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 P !"# T#$%&'I&&I % .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 ()* in case of passenger cars and in greater ratio in case of +orries. It enables the driving wheels to be driven at different speeds. It enables turning the driving through ,- degrees. It enables the relative movement between the engine and the driving wheel.

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. !ithout it, the engine and tires would at all times be inextricably linked, and anytime the vehicle stopped the engine would perforce stall. BCET, ME Dept Dual clutch transmission Page *

!ithout 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 pedal0 on a motorcycle, a lever on the left handlebar serves the purpose. 1. !hen 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. !hen the clutch pedal is fully released, the clutch is fully engaged, and practically all of the engine1s 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. 2etween these extremes of engagement and disengagement the clutch slips to varying degrees. !hen 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. 3onsiderable 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. +earning 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.

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DUAL CLUTCH TRANSMISSION 2.1 INTRODUCTION

$ semi-au !ma i" #a$smissi!$ .also known as "%u "&%ess ma$ua% #a$smissi!$, 'ua%-"%u "& #a$smissi!$, au !ma e' ma$ua% #a$smissi!$, e-(ea#, s&i) - #!$i", )%a**+ *a''%e (ea#,!-, or 'i#e" s&i) (ea#,!-/ 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 "uropean automobile manufacturers to provide a better driving experience, especially in cities where congestion frequently causes stop5and5go traffic patterns. "laborated 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 a uniterrupted flow of torque to the driven wheels during gear changes. $s well as reducing acceleration times, a dual clutch transmission also enchances refinement over a convectional manual or manual gearbox. 'ost people know that cars come with two basic transmission types) manuals, which require that the driver change gears by depressing a clutch pedal and using a stick shift, and automatics, which do all of the shifting work for drivers using clutches, a torque converter and sets of planetary gears. 2ut there1s also something in between that offers the best of both worlds 55 the 'ua%-"%u "& #a$smissi!$, also called the semi5automatic transmission, the 6clutchless6 manual transmission and the automated manual transmission. In the world of race cars, semi5automatic transmissions, such as the se.ue$ ia% ma$ua% (ea#,!- .or &'7/, have been a staple for years. 2ut in the world of production vehicles, it1s a relatively new technology 55 one that is being defined by a very specific design known as the dual5clutch, or direct5shift, gearbox. BCET, ME Dept Dual clutch transmission Page 8

2.2 OPERATION OF DCT

In standard mass5production 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 95pattern. The 2ugatti :eyron uses this approach for its ;5speed transmission. In <ormula ne, the system is adapted to fit onto the steering wheel in the form of two paddles0 depressing the right paddle shifts into a higher gear, while depressing the left paddle shifts into a lower one. %umerous road cars have inherited the same mechanism. 9all "ffect 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 "lectronic &tability Program, air conditioner and dashboard instruments. The central processing unit powers a hydro5mechanical unit to either engage or disengage the clutch, which is kept in close synchroni=ation with the gear5shifting action the driver has started. The hydro5mechanical 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. <or the needs of parking, reversing and neutrali=ing the transmission, the driver must engage both paddles at once0 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. <or a quicker upshift, the engine power can be cut, and the collar disengaged until the engine drops to the correct speed for the next gear. <or the teeth of the collar to slide into the teeth of the rings not only the speed, but also the position must match. This needs sensors to measure not only the speed, but the positions of the teeth, and the throttle may need to be opened softer or harder. The even BCET, ME Dept Dual clutch transmission Page (

faster shifting techniques like powershifting require a heavier gearbox

or clutch or even a twin5clutch gearbox.

