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DUAL CLUTCH

TRANSMISSION

CHAPTER 1
INTRODUCTION
1.1 TRANSMISSION
Transmission is the mechanism through which the driving torque of the engine is
transmitted to the driving wheel of the vehicle so that the motor vehicle can move on the
road. The reciprocating motion of the piston turns a crankshaft rotating a flywheel
through the connecting rod. The circular motion of the crankshaft is to be now transmitted
to the rear wheels .It is transmitted through the clutch, gear box, universal joints, propeller
shaft or the drive shaft, differential and axles extending to the wheels. The application of
the engine power to the driving wheels through all these parts is called POWER
TRANSMISSION. The power system is usually the same on all modern passenger cars
and trucks, but its arrangement may vary according to the method of drive and type of
transmission units.

1.2 PURPOSE OF TRANSMISSION

It enables the engine to be disconnected from the driving wheels.

It enables the running engine to be connected to driving wheel smoothly and


without shock.

It enables the leverage between the engine and the driving wheels to be
varied.

It enables the reduction of engine speed in the ratio of 4:1 in case of passenger
cars and in greater ratio in case of Lorries.

It enables the driving wheels to be driven at different speeds.

It enables turning the driving through 90 degrees.

It enables the relative movement between the engine and the driving wheel.

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1.3 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 anytime the vehicle stopped the engine would perforce
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.

Figure 1.1 Clutch

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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.
2. 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.
3. 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.
4. 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.
5. Learning to use the clutch efficiently requires the development of muscle memory and
a level of coordination analogous to that required to learn a musical instrument or to
play a sport.
6. 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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1.4. DUAL CLUTCH TRANSMISSION


Commonly abbreviated to DCT is a differing type of semi-automatic or automated
manual automotive transmission. It utilises two separate clutches for odd and even gear
sets. It can fundamentally be described as two separate manual transmissions (with their
respective clutches) contained within one housing, and working as one unit. They are
usually operated in a fully automatic mode, and many also have the ability to allow the
driver to manually shift gears, albeit still carried out by the transmission's electrohydraulics.
Most people know that cars come with two basic transmission types: manuals,
which require that the driver change gears by depressing a clutch pedal and using a stick
shift, and automatics, which do all of the shifting work for drivers using clutches, a torque
converter and sets of planetary gears. But there's also something in between that offers the
best of both worlds -- the dual-clutch transmission, also called the semi-automatic
transmission, the "clutch less" manual transmission and the automated manual
transmission.
In the world of race cars, semi-automatic transmissions, such as the sequential
manual gearbox (or SMG), have been a staple for years. But in the world of production
vehicles, it's a relatively new technology -- one that is being defined by a very specific
design known as the dual-clutch, or direct-shift, gearbox.
This type of transmission was invented by Frenchman Adolph Kgresse just prior
to World War II, but he never developed a working model. The first actual DCTs arrived
from a joint Porsche-Audi in-house development, for Audi and Porsche racing cars in the
1980s, when computers to control the transmission became compact enough: the Porsche
Doppelkupplungsgetriebe (English: dual clutch gearbox) (PDK) used in the Porsche
956 and 962 Le Mans race cars from 1983, and the Audi Sport Quattro S1 rally car
This article will explore how a dual-clutch transmission works, how it compares
to other types of transmissions and why some predict that it is the transmission of the
future.
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Figure1.2.Dual clutch transmission

. 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 road wheels, 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 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 single-clutch
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 car.

