DESIGN OF AN AUTOMATIC GEAR-SHIFTER FOR BICYCLE

A Project Proposal
Presented to the Faculty of the Mechanical Engineering
College of Engineering, Architecture and Fine Arts
BATANGAS STATE UNIVERSITY
Gov. Pablo Borbon Main Campus II
Alangilan, Batangas City

In Partial Fulfillment
of the Requirements for the Degree of
Bachelor of Science in Mechanical Engineering

by

ILAO, RAMLYN R.

April 30, 2018

i
 EXECUTIVE SUMMARY

According to an aspect of the present proposal, there is given a pushed automatic

transmission bike. The automatic transmission bike incorporates a bike outline, a tie ring
rotatable coupled to the bike outline, a couple of pedals rotatable coupled to the bike
outline, a wheel rotatable coupled to the bike outline, and a majority of riggings coupled
to the bike outline. The majority of riggings has a majority of apparatus mixes
characterized by no less than two apparatuses helpfully locked in. The automatic
transmission bike incorporates a bike chain that is extendable about the chain ring. The
bike chain is in mechanical correspondence with the majority of riggings. The bike chain
characterizes a pivot of movement. The automatic transmission bike ideally incorporates
an electric engine coupled to the bike outline. The electric engine is engageable with the
bike bind to move the bike chain along the pivot of movement. The automatic
transmission bike incorporates a voltage generator coupled to the bike outline. The
voltage generator is in mechanical correspondence with the wheel. The voltage generator
is arranged to produce a present that has a comparing voltage subordinate upon rotational
speed of the wheel. The automatic transmission bike likewise incorporates an apparatus
shifter coupled to the bike outline. The apparatus shifter is in electrical correspondence
with the voltage generator and arranged to get the current created by the voltage
generator. The rigging shifter is designed to apply a mechanical power upon the majority
of apparatuses to change between two particular gear blends from the majority of
apparatus mixes because of accepting the present that includes a comparing voltage
inside a foreordained voltage go.
As indicated by encourage exemplifications of the present proposal, the apparatus
shifter may include a link in mechanical correspondence with the majority of riggings.
The link characterizes a link pivot. The link might be arranged to move pivotally along
the link hub because of the rigging shifter accepting the present that includes a relating
voltage inside a foreordained voltage run. The rigging shifter may incorporate a torsion
spring in mechanical correspondence with the link. The torsion spring might be arranged
to apply a power upon the link subordinate upon the rigging shifter accepting the present
that includes a comparing voltage inside a foreordained voltage go.
The apparatus shifter may incorporate a processor unit. The processor unit may
have a related voltage run comparing to each rigging blend from the majority of
apparatus mixes. The processor unit may encourage suitable rigging mixes from the
majority of apparatus blends in light of getting the present that includes a comparing
voltage inside a foreordained voltage extend. Moreover, the rigging shifter may
incorporate the processor unit with a flexible related voltage go comparing to each
apparatus mix from the majority of apparatus mixes. In the event that the client wants
quicker apparatus blend shifts at bring down velocities, the client may diminish the
related voltage run comparing to each rigging mix. On the off chance that the client might
want deferred outfit mix shifts at higher rates, the client may build the related voltage
extend comparing to each apparatus blend. The rigging shifter may likewise be designed
to get the current created by the voltage generator consistently amid pivot of the wheel.
The automatic transmission bike may incorporate a front center point coupled to the bike
outline. The voltage generator is coupled to the front center.
The automatic transmission bike may incorporate the electric engine coupled to
the bike outline between the chain ring and the wheel. The automatic transmission bike
may likewise incorporate a battery coupled to the bike outline adjoining the chain ring.
The battery is in electrical correspondence with the electric engine. Moreover, the
automatic transmission bike may incorporate a planetary apparatus reducer coupled to the
electric engine.

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 ACKNOWLEDGMENT

The researchers would like to extend their deepest gratitude and appreciation to

the following persons who shared time, support, and patience in fulfillment of this study.

To Engr. Allan B. De Villa, their machine design adviser, for the motivation,

support and guidance that helped them in the completion and success of this technical

report.

To the faculty members of Mechanical Engineering Department, for giving the

researchers the intuitive comments and suggestions necessary for this study.

To their family and friends, for the never ending attention, encouragement and

support.

Most of all, to Almighty GOD, who guided them along the way of completing the

study.

- Ram

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 TABLE OF CONTENTS

Page

Title Page i

Executive Summary ii

Acknowledgement iii

Table of Contents iv

Design Report v

Problem Definition 1

Scope of the Problem 1

Technical Review 2

Design Requirement 7

Design Description 11

Overview 11

Detailed Description 12

Use

Evaluation 15

Overview 15

Prototype 16

Testing and Results 18

Assessment 18

Next Steps 19

References vi

Appendices vii

iv
 DESIGN REPORT

Problem Definition
In this part problems are described. Sufficient details and information were
gathered to understand the significance of the problems and how it is solved. For further
details requirements for key design were also established.

Scope of the Problem

There are potentially different problems that are encountered in the bicycle. One
of those is the problem in the gearing system. Most of the gearing system in the
bicycle is manual. It's simply evident that manual transmission would offer better
execution of range speed shifting, the fact that it offers a more extensive choice of
gear proportions. Because of the increased space available in the transmission
compartment, manual transmission can offer a wide variety of speed transmission.
But its disadvantage can be in handling complexity; this is where most manually
bicycles fail. The learning curve involved in getting used to the shifting gear system
and controlling it for a more efficient and smooth speed shift output. Majority of
riders do not have access to sound professional training in handling of gears. As the
market base widens, greater number of inexperienced riders are brought into the
equation. They prefer to opt for the models with automatic shift gear for the simple
ease of driving without having to fuss over mechanical details. In the shifting
disadvantage; with better innovation, automatic transmission has been enhanced and
overhauled upon to move speeds quicker and more easily than manual transmission.
Subsequently, even those riders who favoured the chunky physically transmitted
bikes once for the power and execution now feel soother with the bikes. In the
maintenance disadvantage; the manual transmission framework includes an
inflexible shifter that couples the pedal power to the transmission. The more
prominent and consistent utilization of more number of mechanical parts in a manual
framework result in visit wear and tear of the segments, requiring standard upkeep,
similar to, link and rigging shift change works. Interestingly, all that programmed
transmission requires is a throttle, and the bike is responsible for the rider. And in the
weight disadvantage; bikes with automatic transmission have a tendency to be more
lightweight than physically transmitted bikes. This is for the most part because of the
decrease in requirement for substantial machine segments to keep the framework
together and interlocked. All that a automatic transmission comprises of are a chain,
a few weights and springs. A manual transmission framework, then again, possesses
a great deal of room with heavy grasp framework to keep the pedal and transmission
coupled well amid speed moving.

