ABSTRACT

The report introduces and describes the technology of Dual Clutch Transmission, which is a relatively new technology. It has the advantage of both automatic and manual gears. It helps the driver to control the clutch without a clutch pedal, hence giving him a smoother driving. The technology has been used by various car manufactures and is gaining a large market.

Chapter1 INTRODUCTION

A dual-clutch transmission offers the function of two manual gearboxes in one. When a driver wants to change from one gear to another in a standard stick-shift car, he first presses down the clutch pedal. This operates a single clutch, which disconnects the engine from the gearbox and interrupts power flow to the transmission. Then the driver uses the stick shift to select a new gear, a process that involves moving a toothed collar from one gear wheel to another gear wheel of a different size. Devices called synchronizers match the gears before they are engaged to prevent grinding. Once the new gear is engaged, the driver releases the clutch pedal, which re-connects the engine to the gearbox and transmits power to the wheels. So, in a conventional manual transmission, there is not a continuous flow of power from the engine to the wheels. Instead, power delivery changes from on to off to on during gearshift, causing a phenomenon known as "shift shock" or "torque interrupt." For an unskilled driver, this can result in passengers being thrown forward and back again as gears are changed. A dual-clutch gearbox, by contrast, uses two clutches, but has no clutch pedal. Sophisticated electronics and hydraulics control the clutches, just as they do in a standard automatic transmission. In a DCT, however, the clutches operate independently. One clutch controls the odd gears (first, third, fifth and reverse), while the other controls the even gears (second, fourth and sixth). Using this arrangement, gears can be changed without interrupting the power flow from the engine to the transmission.

Figure 1.1

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Chapter2 TRANSMISSIONS

2.1 MANUAL TRANSMISSION

Manual transmissions often feature a driver-operated clutch and a movable gear stick. Most automobile manual transmissions allow the driver to select any forward gear ratio ("gear") at any time, but some, such as those commonly mounted on motorcycles and some types of racing cars, only allow the driver to select the next-higher or next-lower gear. This type of transmission
is sometimes called a sequential manual transmission. Sequential transmissions are commonly

used in auto racing for their ability to make quick shifts. Manual transmissions are characterized by gear ratios that are selectable by locking selected gear pairs to the output shaft inside the transmission. Conversely, most automatic transmissions feature epicyclic (planetary) gearing controlled by brake bands and/or clutch packs to select gear ratio. Automatic transmissions that allow the driver to manually select the current gear are called Manumatics. A manual-style transmission operated by computer is often called an automated transmission rather than an automatic. Contemporary automobile manual transmissions typically use four to six forward gears and one reverse gear, although automobile manual transmissions have been built with as few as two and as many as eight gears. Transmission for heavy trucks and other heavy equipment usually have at least 9 gears so the transmission can offer both a wide range of gears and close gear ratios to keep the engine running in the power band. Some heavy vehicle transmissions have dozens of gears, but many are duplicates, introduced as an accident of combining gear sets, or introduced to simplify shifting. Some manuals are referred to by the number of forward gears they offer (e.g., 5-speed) as a way of distinguishing between automatic or other available manual transmissions. Similarly, a 5-speed automatic transmission is referred to as a "5-speed automatic.
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2.2 PARTS OF A MANUAL TRANSMISSION

2.2.1 SHAFTS:
Like other transmissions, a manual transmission has several shafts with various gears and other components attached to them. Typically, a rear-wheel-drive transmission has three shafts: an input shaft, a countershaft and an output shaft. The countershaft is sometimes called a layshaft. In a rear-wheel-drive transmission, the input and output shaft lie along the same line, and may in fact be combined into a single shaft within the transmission. This single shaft is called a mainshaft. The input and output ends of this combined shaft rotate independently, at different speeds, which is possible because one piece slides into a hollow bore in the other piece, where it is supported by a bearing. Sometimes the term mainshaft refers to just the input shaft or just the output shaft, rather than the entire assembly. In some transmissions, it's possible for the input and output components of the mainshaft to be locked together to create a 1:1 gear ratio, causing the power flow to bypass the countershaft. The mainshaft then behaves like a single, solid shaft, a situation referred to as direct drive. Even in transmissions that do not feature direct drive, it's an advantage for the input and output to lie along the same line, as this reduces the amount of torsion that the transmission case has to bear. Under one possible design, the transmission's input shaft has just one pinion gear, which drives the countershaft. Along the countershaft are mounted gears of various sizes, which rotate when the input shaft rotates. These gears correspond to the forward speeds and reverse. Each of the forward gears on the countershaft is permanently meshed with a corresponding gear on the output shaft. However, these driven gears are not rigidly attached to the output shaft: although the shaft runs through them, they spin independently of it, which is made possible by bearings in their hubs. Most front-wheel-drive transmissions for transverse engine mounting are designed differently. For one thing, they have an integral final drive and differential. For

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another, they usually have only two shafts; input and countershaft, sometimes called input and output. The input shaft runs the whole length of the gearbox, and there is no separate input pinion. At the end of the second (counter/output) shaft is a pinion gear that mates with the ring gear on the differential.