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CHAPTER 2

LITERATURE REVIEW
Engagement and control of synchronizer mechanisms in dual clutch
transmissions Paul D.Walker n, NongZhang Faculty of Engineering and IT,
University of Technology, Sydney,15Broadway,Ultimo,NSW2007,Australia
The study of synchroniser engagements in dual clutch transmissions is undertaken
in this paper, identifying limitations to the repeatability of actuation, demonstrating one
popular solution for positive synchroniser control and offering an alternate engagement
tool. Principally, high wet clutch drag and the synchroniser design have lead to
detrimental alignments conditions, where indexing chamfers on sleeve and target gear
delay engagement of the mechanism and lead to potential sleeve block out. This paper
focuses on the investigation of different control methods for overcoming these
detrimental alignment conditions. The application of a closed loop control method to
overcome block out related engagements is studied, and, for comparison, a novel
engagement tool for overriding all chamfer alignment conditions is introduced and
evaluated. Results have demonstrated that both techniques have some limitations, with
the novel tool being capable of providing direct control of all chamfer engagements with
limited extension of the duration of synchroniser engagements; however, some tuning of
mechanism Para- meters is required for different engagement conditions.
Dynamic and kinematic model of a dual clutch transmission E. Galvagno, M.
Velardocchia, A. ViglianiDipartimento di Meccanica, Politecnico di Torino, C.so
Duca degli Abruzzi, 24-10129 Torino, Italy
In the last years Dual Clutch Transmissions (DCT) have spread worldwide in the
automotive industry due to their capability to change the actual gear ratio, between engine
and driving wheels, without interrupting vehicle traction by means of an efficient
mechanical layout.
Dynamic performance of DCT and the relating driver perceptions strongly depend
on the control system whose main task is to generate the reference signals both for
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synchronisers and clutches. Detailed mechanical models of DCT system, considering also
the synchronisers dynamics, are required to tune these control algorithms.
This paper investigates the transmission kinematics and dynamics of a DCT,
considering all the possible configurations that can take place in relation to the various
power flow paths. A detailed analysis of the system with different degrees of freedom (1
to 3) is proposed and the resulting sets of equations are written in an indexed form that
can be easily integrated in a vehicle model, thus allowing the description of both gear
shift transients and operation with a specific gear.
Finally, some simulation results are presented aiming at comparing the effect of
different synchroniser models on transmission and vehicle dynamics.
Investigation of synchronizer engagement in dual clutch transmission
equipped power trains Paul D.Walker n, NongZhang Faculty of Engineering and IT,
University of Technology, Sydney, 15Broadway, Ultimo, POBox123, NSW2007,
Australia
Transient response of a dual clutch transmission (DCT) power train to
synchronizer mechanism engagements is investigated using a lumped inertia model of the
power- train. Original research integrates lumped inertia power train models for the DCT
with a detailed synchronizer mechanism model and two separate engine models,
comprising of a mean torque model and a harmonic torque model, using torque derived
from piston firing. Simulations are used to investigate the synchronizer mechanism
engagement process in a previously unscrutinised operating environment. Simulations are
per- formed using both engine torque models, with the mean torque model demonstrates
the highly nonlinear nature of synchronizer mechanism engagement, and the power- train
response to the engagement process.
Control of gearshifts in dual clutch transmission power trains Paul D.Walker,
NongZhang, RichardTamba

Faculty of Engineering and IT, University of

Technology, Sydney, POBox123, 15Broadway, Ultimo, NSW2007, Australia NTC


Powertrains, Unit F, 2Hudson Avenue, Castle Hill2154, Australia
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To achieve the best possible responses during shifting in dual clutch transmissions
it is commonplace to integrate clutch and engine control, while the clutch is used to match
speeds between the engine and wheels via reduction gears, poor engine control can lead
to extended engagement times and rough/harsh shift transients. This paper proposes a
method for combined speed and torque control of vehicle power trains with dual clutch
transmissions for both the engine and clutches. The vehicle power train is modeled as a
simple four degree of freedom system with reduction gears and two clutches. Including a
detailed clutch hydraulic model, comprising of the direct acting solenoids and clutch
piston with the hydraulic fluid modeled as a compressible fluid. Power train control is
realized through control of clutch solenoids and manipulation of the engine throttle input.
Sensitivity study of clutch performance evaluating inaccurate torque estimation
demonstrated variance in the response of the hydraulic system, with an indicative
simulation of poor estimation resulting in increased power train vibration during and after
shifting. Simulations are conducted to demonstrate the capacity for this method of engine
and clutch control to further reduce shift transients developed in dual clutch transmission
power trains. The obtained results also show that the adoption of torque based control
techniques for both the clutch and engine, which makes use of the estimated target clutch
torque, significantly improves the power train response as a result of reduction in the
lockup discontinuities.