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Technical Review
Bicycle gears have been one reason that keeps many individuals from cycling all
the more frequently. This may sound somewhat original as riggings are really
expected to make work simpler, particularly while exploring through bumpy regions,
yet the vast majority are never certain which equip they ought to be in for a particular
landscape. Fortunately with propels in innovation, there exists bicycles that can turn
the riggings in light of the rider's rhythm.
An automatic bike moving framework for consequently controlling the moving
of a bike transmission in light of a majority of wheel speeds chose by rider. The
framework incorporates a controller that works a changing component, for example,
an inward gear centre point framework. The framework works in three modes: a
setting mode, a automatic mode, and a manual mode. The rider chooses the majority
of wheel speeds by physically moving the bike at wanted bike speeds amid the
setting mode. The controller stores a bike speed each time the rider physically moves
the bike amid the setting mode in its memory. The stored bike speeds are then
utilized by the controller to move the bike amid the automatic mode.
This innovation identifies with bike moving frameworks and all the more
especially to a automatic electronic moving framework that enables the rider to pick
the bike speeds at which automatic moving of the bike transmission will happen.
It is known in the ability identifying with bikes to give an automatic moving
framework to move a transmission of the bike. The framework may incorporate a
controller, for example, a chip or microcontroller that controls an actuator, for
example, an electric engine or solenoid that incites a moving instrument. The
changing instrument might be a derailleur or an interior gear centre point framework.
The framework might be physically worked to such an extent that the rider moves
the bike transmission by initiating a lever or catch that is combined with the
controller or PC. Or on the other hand the framework might be worked consequently
in light of specific parameters, for example, wheel speed or rhythm.
For instance, the framework might be worked consequently in light of the
detected speed of the bike. To decide if the bike transmission ought to be moved, the
controller looks at the detected speed of the bike with a speed go stored in the
controller's memory for a present rigging position of the bike. On the off chance that
the detected speed falls outside of the speed extend for the present apparatus
position, the controller enacts the actuator which changes the rigging position to
compare with the detected speed. A downside related with this arrangement is that
the moving happens at foreordained bike speeds which might be not quite the same
as the coveted moving velocities of the rider. In this way, a need exists for a
automatic moving framework that enables the rider to choose the bike speeds at
which automatic moving will happen.
Automatic gear shifters or speed changers for bicycles and the analogous
have been delineate which are intended to be responsive to speed changes as sensed

2
by centrifugal weights or force modification as sensed by chain tension. It is
mandatory to stave off unconscionable shifting due to cyclic pedal situation,
vibrational conditions, or shock loads. The subject, a force
responsive automatic shifter, personage a hydraulic damping system to confines the
quality of shifting, and in a simplified arrangement, the force is sensed indirectly
from that circumstances of the rider's heaviness which repose on the saddle seat.

Millions of bicycles and the suchlike have been sold with variable speed
transmissions that are manually shifted, but efforts to produce an automatic shifting
device have not been so successful on a commercial scale.

The reasons why a cyclist should dearth an automatic shifting device have been
reexamination by R. E. Perry in U.S. Pat. No. 3,929,025.

Known designs for automatic shift controls are intended to be responsive

furthermore to speed changes or to force changes. U.S. Pat. Nos. 3,301,095 and
3,388,617 describe speed responsive devices with centrifugal heaviness. The U.S.
Pat. No. 3,929,025 describes a force responsive device, working with chain tension
interpretation, and having mechanical means to stave off unconscionable speedy
shifting due to cyclic pedal situations or shock burden. U.S. Pat. No. 3,613,466 is
related.

It is consequential to assimilate that there are several varieties of variable speed

transmission systems widely accustomed for bicycles and correspondent pedal-
powered vehicles. Suchlike variable speed transmission systems may be called
accommodate speed force transmission systems, and they commonly are introduce
compound to the rear hub of a two wheel bicycle. The proficient majority of these
are manually shifted by a mechanical linkage that redeems a substantial push or pull
exploit to some shiftable component in the transmission system. We are enterprise
here with the system that initiates a shift and delivers the consequential push or pull
exploit to the shiftable element. Consequently, the automaticshift control can be
applicable to any pedal-powered vehicle having either a derailleur type transmission,
a multiple speed hub, or unidentified distinguishable description of shiftable
transmission, including infinitely variable types.

Numerous adversity levels and body positions absence to be accommodated in

bicycling, and this has brought several description of shifters to the market.
Mountain biking and road cycling exposition the considerable distinctiveness in style
and location of shifters. The types of shifters may also contrast depending on the
period in which each was produced as each decade has seen multiple popularized
shifter designs. Functionality and cost also impact the style of bicycle shifter a
person may use.

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 Types of shifters:

1. Twist Grip Shifters

The twist grip shifters are a relatively new design in the evolution of
changing gears. The twist grip mounts on straight bars and blends in with the
standard handlebar grip. The rider simply twists his hand toward or away from
him in order to shift up or down. One main advantage to this style is that the
rider has immediate access to shifting without having to move his hands to a new
location. The downside is that the indexed shifting slots easily become rounded
and worn and the gears may slip out of place. The Barnett Bicycle Institute states
that because twist grip shifters are integrated onto the bar, their maintenance may
be more difficult and time consuming.

2. Dropbar Integrated Combo Shifters

The road bike combo brake and shift lever is the substitutive model in the
evolution of bicycle shifters. On the inflection road style handlebar, the brake
lever and shifter are integrated into one streamlined piece that reduces overall
weight and shifting time. The shift lever sits directly behind the brake lever,
while both levers move independent from each other and will not interfere with
each other's functioning. The Park Tool website states that each brand of combo
shifters must be fitted to their exact corresponding derailleurs and gear sets. One
of the incommodity to this style of shifter is that it application sophisticated and
incredibly specific parts that are not substitutable with other trademarks or
precise past models. If one part of the shifter brakes, the whole component must
be replaced.

3. Other Types
Other models are mounted on the stem, downtube and bar ends. Stem
shifters are often found on older road bikes, are made of simple metal parts and
use the friction system rather than indexing. Downtube shifters mount on the
downtube of road bikes and are designed to reduce the amount of cables and
housing used. Bicycles with downtube shifters have a more streamlined look but
require the rider to reach down in order to shift gears. Bar end shifters mount on
road bars and insert directly into the end of the bar. This style allows the rider to
ride with her hands in the racing position at the end of the handlebar, with
shifting taking precedence over braking.