Figure 2.1 2.2.2 DOG CLUTCH:

Among many different types of clutches, a dog clutch provides non-slip coupling of two rotating members. It is not at all suited to intentional slipping, in contrast with the foot-operated friction clutch of a manual-transmission car. The gear selector does not engage or disengage the actual gear teeth which are permanently meshed. Rather, the action of the gear selector is to lock one of the freely spinning gears to the shaft that runs through its hub. The shaft then spins together with that gear. The output shaft's speed relative to the countershaft is determined by the ratio of the two gears: the

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one permanently attached to the countershaft, and that gear's mate which is now locked to the output shaft. Locking the output shaft with a gear is achieved by means of a dog clutch selector. The dog clutch is a sliding selector mechanism which is splined to the output shaft, meaning that its hub has teeth that fit into slots (splines) on the shaft, forcing that shaft to rotate with it. However, the splines allow the selector to move back and forth on the shaft, which happens when it is pushed by a selector fork that is linked to the gear lever. The fork does not rotate, so it is attached to a collar bearing on the selector. The selector is typically symmetric: it slides between two gears and has a synchromesh and teeth on each side in order to lock either gear to the shaft.

2.2.3 SYNCHROMESH:
If the teeth, the so-called dog teeth, make contact with the gear, but the two parts are spinning at different speeds, the teeth will fail to engage and a loud grinding sound will be heard as they clatter together. For this reason, a modern dog clutch in an automobile has a synchronizer mechanism or synchromesh, which consists of a cone clutch and blocking ring. Before the teeth can engage, the cone clutch engages first which brings the selector and gear to the same speed using friction. Moreover, until synchronization occurs, the teeth are prevented from making contact, because further motion of the selector is prevented by a blocker (or baulk) ring. When synchronization occurs, friction on the blocker ring is relieved and it twists slightly, bringing into alignment certain grooves and notches that allow further passage of the selector which brings the teeth together. Of course, the exact design of the synchronizer varies from manufacturer to manufacturer. The synchronizer has to overcome the momentum of the entire input shaft and clutch disk when it is changing shaft rpm to match the new gear ratio. It can be abused by exposure to the momentum and power of the engine itself, which is what happens when attempts are made to select a gear without fully disengaging the clutch. This causes extra wear on the rings and sleeves, reducing their service life. When an experimenting driver tries to "match the revs" on a synchronized transmission and force it into gear without using the clutch, the synchronizer will
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make up for any discrepancy in RPM. The success in engaging the gear without clutching can deceive the driver into thinking that the RPM of the layshaft and transmission were actually exactly matched. Nevertheless, approximate rev. matching with clutching can decrease the general change between layshaft and transmission and decrease synchro wear.

Figure 2.2

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Chapter 3 MANUAL CLUTCH

In all vehicles using a transmission (virtually all modern vehicles), a coupling device is used to separate the engine and transmission when necessary. The clutch accomplishes this in manual transmissions. Without it, the engine and tires would at all times be inextricably linked, and any time the vehicle stopped the engine would stall. Without the clutch, changing gears would be very difficult, even with the vehicle moving already: deselecting a gear while the transmission is under load requires considerable force, and selecting a gear requires the revolution speed of the engine to be held at a very precise value which depends on the vehicle speed and desired gear. In a car the clutch is usually operated by a pedal; on a motorcycle, a lever on the left handlebar serves the purpose.

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Figure 3.1

When the clutch pedal is fully depressed, the clutch is fully disengaged, and no torque is transferred from the engine to the transmission (and by extension to the drive wheels). In this uncoupled state it is possible to select gears or to stop the car without stopping the engine.

When the clutch pedal is fully released, the clutch is fully engaged, and practically all of the engine's torque is transferred. In this coupled state, the clutch does not slip, but rather acts as rigid coupling, and power is transmitted to the wheels with minimal practical waste heat.