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DUAL CLUTCH
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CHAPTER 3

DUAL CLUTCH TRANSMISSION


A semi-automatic transmission (also known as clutch less manual transmission,
dual-clutch transmission, automated manual transmission, e-gear, shift-tronic, flappy
paddle gearbox, or direct shift gearbox) is a system which uses electronic sensors,
processors and actuators to do gear shifts on the command of the driver. This removes the
need for a clutch pedal which the driver otherwise needs to depress before making a gear
change, since the clutch itself is actuated by electronic equipment which can synchronise
the timing and torque required to make gear shifts quick and smooth. The system was
designed by European automobile manufacturers to provide a better driving experience,
especially in cities where congestion frequently causes stop-and-go traffic patterns.
Elaborated form of manual transmission in which two internal shafts, each connected to
the input via an electronically controlled clutch, are coordinated such as to achieve an
uninterrupted flow of torque to the driven wheels during gear changes. As well as
reducing acceleration times, a dual clutch transmission also enhances refinement over a
convectional manual or manual gearbox.
Most people know that cars come with two basic transmission types: manuals,
which require that the driver change gears by depressing a clutch pedal and using a stick
shift, and automatics, which do all of the shifting work for drivers using clutches, a torque
converter and sets of planetary gears. But there's also something in between that offers the
best of both worlds -- the dual-clutch transmission, also called the semi-automatic
transmission, the "clutch less" manual transmission and the automated manual
transmission.
In the world of racecars, semi-automatic transmissions, such as the sequential
manual gearbox (or SMG), have been a staple for years. But in the world of production
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vehicles, it's a relatively new technology -- one that is being defined by a very specific
design known as the dual-clutch, or direct-shift, gearbox.

3.1 OPERATION OF DCT


In standard mass-production automobiles, the gear lever appears similar to manual
shifts, except that the gear stick only moves forward and backward to shift into higher and
lower gears, instead of the traditional H-pattern. The Bugatti Veyron uses this approach
for its 7-speed transmission. In Formula One, the system is adapted to fit onto the steering
wheel in the form of two paddles; depressing the right paddle shifts into a higher gear,
while depressing the left paddle shifts into a lower one. Numerous road cars have
inherited the same mechanism.
Hall Effect sensors sense the direction of requested shift, and this input, together
with a sensor in the gear box which senses the current speed and gear selected, feeds into
a central processing unit. This unit then determines the optimal timing and torque
required for a smooth clutch engagement, based on input from these two sensors as well
as other factors, such as engine rotation, the Electronic Stability Program, air conditioner
and dashboard instruments.
The central processing unit powers a hydro-mechanical unit to either engage or
disengage the clutch, which is kept in close synchronization with the gear-shifting action
the driver has started. The hydro-mechanical unit contains a servomotor coupled to a gear
arrangement for a linear actuator, which uses brake fluid from the braking system to
impel a hydraulic cylinder to move the main clutch actuator.
The power of the system lies in the fact that electronic equipment can react much
faster and more precisely than a human, and takes advantage of the precision of electronic
signals to allow a complete clutch operation without the intervention of the driver.
For the needs of parking, reversing and neutralizing the transmission, the driver
must engage both paddles at once; after this has been accomplished the car will prompt
for one of the three options.
The clutch is really only needed to start the car. For a quicker upshift, the engine
power can be cut, and the collar disengaged until the engine drops to the correct speed for
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the next gear. For the teeth of the collar to slide into the teeth of the rings not only the
speed, but also the position must match.

