicate Second gear, being the same as the 2 position on a Chrysler, shifting between only first and second gears. This would have been recommended for use on steep grades, or slippery roads like dirt, or ice, and limited to speeds under 40 mph. (L) was used in some early GMs to indicate (L)ow gear, being the same as the 2 position on a Chrysler, locking the transmission into first gear. This would have been recommended for use on steep grades, or slippery roads like dirt, or ice, and limited to speeds under 15 mph.

+ , and M: This is for the Manual mode selection of gears in certain automatics, such as Porsche's Tiptronic. The M feature can also be found in Chrysler and General Motors products such as the Dodge Magnum and Pontiac G6, as well as Toyota's Camry, Corolla, Fortuner, Previa and Innova. Mitsubishi and some Audi models (TT), meanwhile do not have the M, and instead have the + and -, which is separated from the rest of the shift modes; the same is true for some Peugeot products like Peugeot 206. Meanwhile, the driver can shift up and down at will by toggling the (console mounted) shift lever like a semi-automatic transmission. This mode may be engaged either through a selector/position or by actually changing the gears (e.g., tipping the gear-down paddles mounted near the driver's fingers on the steering wheel). Some early GMs equipped with Tourqueflite transmissions used (S) to indicate Second gear, being the same as the 2 position on a Chrysler, shifting between only first and second gears. This would have been recommended for use on steep grades, or slippery roads like dirt, or ice, and limited to speeds under 40 mph. (L) was used in some early GMs to indicate (L)low gear, being the same as the 2 position on a Chrysler, locking the transmission into first gear. This would have been recommended for use on steep grades, or slippery roads like dirt, or ice, and limited to speeds less than 15 mph. WINTER (W): In some Mercedes-Benz, BMW and General Motors Europe models, a winter mode can be engaged so that second gear is selected instead of first when pulling away from stationary, to reduce the likelihood of loss of traction due to wheel spin on snow or ice. On GM cars, this was D2 in the 1950s, and is Second Gear Start after 1990. On Ford, Kia, and Honda automatics, this feature can be accessed by moving the gear selector to 2 to start, then taking your foot off the accelerator while selecting D once the car is moving.

BRAKE (B): A mode selectable on some Toyota models. In non-hybrid cars, this mode lets the engine do compression braking, also known as engine braking, typically when encountering a steep

downhill. Instead of engaging the brakes, the engine in a non-hybrid car switches to a lower gear and slows down the spinning tires. The engine holds the car back, instead of the brakes slowing it down. GM called this "HR" ("hill retarder") and "GR" ("grade retarder") in the 1950s. For hybrid cars, this mode converts the electric motor into a generator for the battery. It is not the same as downshifting in a non-hybrid car, but it has the same effect in slowing the car without using the brakes.

PURPOSE OF TRANSMISSION:
1. It helps the engine to disconnect from the driving wheels. 2. It helps the running engine to be disconnected to the driving wheel smoothly and without shock. 3. It provides the leakage between engine and the driving wheels to be varied. 4. It helps to reduce the engine speed in the ratio of 4:1 in case of passenger car and in greater ratio in case of Lorries.
5. It helps the turning of the drive around through 900.

6. It helps the driving wheels to be driven at different speed. 7. It gives the relative motion between engine and the driving wheels due to flexing of the road springs.

SHIFT OR SELECTOR MECHANISM

Gear changing and selecting a particular gear train to operation, the selector mechanism is implemented to obtain the same easier. In this case, the gears are shifted by a gear shift lever. In manually operated selective transmission system, the gear shift lever is mounted either on steering column or on the floor. But in electromagnetic gearbox the selector mechanism is based on the movement of the plunger by the push button setup. The speed of the gear is selected as the figure is shown below,

MANUALLY CONTROLLED AUTOMATIC TRANSMISSION:

Most automatic transmissions offer the driver a certain amount of manual control over the transmission's shifts (beyond the obvious selection of forward, reverse, or neutral). Those controls take several forms are, THROTTLE KICKDOWN: Most automatic transmissions include some means of forcing a downshift into the lowest possible gear ratio if the throttle pedal is fully depressed. In many older designs, kick down is accomplished by mechanically actuating a valve inside the transmission. Most modern designs use a solenoid-operated valve that is triggered by a switch on the throttle linkage or by the engine control unit (ECM) in response to an abrupt increase in engine power. MODE SELECTION: Allows the driver to choose preset shifting programs. For example, Economy mode saves fuel by up shifting at lower engine speeds, while Sport mode (aka "Power" or "Performance") delays shifting for maximum acceleration. The modes also change how the computer responds to throttle input. LOW GEAR RANGES: Conventionally, automatic transmissions have selector positions that allow the driver to limit the maximum ratio that the transmission may engage. On older transmissions, this was accomplished by a mechanical lockout in the transmission valve body preventing an up shift until the lockout was disengaged; on computer-controlled transmissions, the same effect is accomplished by firmware. The transmission can still up shift and downshift automatically between the remaining ratios: for example, in the 3 range, a transmission could shift from first to second to third, but not into fourth or higher ratios. Some transmissions will still up shift automatically into the higher ratio if the engine reaches its maximum permissible speed in the selected range.