Parts of an Automatic Shift Gear System

1. Wheel
A bicycle wheel is a wheel, most ordinary is a wire wheel, schemed for
a bicycle. A pair is constantly called a wheelset, specifically in the contexture of
prepared built "off the shelf" performance-oriented wheels.
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2. Gear Shifter
A bicycle shifter or gear control or gear levers is a constituent accustomed to
control the gearing mechanisms and choose the appetency gear ratio. Generally,
they handle moreover a derailleur mechanism or an internal hub
gear mechanism. In additionally case, the control is operated by impactful
of cable that concatenate the shifter to the gear mechanism. Shifters are
accumulate on the down tube of the frame, stem, or varigated emplacement on
the handlebars.

3. Fork
A bicycle fork is the partway of a bicycle that grapple the front wheel. A
fork commonly correspond of two blades which are coupling at the uppermost
by a fork crown. Overhead of the crown, a steerer tube attaches the fork to the
bicycle and the handlebars (through a stem) allowing the rider to direct the
bicycle. The steerer tube of the fork interfaces with
the frame through bearings called a headset accumulate in the head tube. At the
lowermost of the fork, fork ends grapple the wheel. Conventional, furthermore
the axle is startle to the fork, or a quick release skewer transfer through a hollow
axle, clamping the axle to the fork.
Forks have several key dimensions which comprehend:
 Offset - Bicycle forks usually have an offset, or rake (not to be confused
with a different use of the word rake in the motorcycle world), that
emplacement the fork ends forward of the steering axis. This is achieved
by inflection of the blades presuming, inclination straightway blades
forward, or by placing the fork ends forward of the centerline of the
blades. The terminating is accustomed in suspension forks that necessary
have straightway blades in arrangement for the suspension mechanism to
work. Curved fork blades can also hand over anonymous shock
concentration.

The pretention of this offset is to downgrade 'trail'. Road racing bicycle

forks silk stocking an offset of forty to fifty-five mm. For touring
bicycles and distinguishable designs, the frame's head angle and wheel
size requirement will be taken into account when determining offset, and
there is an ultrathin pasturage of satisfactory offsets to contribute
sufficient handling characteristics.

 Length - The length of the fork is conventional considered parallel to the

steerer tube from the lowermost of the lower bearing race to the center
of the front wheel axle. A 1996 survey of 13 700c road forks constitute a
maximum length of 374.7 mm and a minimum of 363.5 mm.
 Width - The width of the fork, also called spacing, is considered colinear
with the front wheel axle between the intimate edges of the two fork
5
 ends. Consummate contemporary adult sized forks have one
hundred mm spacing.

4. Inner and Outer Chain

A bicycle chain is a roller chain that alienate power from the pedals to the
drive-wheel of a bicycle, consequently propelling it. Consummate bicycle chains
are made from plain carbon or alloy steel, merely anonymous are nickel-
plated to stave off rust, or exclusively for aesthetics.
Key dimensions should be comprehend:

 Wear - Chain wear, frequently called chain stretch, becomes

consequences with wide-ranging cycling. The wear is discarding of
material from the bushings and pins (or half-bushings, in the Sedis
design, correspondingly, called "bushingless", where the bushing is part
of the inner plate) rather than elongation of the
sideplates. The tension effectuate by pedaling is inadequate to cause the
latter. Considering the spacing from link to link on a worn chain is
longer than the one-half inch (12.7 mm) specification.
Chain wear quality are immensely modifiable, so replacement by
calendar is probable inopportune or continued use of a worn chain,
deleterious to rear sprockets. One enormously to expedient wear is with
a ruler or machinist's rule. Additional is with a chain wear tool, which
generally has a "tooth" of around the identical size establish on a
sprocket. They are exclusively emplacement on a chain beneath light
load and report a "go/no-go" result. If the tooth globule in concentrated
the way, the chain should be supersede.
Twenty half-links in a substitute chain measure ten inches
(254 mm), and replacement is recommended before the old chain
measures ten and one-sixteen inches (256 mm) (0.7% wear). A safer
time to supersade a chain is when twenty-four half-links in the old chain
measure twelve and one-half inches (306 mm) (0.5% wear).
 Sizes - The chain in application on contemporary bicycles has a one-half
inch (12.7 mm) pitch, which is the distance from one pin center to
another, ANSI standard number 40, where the four in "#40" indicates the
pitch of the chain in eighths of an inch; and iso standard 606 (metric) #8,
where the eight indicates the pitch in sixteenths of an inch. Its roller
diameter is five-sixteenth inch (7.9 mm).
On 1976, Shimano concisely made their own ten pitch Dura-Ace
track-specific system with ten millimeter (3⁄8 in) (approximately) pitch
from about year 1976 to 1980 which is called Shimano Dura-Ace
10 pitch. The Shimano 10 pitch system is mutually exclusive with
ANSI standard #40 (1/2"). For example, the chains, the sprockets and so

6
 on, and was interdict by the Japan Keirin Association, helping in its
dissolution.
 Length – New chains usually come in a stock length, long enough for
most upright bike applications. The appropriate number of links must be
removed before installation in order for the drive train to function
properly. The pin connecting links can be pushed out with a chain tool to
shorten, and additional links may be added to lengthen.
In the case of derailleur gears the chain is usually long enough so
that it can be shifted onto the largest front chain ring and the largest rear
sprocket without jamming, and not so long that, when shifted onto the
smallest front chain ring and the smallest rear sprocket, the rear
derailleur cannot take up all the slack. Meeting both these requirements
is only possible if the rear derailleur is compatible with the gear range
being used on the bike. It is broadly accepted as inadvisable to actually
use the large/large and small/small gear combinations due to chain
stress and wear.
In the case of single-speed bicycles and hub gears, the chain length
requires match the distance between crank and rear hub and the sizes of
the front chain ring and rear sprocket. These bikes usually have some
mechanism for small adjustments such as horizontal dropouts, track
ends, or an eccentric mechanism in the rear hub or the bottom bracket. In
extreme cases, a chain half-link may be necessary.