3.2 BASIC DESIGN OF DUAL CLUTCH TRNSMISSION


A dual-clutch transmission offers the function of two manual gearboxes in one. To
understand what this means, it's helpful to review how a conventional manual gearbox
works. 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 reconnects 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.
Sequentially, it works like this:
A car travelling in second gear is controlled by the inner clutch. Power is sent to
second gear along the outer transmission shaft
As the car increases speed, the computer detects the next gearshift point and the third
gear is pre-selected.
When the driver changes gears, the inner clutch disengages and the outer clutch is
activated.
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The power is transferred along the inner transmission shafts to the pre-selected gear.

Figure 3.1 Basic Design

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,

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fourth and sixth). Using this arrangement, gears can be changed without interrupting the
power flow from the engine to the transmission.

3.3 DUAL CLUTCH TRANSMISSION SHAFTS


A two-part transmission shaft is at the heart of a DCT. Unlike a conventional
manual gearbox, this 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.
The diagram below shows this arrangement for a typical five-speed DCT. Notice
that one clutch controls second and fourth gears, while another; independent clutch
controls first, third and fifth gears. That's the trick that allows lightning-fast gear changes
and keeps power delivery constant. A standard manual transmission can't do this because
it must use one clutch for all odd and even gears.

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Figure 3.2 Basic Arrangement

3.4 MULTI PLATE CLUTCH


Since a dual-clutch transmission is similar to an automatic, one might think that it
requires a torque converter, 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 multi-plate 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

Figure.3.3 Basic Multi plate wet clutch design

Like torque converters, wet multi-plate clutches use hydraulic pressure to drive
the gears. The fluid does its work inside the clutch piston, seen in the diagram above.
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 spines on the clutch drum. In turn, the drum is connected to the gear set that

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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.

Figure.3.4 Basic Dual wet clutch design

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.

3.5 DUAL-CLUTCH TRANSMISSIONS: PAST, PRESENT AND FUTURE


The man who invented the dual-clutch gearbox was a pioneer in automotive
engineering. Adolph Kgresse is best known for developing the half-track, 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 race cars. The 956 and 962C race cars included the Porsche Dual
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Clutch, 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 semiautomatic paddle-shifted 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 4,300-meter-high mountain.

Figure.3.5 Porsche 962

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.
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Figure.3.6 Volkswagon Jetta 2.0

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 Power shift System, a six-speed dual-clutch
transmission, at the 2005 Frankfurt International Motor Show. However, production
vehicles using a first generation Power shift are approximately two years away.

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CHAPTER 4
ADVANTAGES AND DISADVANTAGES
4.1 ADVANTAGES
In principle, the DCT behaves just like a standard manual transmission:
It's got input and auxiliary shafts to house gears, synchronizers and a clutch. It doesn't
have a clutch pedal, because computers, solenoids and hydraulics do the actual
shifting. Even without a clutch pedal, the driver can still "tell" the computer when to
take action through paddles, buttons or a gearshift.
Driver experience is just one of the many advantages of a DCT. With upshifts taking a
mere 8 milliseconds, many feel that the DCT offers the most dynamic acceleration of
any vehicle on the market.
It certainly offers smooth acceleration by eliminating the shift shock that accompanies
gearshifts in manual transmissions and even some automatics. Best of all, it affords
drivers the luxury of choosing whether they prefer to control the shifting or let the
computer do all of the work.
Perhaps the most compelling advantage of a DCT is improved fuel economy.
Because power flow from the engine to the transmission is not interrupted, fuel
efficiency increases dramatically. Some experts say that a six-speed DCT can deliver
up to a 10 percent increase in relative fuel efficiency when compared to a
conventional five-speed automatic.

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Fig; 4.1-Audi

4.2. DISADVANTAGES
Many car manufacturers are interested in DCT technology. However, some
automakers are wary of the additional costs associated with modifying production
lines to accommodate a new type of transmission.
This could initially drive up the costs of cars outfitted with DCTs, which might
discourage cost-conscious consumers.
In addition, manufacturers are already investing heavily in alternate transmission
technologies. One of the most notable is the continuously variable transmission, or
CVT. A CVT is a type of automatic transmission that uses a moving pulley system
and a belt or chain to infinitely adjust the gear ratio across a wide range. CVTs also
reduce shift shock and increase fuel efficiency significantly. But CVTs can't handle
the high torque demands of performance cars.DCTs don't have such issues and are
ideal for high-performance vehicles. In Europe, where manual transmissions are
preferred because of their performance and fuel efficiency, some predict that DCTs
will capture 25 percent of the market. Just one percent of cars produced in Western
Europe will be fitted with a CVT by 2012.