Between these extremes of engagement and disengagement the clutch slips to varying degrees. When the clutch slips it still transmits torque despite the difference in speeds between the engine crankshaft and the transmission input. Because this torque is transmitted by means of friction rather than direct mechanical contact, considerable power is wasted as heat (which is dissipated by the clutch). Properly applied, slip allows the vehicle to be started from a standstill, and when it is already moving, allows the engine rotation to gradually adjust to a newly selected gear ratio.

A rider of a highly-tuned motocross or off-road motorcycle may "hit" or "fan" the clutch when exiting corners to assist the engine in revving to the point where it delivers the most power.

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Chapter 4 DUAL CLUTCH TRANSMISSION

Figure 4.1 A two-part transmission shaft is at the heart of a DCT. Unlike a conventional manual gearbox, which houses all of its gears on a single input shaft, the DCT splits up odd and even gears on two input shafts. The outer shaft is hollowed out, making room for an inner shaft, which is nested inside. The outer hollow shaft feeds second and fourth gears, while the inner shaft feeds first, third and fifth In DCTs where the two clutches are arranged concentrically, the larger outer clutch drives the odd numbered gears, whilst the smaller inner clutch drives the even numbered gears. Shifts can be accomplished without interrupting torque distribution to the driven roadwheels, by applying the engine's torque to one clutch at the same time as it is being disconnected from the other clutch. Since alternate gear ratios can pre-select

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an odd gear on one gear shaft whilst the vehicle is being driven in an even gear (and vice versa), DCTs are able to shift more quickly than other cars equipped with singleclutch automated-manual transmissions (AMTs), a.k.a. single-clutch semi-automatics. Also, with a DCT, shifts can be made more smoothly than with an AMT, making a DCT more suitable for conventional road cars.

4.1 DUAL CLUTCH

Figure 4.2 The system may have several different names, as branded by individual manufacturers, but a dual-clutch transmission with an automated clutch essentially does the same thing in all variations. Dual Clutch Transmissions (DCT) systems work by using a system of twin clutches which shifts gears automatically with the direction of the driver and assistance of a computer. Without a clutch pedal, the DCT system is able to shift faster than a manual, while still allowing more control and power than an automatic transmission. It takes the best from both autos and manuals and creates a technically superior transmission. Because a dual-clutch transmission is similar to an automatic, we might think that it requires a torque converter,

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which is how an automatic transfers engine torque from the engine to the transmission. DCTs, however, don't require torque converters. Instead, DCTs currently on the market use wet multiplate clutches. A "wet" clutch is one that bathes the clutch components in lubricating fluid to reduce friction and limit the production of heat. Several manufacturers are developing DCTs that use dry clutches, like those usually associated with manual transmissions, but all production vehicles equipped with DCTs today use the wet version. Many motorcycles have single multi-plate clutches. Like torque converters, wet multi-plate clutches use hydraulic pressure to drive the gears.When the clutch is engaged, hydraulic pressure inside the piston forces a set of coil springs part, which pushes a series of stacked clutch plates and friction discs against a fixed pressure plate. The friction discs have internal teeth that are sized and shaped to mesh with splines on the clutch drum. In turn, the drum is connected to the gearset that will receive the transfer force. Audi's dual-clutch transmission has both a small coil spring and a large diaphragm spring in its wet multi-plate clutches. To disengage the clutch, fluid pressure inside the piston is reduced. This allows the piston springs to relax, which eases pressure on the clutch pack and pressure plate.

Figure 4.3

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Chapter 5 MARKET GROWTH AND CAPABILITY

The below table indicates the market of different transmission over time:

Transmission Type MT AT CVT DCT Others

2005 50 46 ~1 ~1 2

2010 2015 47 41 4 6 2 40 38 7 12 3

Table 1

Comparison of growth of various transmissions over the years is given in the following graph:

45 40 35 30 25 20 15 10 5 0 Automatic Manual DCT 2005 2015

Figure 5.1
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Chapter 6 DUAL-CLUTCH TRANSMISSIONS: PAST, PRESENT AND FUTURE