 Width - Chains approach in 2.4 millimeter, 3.2 millimeter,

4.0 millimeter or 4.8 millimeter roller widths, the internal width between
the inner plates is 3.2 millimeter chains are naturally accustomed on
bikes with a single rear sprocket: those with coaster brakes, hub
gears, fixed gears such as track bicycles, or BMX bikes. Chains
with 2.4 millimeter wide rollers are generally used on bikes
with derailleurs such as racing, touring, and mountain bikes. Fixed
sprockets and freewheels are also accessible in 2.4 millimeter widths so
fixed-gear and single-speed bikes can be situate to use the needlelike and
lighter 2.4 millimeter chains. Concluding, chains with 4.0 millimeter
wide rollers are used on freight bicycles and tricycles.
With derailleur equipped bicycles, the externeous width of the
chain correspondingly question, considering chains necessary not be too
wide for the cogset or they will inconvenience on the next substantial
sprocket, or too ultrathin that they might stumblr between two sprockets.
Chains can also be distinguished by the number of rear sprockets they
can support, anywhere from three to eleven, and the list below enables
measuring a chain of unknown origin to determine its suitability.

 6 speed – 7.8 mm (5⁄16 in) (all brands)

7
 7 speed – 7.3 mm (9⁄32 in) (Shimano HG), 7.1 mm (9⁄32 in) (SRAM, Shimano IG)
 8 speed – 7.3 mm (9⁄32 in) (Shimano HG), 7.1 mm (9⁄32 in) (SRAM, Shimano IG)
 9 speed – 6.6 to 6.8 mm (1⁄4 to 9⁄32 in) (all brands)
 10 speed – 6.2 mm (1⁄4 in) (Shimano, Campagnolo)
 10 speed (Narrow) – 5.88 mm (7⁄32 in) (Campagnolo, KMC)
 10 speed (Narrow, Direction) – 5.88 mm (7⁄32 in) (Shimano CN-5700, CN-6700, CN-
7900)
 11 speed – 5.5 mm (7⁄32 in) (Campagnolo, KMC, Shimano CN-9000)

5. Sprocket
A sprocket or sprocket-wheel is a profiled wheel with teeth, or cogs, that
tanglement with a chain, track or other perforated or indented material. The
name 'sprocket' applies generally to any wheel against which radial projections
fascinate a chain passing over it. It is differentiate from a gear in that sprockets
are never tanglemented together straightway, and contrast from a pulley in that
sprockets have teeth and pulleys are sophisticated.
Sprockets are accustomed in bicycles, motorcycles, cars, tracked vehicles,
and other machinery additionally to transfuse rotary motion between two shafts
where gears are inappropriate or to impart linear motion to a track, tape etc.
Conceivably the most frequent form of sprocket may be introduce in the bicycle,
in which the pedal shaft transport a considerable sprocket-wheel, which
thoroughfare a chain, which, in constitutional, thruway a diminutive sprocket on
the axle of the rear wheel . Primitive automobiles were also substantially driven
by sprocket and chain mechanism, a practice largely copied from bicycles.
Sprockets are of various designs, a maximum of efficiency being pretense
for each by its originator. Sprockets generally do not have a flange. Some
sprockets used with timing belts have flanges to conserve the timing belt
centered. Sprockets and chains are also accustomed for power transmission from
one shaft to another where slippage is not acceptable, sprocket chains being
accustomed instead of belts or ropes and sprocket-wheels instead of pulleys.
They barrel run at altitudinous speed and anonymous forms of chain are so
manufactured as to be discordance even at high speed.
6. Bicycle Frame
A bicycle frame is the cardinal constituent of a bicycle, onto
which wheels and other components are fitted. The contemporary and most
frequent frame design for an upright bicycle is based on the safety bicycle, and
correspond of two triangles: a central triangle and a paired rear triangle. This is
known as the diamond frame. Frames are necessitate to be strong, inflexible and
radiance, which they do by combining distinguishable materials and shapes.

8
 A frameset correspond of the frame and front fork of a bicycle and
occasionally embrace the headset and seat post. Frame builders will frequently
produce the frame and fork together as a paired set.

Design Requirement
The present proposal gives an automatic moving framework to a bike that
incorporates a move actuator which enables the rider to choose the velocities at
which moving of the bike transmission will happen. The change actuator controls a
changing instrument, for example, an inner gear center point framework or a
derailleur that drives a drive wheel of the bike at various apparatus proportions. The
framework works in three distinct modes: a setting mode, an automatic mode, and a
manual mode.

Figure 1.
Bicycle

The move actuator incorporates lodging versatile to be mounted on the bike that
encases a controller. A wheel speed input, a rigging control yield, a mode selector
and a move point selector are altogether coupled to the controller to be utilized by the
controller in controlling the moving of the bike transmission. The wheel speed input
gets a wheel speed flag that is illustrative of the bike wheel speed. The rigging
control yield transmits a control flag to an apparatus shifter of the bike. The mode
selector is actuable by the rider to choose between at any rate the setting mode and
the automatic mode. The move point selector is actuable by the rider to choose, while
the actuator is in the setting mode, no less than one move point which relates a
present wheel speed to a present bike outfit. A memory is given to storing no less
than one move point which relates no less than one stored wheel speed to an
9
individual stored apparatus. The controller causes no less than one move point to be
stored in the memory when the move actuator is in the setting mode and the rider
impels the move point selector. The controller, while in the automatic mode, controls
the apparatus shifter through the rigging control yield with the end goal that when the
wheel speed flag around measures up to the stored wheel speed, the rigging shifter
changes the bike into the stored gear.
The move actuator may likewise incorporate a show coupled to the controller for
showing different bike parameters, for example, the present apparatus and current
speed of the bike. In one epitome of the present innovation, the memory stores a
majority of stored change focuses each for an alternate gear. In another
exemplification of the present innovation, the memory stores a scope of paces, the
range being identified with the stored rigging. The controller, while in the automatic
mode, makes the apparatus shifter change the bike into a gear coordinating the stored
rigging when the present speed falls into the stored scope of rates.

Figure 2.
Process flowchart of the automatic shifter

In still another encapsulation of the present innovation, the memory stores a

majority of stored riggings, a particular majority of upshifting speeds each
comparing to a separate one of the stored apparatuses and an individual majority of
downshifting speeds each relating to a separate one of the stored apparatuses. The
controller, when in automatic mode and when the speed of the bike is expanding,
controls the apparatus shifter to upshift from a present rigging to one of the stored
apparatuses when the present speed is more noteworthy than a stored upshifting
speed comparing to the one of the stored riggings. The controller, when in automatic
mode and when the bike is diminishing, controls the rigging shifter to downshift

10
from a present apparatus to one of the stored riggings when the present speed is not
exactly a stored downshifting speed relating to the one of the stored gears. In another
encapsulation of the present innovation, the move actuator is further rider-selectable
to go into a manual mode whereby the rider controls the rigging shifter.
The present development additionally gives a technique for controlling the bike
transmission in light of rider-chose wheel speeds. The technique incorporates the
means of inciting a controller mounted on the bike to enter a setting mode. Next, the
rider physically changes the bicycle transmission into a chose gear amid the setting
mode by working a move actuator mounted on the bike. A bike speed is stored for
the chose equip in a memory of the controller. The means of changing and storing
are rehashed for every rider-chose gear. In conclusion, the controller as per the stored
bike speeds naturally moves the bike transmission amid an automatic mode.