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CHAPTER 5
APPLICATIONS
5.1 Trucks and buses
Semi-automatic transmissions have also made its way into the truck and bus
market in the early 2000s. Volvo offers its I-shift on its heavier trucks and buses, while
ZF markets its ASTronic system for buses and coaches. These gearboxes have a place in
public transport as they have been shown to significantly reduce fuel consumption.
In the UK though, semi-automatic transmission has been very popular on buses
for some time, from the 1950s right through to the 1980s, an example being the well
known London Route master, although the latter could also be driven as a fully automatic
in the 3 highest gears. Leyland manufactured many buses with semi-automatic
transmission, including its Leopard and Tiger coaches. Fully automatic transmission
became popular with increasing numbers of continental buses being bought in the UK,
and more and more British manufacturers began offering automatic options, mostly using
imported gearboxes, and semi-automatic transmission lost favour. These days, very few
buses with semi-automatic transmission remain in service, although many are still on the
roads with private owners. Modern types of semi-automatic transmission though are
becoming more common, mostly replacing manual gearboxes in coaches and small buses.

5.2 Motorcycles
In addition to the Hondamatic system noted above, Yamaha Motor Company
introduced a semi-automatic transmission on its 2007 model year FJR1300 sport-touring
motorcycle in 2006. Notably, this system can be shifted either with the lever in the
traditional position near the left foot, or with a switch accessible to the left hand where
the clutch lever would go on traditional motorcycles.

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CONCLUSION
Dual clutch transmission systems have been widely adopted since their
introduction, and expectations are that their popularity will continue to surge given the
benefits they offer. These systems offer the efficiency of a traditional manual
transmission, in many cases actually offering a significant increase in mechanical
efficiency. They also offer the smoothness and convenience of a traditional automatic
transmission, with torque capacities which are starting to rival such torque converter
based systems.
DCT development costs are already lower than those for an epicyclic automatic,
and the systems are very flexible being equally suited to petrol and diesel engines. There
is still work to be done in developing the DCT concept, and effective software is required
to maximize the potential of these systems. Dual clutch transmissions have already had a
real impact on the automotive industry and have the potential to replace manual
transmissions as the transmission of choice in Europe and automatics in North America.

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REFERENCES
[1] http://www.autoevolution.com/news/how-dual-clutch-transmissions-work-5458.html
[2] http://en.wikipedia.org/wiki/Dual_clutch_transmission
[3] Fiat builds dual clutch capacity, Automotive Engineer vol. 33 issue 2,p.45
[4] http://auto.howstuffworks.com/dual-clutch-transmission.htm
[5] Engagement and control of synchronizer mechanisms in dual clutch transmissions
Paul D.Walker n, NongZhang Faculty of Engineering and IT, University of Technology,
Sydney,15Broadway,Ultimo,NSW2007,Australia
[6]Dynamic and kinematic model of a dual clutch transmission E. Galvagno, M.
Velardocchia, A. ViglianiDipartimento di Meccanica, Politecnico di Torino, C.so Duca
degli Abruzzi, 24-10129 Torino, Italy
[7]Investigation of synchronizer engagement in dual clutch transmission equipped power
trains Paul D.Walker n, NongZhang Faculty of Engineering and IT, University of
Technology, Sydney, 15Broadway, Ultimo, POBox123, NSW2007, Australia
[8]Control of gearshifts in dual clutch transmission power trains Paul D.Walker,
NongZhang, RichardTamba Faculty of Engineering and IT, University of Technology,
Sydney, POBox123, 15Broadway, Ultimo, NSW2007, Australia NTC Powertrains, Unit
F, 2Hudson Avenue, Castle Hill2154, Australia

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