MANUAL CONTROLS: Some transmissions have a mode in which the driver has full control of ratio changes (either by moving the selector, or through the use of buttons or paddles), completely overriding the automated function of the hydraulic controller. Such control is particularly useful in cornering, to avoid unwanted up shifts or downshifts that could compromise the vehicle's balance or traction. "Manumatic" shifters, first popularized by Porsche in the 1990s under the trade name Tiptronic, have become a popular option on sports cars and other performance vehicles. With the near-universal prevalence of electronically controlled transmissions, they are comparatively simple and inexpensive, requiring only software changes, and the provision of the actual manual controls for the driver. The amount of true manual control provided is highly variable: some systems will override the driver's selections under certain conditions, generally in the interest of preventing engine damage. Since these gearboxes also have a throttle kick down switch, it is impossible to fully exploit the engine power at low to medium engine speeds. SECOND GEAR TAKEOFF: Some automatics, particularly those fitted to larger capacity or high torque engines, either when "2" is manually selected, or by engaging a winter mode, will start off in second gear instead of first, and then not shift into a higher gear until returned to "D." Also note that as with most American automatic transmissions, selecting "2" using the selection lever will not tell the transmission to be in only 2nd gear; rather, it will simply limit the transmission to 2nd gear after prolonging the duration of 1st gear through higher speeds than normal operation. The 2000-2002 Lincoln LS V8 (the five-speed automatic without manumatic capabilities, as opposed to the optional sport package w/ manu-matic 5-speed) started in 2nd gear during most starts both in winter and other seasons by selecting the "D5" transmission selection notch in the shift gate (for fuel savings), whereas "D4" would always start in 1st gear. This is done to reduce torque multiplication when proceeding forward from a standstill in conditions where traction was limitedon snow- or ice-covered roads, for example.

TROUBLESHOOTING OF THE GEAR BOX

1. Gear shift linkage out of adjustment. 2. Gear shift linkage needs lubrication. 3. Shifter work bent. 4. Sliding gears or synchronizer tight on shaft splines. 5. End of the transmission input shaft binding in crankshaft pilot bushing.
6. An internal Automatic gearbox repair may be necessary if parts within the automatic

gearbox are worn or damaged. 7. External controls for the Automatic gearbox may simply need adjustment .
8. External controls may need replacement.

9. Electrical components may need adjustment or replacement.

10. There is buzzing or any other noise from the Automatic gearbox if your vehicle is a four-

wheel drive, there is a clicking noise in the Automatic gearbox while it is in 4-wheel drive mode. 11. There is a clunking from under the vehicle when you change gears.

ADVANTAGE:
1. It is a simplified driving control. 2. It gives less physical and manual fatigue to the driver. 3. There is no clutch pedal and gear lever and hence simplification of drivers compartment. 4. It provides smoother running under all condition 5. No shocks or jerky driving are produced while driving. 6. Improved acceleration and hill climbing are obtained. 7. Fuel consumption is reduced.
8. It has less wear and tear. 9. Noise free gear shifting is possible

10. It has longer life.

DISADVANTAGE:
1. Need of extra power to the electromagnetic plunger is the only drawback of this gearbox

CONCLUSION
The modification model of new electromagnetic gearbox has resulted in the better performance than the ordinary gearbox. The problems and hardness of shifting gears are reduced by the push button setup. The electromagnetic gearbox is the one of the advance technique in the trends of automobile, the cost of the maintenance is also reduced. thus the modification of electromagnetic setup has proved to most effective and more economical .

BIBILOGRAPHY:
1. P.S.GDesign Data book. 2. Handbook for engineers. 3. Material Science By Rk Rajput. 4. Mechanical System Design By S.P . Patil. 5. Theory of machine By Khurmi & Gupta

6. Machine Design By Khurmi & Gupta

WEBSITES:
1. www.ehow.com 2. www.en.wikipedia.org 3. www.autorepair.about.com 4. www.gearboxproblem.uk.com