Figure 3.
Automatic Shifter

The technique may additionally incorporate the progression of characterizing a

majority of speed ranges in view of the stored bike speeds with the end goal that each
speed extends compares to a rigging of the bike and the progression of changing the
bike transmission into a most minimal gear subsequent to inciting the controller to
enter the setting mode. The progression of naturally moving the bike may incorporate
the means of estimating a present bike speed amid the automatic mode; deciding a
present bike speed amid the automatic mode; contrasting the present bike speed and
the speed run comparing to the present rigging amid the automatic mode; and
changing the present apparatus when the present bike speed is outside of the speed
extend for the present rigging amid the automatic mode.
These and different highlights and favourable circumstances of the creation will
be all the more completely comprehended from the accompanying portrayal of

11
certain particular encapsulations of the innovation taken together with the going with
designs.
An automatic gear-shifting bike include: a body frame furnished with two
wrenches, two pedals and a derailleur, a power supply module, a microcomputer, an
apparatus moving control driver, and a pedal position sensor module introduced in
the bike body comparing to the wrenches and electrically coupled to the
microcomputer for empowering the microcomputer to decide the rakish position and
forward/in reverse accelerating of the wrenches. The microcomputer figures the ideal
move timing subject to the time indicate the wrench be moved over the accelerating
dead point in whenever, the accelerating pace to be underneath a foreordained speed
esteem or the wrenches are been accelerating backwardly.

Figure 4.
Gears and Sprockets

Figure 5.
Gear shifter

12
 Figure 6.
Front view of sprocket

Figure 7.
Gear pedal

13
Design Description

Overview
A system for controlling a bike transmission in view of rider-chose wheel
speeds, the strategy containing the means of: activating a controller mounted on a
bike to enter a setting mode; physically changing the bike transmission into a chose
gear amid the setting mode by working a move actuator coupled to the bike
transmission; storing a bike speed for the chose outfit in a memory of the controller;
rehashing said ventures of changing and storing for every rider-chose gear; and
naturally moving the bike transmission by the controller as per the stored bike speeds
amid an automatic mode.
An automatic transmission bike containing: a bike outline; front fork rotatable
coupled to the bike outline; affix ring rotatable coupled to the bike outline, the chain
ring involving a yield outfit and an info equip; match of pedals appended to the chain
ring; raise wheel rotatable coupled to the bike outline; front wheel rotatable coupled
to the front fork; majority of riggings coupled to the bike outline, the majority of
apparatuses having a majority of rigging mixes characterized by no less than two
helpfully drew in gears; a first chain extendable about the bind ring and agent to
drive the back wheel; engine coupled to the bike outline, the engine having a yield
adapt; second chain extendable about the yield apparatus of the engine and the
information apparatus of the chain ring for rotatable driving the chain ring under
energy of the engine; voltage generator coupled to the front fork or the bike outline,
the voltage generator in mechanical correspondence with the front or back haggle to
create a current having a comparing voltage subordinate upon a rotational speed of
the front or back wheel; and rigging shifter coupled to the bike outline, the apparatus
shifter in electrical correspondence with the voltage generator and arranged to get the
current produced by the voltage generator, the rigging shifter designed to apply a
mechanical power upon the majority of riggings to change between two particular
gear mixes of the majority of apparatus blends in light of accepting the current from
the voltage generator, the apparatus shifter including: link in mechanical
correspondence with the majority of apparatuses, the link characterizing a link pivot
and designed to move pivotally along the link hub in light of the apparatus shifter
getting the current from the voltage generator inside a foreordained voltage range;
and torsion spring in mechanical correspondence with the link, the torsion spring
designed to apply a power upon the link subordinate upon the rigging shifter
accepting the current inside a foreordained Voltage run.
The automatic transmission in the apparatus shifter additionally contains a
processor unit agent to change the majority of riggings between gear mixes in light
of the current got from the voltage generator. The automatic transmission bike the
processor unit has a customizable related voltage extend for each apparatus mix from
the majority of rigging blends, the processor unit decides proper apparatus mixes
from the majority of apparatus mixes because of accepting the current from the
voltage generator inside a foreordained voltage run. It is designed to consistently get
14
the current created by the voltage generator amid turn of the front or back wheel. The
electric engine is coupled to the bike outline between the chain ring and the wheel. A
battery coupled to the bike outline contiguous the chain ring, the battery in electrical
correspondence with the electric engine. The automatic transmission bike as
indicated by guarantee 1 wherein the majority of riggings is a planetary apparatus
framework.

Detailed Description
The progression of characterizing a majority of speed extends as per the stored
bike speeds with the end goal that each speed run compares to an apparatus of the
bike transmission.
The progression of naturally moving the bike transmission incorporates the
means of: estimating a present bike speed amid the automatic mode; deciding a
present apparatus amid the automatic mode; contrasting the present bike speed and
the speed run comparing to the present rigging amid the automatic mode; and
changing the present apparatus when the present bike speed is outside of the speed
run for the present apparatus amid the automatic mode.
The progression of changing the present apparatus incorporates the means of:
changing the present rigging to a higher rigging when the present bike equip is more
prominent than the speed run comparing to the present apparatus; and changing the
present apparatus to a lower outfit when the present bike speed is not as much as the
speed extend relating to the present rigging.
Additionally including the progression of changing the bike transmission into a
least gear subsequent to activating the controller to enter the setting mode. The
progression of storing a bike speed incorporates the means of: storing a bike speed
just when the rider changes gears from a chose one of an upshift course and a
downshift heading; and ascertaining a majority of bike speeds for changing riggings
for the non-selected one of the upshift bearing and the downshift bearing as per the
stored bike speeds for changing apparatuses in the chose one of the upshift heading
and the downshift heading.
The progression of storing a bike speed incorporates the progression of
ascertaining a majority of bike speeds for consequently changing riggings in one of
an upshift bearing and a downshift heading as per the stored bike speed for the chose
equip. Each stored bike speed is equivalent to a bike speed more noteworthy than the
former stored bike speed. The progression of activating the controller to enter the
setting mode incorporates the progression of impelling a mode change coupled to the
controller to enter the setting mode. The progression of changing the bike
transmission in a chose gear incorporates the progression of further involving the
progression of inciting a move control change coupled to the controller to move the
bike transmission.