The man who invented the dual-clutch gearbox was a pioneer in automotive engineering. Adolphe Kgresse is best known for developing the half-track. It was a type of vehicle equipped with endless rubber treads allowing it to drive off-road over various forms of terrain. In 1939, Kgresse conceived the idea for a dual-clutch gearbox, which he hoped to use on the legendary Citron "Traction" vehicle. Unfortunately, adverse business circumstances prevented further development. Both Audi and Porsche picked up on the dual-clutch concept, although its use was limited at first to racecars. The 956 and 962C racecars included the Porsche Dual Klutch, or PDK. In 1986, a Porsche 962 won the Monza 1000 Kilometer World Sports Prototype Championship race -- the first win for a car equipped with the PDK semi-automatic paddleshifted transmission. Audi also made history in 1985 when a Sport quattro S1 rally car equipped with dual-clutch transmission won the Pikes Peak hill climb, a race up the 4,300meter-high mountain. Commercialization of the dual-clutch transmission, however, has not been feasible until recently. Volkswagen has been a pioneer in dual-clutch transmissions, licensing BorgWarner's DualTronic technology. European automobiles equipped with DCTs include the Volkswagen Beetle, Golf, Touran, and Jetta as well as the Audi TT and A3; the Skoda Octavia; and the Seat Altea, Toledo and Leon. Ford is the second major manufacturer to commit to dual-clutch transmissions, made by Ford of Europe and its 50/50 joint venture transmission manufacturer, GETRAG-Ford. It demonstrated the Powershift System, a six-speed dual-clutch transmission, at the 2005

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Frankfurt International Motor Show. However, production vehicles using a first generation Powershift are approximately two years away.

Figure 6.1

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Chapter 7 COMPARISONS
Features Clutch Efficiency Torque loss Gear Shifting Life of Gears Cost Shift timing Manual Single Moderate Moderate Jerky Shifts Low Low Upto 0.5 sec Automatic No Clutch-Torque Converter Low High Smooth Moderate Very High Low ~200 milliseconds DCT Dual Moderate Low Smooth High Moderate Very low 10 milliseconds

Table 2

Figure 7.1

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The various pros and cons of dual clutch transmission system can be described as: DCTs eliminate the loss of power that manual transmissions have during shifts and also increase the speed of a shift. A DCT can shift in under 10 milliseconds. While this may not be necessary for everyday driving, it is for supercars. Todays supercar engines are so powerful that the only way to make them accelerate faster is by adding more tire grip via all-wheel drive or by decreasing the time it takes to shift gears. In a manual transmission, the driver must make sure that the engine is revved high enough while downshifting, or the car will lurch forward as the engine and transmission speed come back in line. A Dual Clutch Transmission completely eliminates this shift shock with perfect rev matching, without requiring the advanced (and difficult to master) heal-toe driving technique used with a manual transmission. Some drivers prefer the experience of a manual transmission with a proper manual clutch, and will never give that up. Having a clutch gives a driver the ability to modulate engine revs, making it possible for the driver to easily kick out the back end of a rear-wheel drive car or to burnout on a launch. This full control is irreplaceable. Other limitations are inherent because a DCT uses a fixed amount of gears, and therefore the engine cant always remain in its most powerful range. Continuously Variable Transmissions (CVT) have been created to fix this, but are often limited to engines with lower power outputs. Also, these transmissions have not been well received by enthusiasts due to the non-traditional feel, and have been mostly implemented in hybrids and other fuel conscious vehicles.

Hence, the various advantages and disadvantages of DCT can be summed up as:

Advantages:
Very low up shifting time ~10 milliseconds Dynamic Acceleration Eliminates Shift shock that accompanies gearshifts in manual transmission Better control over shifting Fuel economy is better Handle high torques
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Disadvantage : Higher manufacturing cost Heavier than manual

Disadvantages:
Higher cost of manufacturing Heavier than manual

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CONCLUSION

Dual clutch transmission system is said to incorporate the best of the other two worlds (manual and automatic transmission), without altering engine performance in any way. It can be described as the best solution to improve acceleration: 1-100 km/hr figures- while eliminating more or less the jolts produced by manual gear shifting, atleast for beginners. With so many advantages of Dual Clutch transmission over the manual, as discussed before, DCT seems to be the next manual. It is also the best transmission for the high end performance cars and racing cars where cost is an issue. DCTs are expected to take over manuals and automatics market share in the future.

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9. BIBLIOGRAPHY

http://www.csa.com/discoveryguides/auto/review6.php http://mechanicalgalaxy.blogspot.com/2010/12/manual- transmissionmechanism.html http://auto.howstuffworks.com/dual-clutch-transmission.htm http://www.dctfacts.com/industry-at-a-glance/dct-share-by- 2015.aspx http://www.zf.com/corporate/en/products/product_range/cars/ transmission_trends/transmission_trends.jsp Thomas.E.Brafor,Jr., Borg Warner ,Dual Clutch Transmission Pub No: US 2010 / 0016115A1,Jan 21 2010 , 12 pages.

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