15
 For choosing a majority of bike velocities to be utilized to consequently control
the moving of a bike transmission, the technique including the means of: impelling a
controller mounted on a bike to enter a setting mode; physically changing the bike
transmission into a chose gear amid the setting mode by working a move actuator
coupled to the bike transmission; storing a bike speed for the chose equip in a
memory of the controller; and rehashing said ventures of changing and storing for
every rider-chose gear.
Additionally involving the progression of changing the bike transmission to a
least gear in the wake of inciting the controller to enter the setting mode. The
progression of storing a bike speed involves the means of: storing a bike speed just
when the rider changes gears from a chose one of an upshift course and a downshift
bearing; and ascertaining a majority of bike speeds for changing apparatuses for the
non-selected one of the upshift heading and the downshift bearing as per the stored
bike speeds for changing riggings in the chose one of the upshift bearing and the
downshift bearing. The progression of storing a bike speed incorporates the
progression of figuring a majority of bike speeds for consequently changing
apparatuses in one of an upshift bearing and a downshift course as per the stored bike
speed for the chose outfit.
The development of activating the controller to enter the setting mode
incorporates the progression of impelling a mode change coupled to the controller to
enter the setting mode.
The development of manual transmission incorporates the development of
activating a move control change coupled to the controller to move the bike
transmission. A change actuator for a numerous gear bike including: a lodging
versatile to be mounted on the bike; a wheel speed contribution for getting a wheel
speed flag that is illustrative of the bike wheel speed; a rigging control yield for
transmitting a control flag to an apparatus shifter of the bike; a mode selector
actuable by a rider to choose between no less than a setting mode and a automatic
mode; a move point selector actuable by the rider to choose, while the move actuator
is in the setting mode, no less than one move point which relates a present wheel
speed to a current bicycle gear; a memory for storing no less than one move point
which relates no less than one stored wheel speed to an individual stored rigging; and
a controller coupled to the wheel speed input, the rigging control yield and the mode
selector, the controller causing said no less than one move point to be stored in the
memory when the move actuator is in the setting mode and the rider incites the move
point selector, the controller, while in the automatic mode, controlling the rigging
shifter through the apparatus control yield with the end goal that when the wheel
speed flag around breaks even with the stored wheel speed, the rigging shifter
changes the bike into the stored gear.
The move actuator and further involving a show coupled to the controller for
showing the present rigging of the bike. The move actuator in the show additionally
shows a present speed of the bike. The move actuator in the memory stores a
majority of stored change focuses each for an alternate gear. The move actuator in
16
the memory stores a scope of rates, the range being identified with the stored rigging,
the controller, while in the automatic mode, making the apparatus shifter change the
bike into a gear coordinating the stored apparatus when the present speed falls into
the stored scope of velocities.
The change actuator in the memory stores a majority of stored gears, an
individual majority of upshifting speeds each comparing to a particular one of the
stored riggings and a separate majority of downshifting speeds each relating to an
individual one of the stored apparatuses, the controller, when in automatic mode and
when the speed of the bike is expanding, controlling the rigging shifter to upshift
from a present rigging to one of the stored apparatuses when the present speed is
more noteworthy than a stored upshifting speed relating to said one of the stored
riggings, the controller, when in automatic mode and when the speed of the bike is
diminishing, controlling the apparatus shifter to downshift from a present rigging to
one of the stored apparatuses when the present speed is not exactly a stored
downshifting speed comparing to said one of the stored riggings.
The move actuator in the move actuator is further rider-selectable to go into a
manual mode whereby the rider controls the apparatus shifter. A medium onto which
has been pre-recorded a PC program which, when executed by a rigging shifter
controller mounted on a various apparatus bike, is fit for playing out the
accompanying advances: inciting a controller mounted on the bike to enter a setting
mode; physically changing the bike transmission into a chose gear amid the setting
mode by working a move actuator coupled to the bike transmission; storing a bike
speed for the chose equip in a memory of the controller; rehashing said ventures of
changing and storing for every rider-chose gear; and consequently moving the bike
transmission by the controller as per the stored bike speeds amid a automatic mode.
A medium in the progression of characterizing a majority of speed extends as
per the stored bike speeds to such an extent that each speed go relates to a rigging of
the bike transmission. The progression of consequently moving the bike transmission
incorporates the means of: estimating a current bicycle speed amid the automatic
mode; deciding a present rigging amid the automatic mode; contrasting the present
bike speed and the speed run comparing to the present apparatus amid the automatic
mode; and changing the present apparatus when the present bike speed is outside of
the speed run for the present rigging amid the automatic mode.
A medium containing the progression of changing the bike transmission into a
most reduced gear in the wake of activating the controller to enter the setting mode.
The progression of storing a bike speed incorporates the means of: storing a bike
speed just when the rider changes gears from a chose one of an upshift bearing and a
downshift course; and ascertaining a majority of bike speeds for changing riggings
for the non-selected one of the upshift heading and downshift heading as per the
stored bike speeds for changing apparatuses in the chose one of the upshift bearing
and the downshift heading.

17
 A device shifting framework for a human-powered chain-or belt-driven vehicle
incorporates a wheel speed sensor, a rhythm sensor, a rigging changer position
sensor, a pressure sensor, a clinometer, a controller and an apparatus changer
actuator. The wheel speed sensor detects a speed of a wheel, while the rhythm sensor
detects a drive rate that a torque drive part drives a torque-transmitting part. The
apparatus changer position sensor detects a place of a rigging changer that positions
the torque-transmitting part regarding a majority of apparatuses. The pressure sensor
detects a strain of the torque-transmitting part that is transmitting a torque connected
to the torque-transmitting drive part to an apparatus. The clinometer detects a slant of
the vehicle. The controller creates a control flag in light of the detected wheel speed,
the detected torque-part drive rate, the detected torque-transmitting part pressure, the
detected vehicle slant and the detected apparatus changer position. The rigging
changer actuator is coupled to the apparatus changer and moves the apparatus
changer in light of the control motion by situating the torque-transmitting part as for
the majority of riggings. wherein, when the rider rides the automatic shifting bike
and accelerates it, the microcomputer decides the ideal move timing subject to one of
the conditions: detecting the precise position of no less than one said wrench at a
foreordained area amid forward accelerating and a related time point, and
empowering said microcomputer to compute, subject to the detected rakish position
and the related time point, an expected accelerating speed amid forward accelerating
and after that figuring an ascertained time point in which no less than one said
wrench will next pass an accelerating dead point, wherein the accelerating dead point
is 0° edge position or 180° edge position from the level plane, and utilizing the
computed time point as the ideal move timing; or detecting a detected time point
each time no less than one said wrench achieves the accelerating dead point amid
forward accelerating, and utilizing the detected time point as the ideal move timing;
or detecting a retrogressive accelerating of no less than one wrench, and judging a
period point to be the ideal move timing when a regressive accelerating of no less
than one wrench is detected.

Evaluation

Overview

In an analysis to limit percent overshoot and settling time of the blast controller,
we assessed the PD control of the apparatus moving actuator more than three distinct
arrangements of Kp and Kd picks up. The actuator neatly sets out from 0mm to
28mm of every an ascent time of 762 ms. the settling time was precisely the same as
the ascent time demonstrating that there was next to zero overshoot. At the point
when Kp is raised to 10, the ascent time diminishes considerably to 252ms. This
conduct fits with conventional PD control hypothesis. Be that as it may, this speedy
reaction time includes some significant downfalls, the framework is currently
marginal shaky. After the flag has ascended to the reference level, it keeps on
18
changing until the point when it at long last settles down 2.2 seconds after activation.
In activity, it would be conceivable 40 for AGS to be thumped out of rigging amid
this 2.2 second settling time which is bothersome. This reaction additionally
accompanies a 3.4% overshoot which is satisfactory. When we investigate the impact
of expanding Kd, we see the contrary impact. Established PD control hypothesis says
that a higher Kd will make a framework that reacts all the more gradually. The ascent
time has expanded significantly to 1.6 seconds with a fairly huge level point amidst
the progression reaction. This conduct isn't a bug in the information accumulation,
but instead it comes about because of such a high Kd and the utilization of blast
control. Toward the start of the level recognize, the speed of the reaction has
ascended so high that the Kd responds and kills the ability to actuator. Once the
speed of the reaction has settled back to 0, Kd at that point has almost no impact and
Kp can raise the flag to the reference level. The benefit of this kind of control is that
it is exceptionally steady with next to no overshoot. Notwithstanding, a similar level
of solidness can be accomplished with a lower Kd which brings about a much lower
rise time. Of the three arrangements of increases displayed here, the main design was
decided for the model in light of its harmony amongst dependability and rise time.
The impact of the diverse additions can be seen. It is alluring to have the low ascent
time condition, yet in addition have the steadiness and low settling circumstances of
the first and third conditions. Keeping in mind the end goal to do this, using a
somewhat further developed microcontroller with genuine heartbeat width balance
capacities is attractive. This other control hypothesis would permit customary control
of the actuators as opposed to depending on the successful, yet to some degree
unrefined, blast control.

Prototype

Unfortunately, the testing time of examinations to test move unwavering quality

were truncated right on time because of equipment disappointment of the testing rig,
yet valuable information were still created. The testing rig could mimic 510 short
treks and 50 long excursions previously the grasp destroyed following 2 hours and 18
minutes. This runtime approximated 1.6 days of utilization. Amid this time, the bike
changed gears 935 times (roughly twice per trip) and the area of the actuator was
recorded with the goal that post investigation could uncover data about each move.
This investigation is essential since it has been demonstrated that a bike client may
have a recuperation stage as short at 250 ms. Thusly, it is important that the sensor
can move in under this measure of time in order to not upset the push cycle of a bike
shows a histogram for the change times for various gear changes. Apparatus changes
from first to second gear have an interim of 301 ms, while equip shifts from second
to first take significantly less time, 189 ms by and large. The reason is that the sensor
really has a marginally extraordinary control system for outfit changes that end at
first gear or third apparatus. The shifter gathering has mechanical stops at first and
third apparatuses that can be utilized to decisively hit the coveted rigging position.
The quick moving is expert by basically enabling the shifter get together to keep

19
running into one of the apparatus sets. Second rigging, be that as it may, requires the
actuator to unequivocally stop without the guide of any mechanical stops. This
circumstance requires a higher Kd which likewise backs 43 off the ascent time as
noted in the last segment. With a specific end goal to achieve quicker moves when
they are conceivable, the sensor controller really changes Kd to zero at whatever
point the rigging objective is first or third objective, and after that progressions Kd
back to one when it changes to second gear. This gives significantly quicker change
times when changing to third or first gear. This present control strategy implies that it
might be useful to include a type of mechanical stop at the second apparatus position.
A decent alternative may be a spring stacked detent or more strong control. The
move times for shifts from second to third (mean time 202 ms) and third to first
(mean time 404 ms). When moving from third to start with, the actuator needs to
movement twice to the extent the second to third case. Keeping in mind the end goal
to keep the sensor from moving while the client was braking, downshifts were not
permitted unless the sensor had reached an entire stop. Hence, there are no
movements from third to second, yet there are numerous examples of movements
from third to first. When we broke down the information promote we discovered 40
cases in which the actuator stalled out for over 1 second which showed a mechanical
stick. Forty times in 935 movements is 4.3% of all movements encountering a stick.
In this case, the hand edge must be physically moved with a little measure of power
to determine the issue. Utilizing the present outline, this outcome would imply that a
bike client utilizing this item in reality would be looked with a comparable impact of
jams 4.3% of the time. In general, the moving was very dependable. Just 4.3%
encountered a mechanical stick. Be that as it may, 465 movements or 49.7% of the
greater part of the movements were slower than 250 ms which may cause an issue for
a genuine bike client. 367 of these 465 changes were from first to second gear due to
the slower 44 control plan, and 90 of them were from third to first when the bike
client is halted and it doesn't make a difference. It is essential to take note of that 250
ms is on the low scope of a consistent bike client's recuperation stage. With a normal
time of 301 ms, it is likely that it will be sufficiently quick for most bike clients.
Indeed, even if the move time isn't sufficiently quick for somebody, it will just
outcome in a minor bother when the bike client needs to alter his/her rhythm
somewhat slower.

Figure 8. Metal Roller

20
 The hole which holds the metal roller. The purpose of the hole was stacked with
44.5 N. The green bolts demonstrate where the model was obliged. This measure of
power could without much of a stretch be produced by a tight hand over a bike, a
slanting surface amid bike utilize, or even a rider evacuating the wheel. This model
encounters a most extreme von Mises worry of 935 MPa, while the yield worry of
303 stainless steel is 242 MPa. The conclusion is that this element needs huge
fortification.

Figure 9. Shaft
The gap which holds the fast discharge shaft. The purple bolts speak to a 44.5 N
drive being connected at the opening. The green bolts demonstrate where the model
was compelled. This model encounters a most extreme von Mises worry of 332 Mpa
and the yield worry of 303 stainless steel is 242 Mpa. The conclusion is that this
element needs huge fortification in light of the fact that 44.5 N isn't an absurd power
to be connected here.

Figure 10. Loading in the keyway

21
 The loading on the keyway rather than the set screw opening. The material is 303
stainless steel which has a yield worry of 242 MPa. These outcomes recommend
neighborhood yielding at one corner of the keyway, however by and large concerns
are at most extreme 140 MPa which gives a security factor of 1.72.

Figure 11.
Sprocket Right Side View

Figure 12.
Sprocket Top View

22
 Figure 11:
Sprocket Isometric View

Figure 12.
Automatic Shifter Isometric View

Testing and Results

The sensor was produced as an automatic design moving framework for

physically moved bikes. This outline enables a bike client to control the bike by
pushing the standard hand edges advances, in reverse, and in inverse bearings to turn.
23
Be that as it may, the sensor naturally chooses the best apparatus in view of speed,
torque, and tilt. The objective of this part was to assess the outline for mechanical
and electrical unwavering quality, move controller dependability, and battery life. A
model of the sensor reasonable for use by bike clients was effectively outlined and
developed, and a nitty gritty log was kept of the situation and span of utilization.
Along these lines, we could appraise the heaps and number of cycles every part
experienced when it fizzled. The brisk discharge system experienced disappointment
right off the bat in the test; be that as it may it was examined and clear rules for
update are given. What's more, the set screws, coupling, and shifter pinion were
altogether overhauled and remanufactured for quality. On the electrical side, the
battery, slip ring, and torque detecting framework every single experienced issue and
clear rules for update were given. 45 to test the sensor for longer timeframes, a test
stand was developed so as to drearily stack the sensor with stresses like those
accomplished amid consistent regular utilize. This test stand uncovered that the
battery life has a capability of achieving 27 days if the microcontroller and sensors
are designed to change to low power mode when there is no occasion like the
development of a wheel. Additionally testing uncovered that 4.1% of all movements
encountered a type of mechanical stick that must be settled by the client physically
pushing the hand edge one way. Notwithstanding that, the greater part of all
movements was speedier than the base measure of recuperation time amid a bike
client's push cycle (250 ms). This demonstrates the controller is performing
admirably more often than not, however work must be done to accelerate the
controller marginally. While the sensor model encountered various mechanical,
electrical, controller issues, every one of them were addressable with basic
overhauls. The greater part of the issues has just been upgraded, and the others have
given clear heading to the overhaul. With future advancement that has been
illustrated in this part, the sensor is probably going to end up a strong and quality
gadget that can be utilized by bike clients around the ball.

Assessment

The bikes were assessed in exercises of everyday living. Seen effort was
contemplated by having members rate their level of apparent effort with the sensor in
equipped condition or direct-drive condition, which reproduced a standard design for
the bike. Despite the fact that the low apparatus expanded the time and number of
pushes to finish an errand, the sensor did not essentially build the push recurrence of
bike impetus, which recommends that the plan empowers ideal drive procedures.
Due to these outcomes, adapt moving in manual bikes keeps on resembling a
promising method to give a light-weight, instinctive, and simple to utilize technique
for moving a bike. The capacity to choose equipping help ought to interest numerous
clients who esteem decision, and the programmed adapt moving ought to be
extremely useful to numerous who do not have the hand adroitness or subjective
capacity to physically change gears. With promote refinement; the sensor may give
upgraded versatility choices to bike clients.

24
Next Steps
The solid quality of the torque sensors is basic for the achievement of it. This is
required both for a wise shifter, thus it doesn't change gears while the client is
pushing. This second prerequisite is an issue of security and holds additional
significance with the goal that the bike client does not free adjust while pushing the
bike. By joining more dependable information transmission strategies like remote
transmission with higher loyalty estimation gadgets like strain gages and load cells,
the controller can have a solid torque flag that upgrades the client encounter
essentially. Notwithstanding the substantial issues with the model, a lot of thought
should be put into its general design. For instance, its format is a rigging changing
bike that consequently chooses the best gear for any circumstance. Be that as it may,
this was the right apparatus for about portion of the bike clients in the ease of use
study, and it was the wrong rigging for the other half. So for the other half, it is
conceivable that the appropriate response isn't a one-estimate fits-all arrangement,
yet rather a decision. For this gathering, the accentuation ought to be put on giving
versatility choices. This implies a manual rigging moving form of it could be an
engaging item. Keeping in mind the end goal to enhance existing manual apparatus
moving plans, accentuation ought to be put in making it so it can move on the fly and
without the need of improved aptitude. It is not necessarily the case that the idea of
programmed outfit moving is pointless. Truth be told, automaticity makes it usable
by a substantially more extensive base. Be that as it may, for an expansive populace
of youthful and dynamic bike clients, effortlessness is the key. That comes in the
frame rich, basic, and instinctive to utilize gadgets. 102 In any new gadget that is
made, it is imperative to assess it altogether to verify that it can profit the individuals
who will utilize it genuinely. This ought to be finished with a blend of subjective and
quantitative examinations. Right off the bat, the muscle actuation and the VO2
utilization would be helpful to explore on bike clients using an overhauled
individually bikes. Furthermore, it is important to make a more drawn out term
contemplate in which the bike clients utilization of it while checking their levels of
shoulder torment and saw exertion. At last, there ought to be an investigation which
tests the general ease of use of it in the home, group and working environment.
Joined with investigation of the basic dependability of the outline, these
examinations will help choose whether it is an item that can profit bike clients
genuinely.

25
LIST OF REFERENCES

[1] “Electronic transmission control system for a bicycle or the like” by E.B.T., Inc

[2] “Electronic derailleur control system” by Shimano Inc.

[3] “Bicycles with electronic shifting systems and methods” by Sram, Llc

[4] “Automatic transmission shifter for bicycles” by Tretheway, Cotter & Clem, Ohio

[5] “Automatic shift mechanism for a bicycle” by Hiroyuki Okochi

[6] “Automatic shifter accessory for bicycles” by R GardelE Gorsky

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APPENDIX A

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28