2.3 /ASIC DESI0N OF DUAL CLUTCH TRNSMISSION

$ dual5clutch transmission offers the function of two manual gearboxes in one. To understand what this means, it1s helpful to review how a conventional manual gearbox works. !hen a driver wants to change from one gear to another in a standard stick5shift 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 si=e. >evices called s+$"&#!$i1e#s match the gears before they are engaged to prevent grinding. nce the new gear is engaged, the driver releases the clutch pedal, which re5connects the engine to the gearbox and transmits power to the wheels. &o, in a conventional manual transmission, there is not a continuous flow of power from the engine to the wheels. Instead, power delivery changes from !$ to !)) to !$ during gearshift, causing a phenomenon known as 6shift shock6 or 6torque interrupt.6 <or an unskilled driver, this can result in passengers being thrown forward and back again as gears are changed.

<ig 4.8 .?5&peed 2asic >esign of >3T/ BCET, ME Dept Dual clutch transmission Page @

$ dual5clutch gearbox, by contrast, uses two clutches, but has no clutch pedal. &ophisticated electronics and hydraulics control the clutches, just as they do in a &tandard automatic transmission. In a >3T, however, the clutches operate independently. ne clutch controls the odd gears .first, third, fifth and reverse/, while the other controls the even gears .second, fourth and sixth/. Asing this arrangement, gears can be changed without interrupting the power flow from the engine to the transmission. &equentially, it works like this) A "a# #a2e%%i$( i$ se"!$' (ea# is "!$ #!%%e' ,+ &e i$$e# "%u "& .P!3e# is se$ ! se"!$' (ea# a%!$( &e !u e# #a$smissi!$ s&a) As &e "a# i$"#eases s*ee'4 &e "!m*u e# 'e e" s &e $e- (ea#s&i) *!i$ a$' &e &i#' (ea# is *#e-se%e" e'. 5&e$ &e '#i2e# "&a$(es (ea#s4 &e i$$e# "%u "& 'ise$(a(es a$' &e !u e# "%u "& is a" i2a e'. T&e *!3e# is #a$s)e##e' a%!$( &e i$$e# #a$smissi!$ s&a) s ! &e *#ese%e" e' (ea#. >rivers can also choose a fully automatic mode that relinquishes all gear5changing duties to the computer. In this mode, the driving experience is very similar to that delivered by a conventional automatic. 2ecause a >3T transmission can 6phase out6 one gear and 6phase in6 a second gear, shift shock is reduced. 'ore importantly, the gear change takes place under load so that a permanent flow of power is maintained. $n ingenious two5shaft construction separating the odd and even gears makes all of this possible.

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2.4 DUAL CLUTCH TRANSMISSION SHAFTS

$ two5part transmission shaft is at the heart of a >3T. Anlike a conventional manual gearbox, this houses all of its gears on a single input shaft, the >3T 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 five5speed >3T. %otice that one clutch controls second and fourth gears, while another0 independent clutch controls first, third and fifth gears. That1s the trick that allows lightning5fast gear changes and keeps power delivery constant. $ standard manual transmission can1t do this because it must use one clutch for all odd and even gears.

<ig 4.( .2asic $rrangement of >3T/

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2.5 MULTI PLATE CLUTCH

&ince a dual5clutch 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. >3Ts, however, don1t require torque converters. Instead, >3Ts currently on the market use wet multi5plate clutches. $ 6wet6 clutch is one that bathes the clutch components in lubricating fluid to reduce friction and limit the production of heat. &everal manufacturers are developing >3Ts that use dry clutches, like those usually associated with manual transmissions, but all production vehicles equipped with >3Ts today use the wet version. 'any motorcycles have single multi5plate clutches.

<ig 4.@.a/ .2asic 'ulti5Plate !et 3lutch >esign/ +ike torque converters, wet multi5plate clutches use hydraulic pressure to drive the gears. The fluid does its work inside the clutch piston, seen in the diagram above. !hen 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 si=ed 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. $udi1s dual5clutch transmission has both a small coil spring and a large diaphragm spring in its wet multi5plate clutches.

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<ig 4.@ .b/ .2asic >ual !et 3lutch >esign/ 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.

2.6 CONTROLLIN0 OF DCT

$ method of controlling the clutches of a dual clutch transmission during a two5gear positive downshift, wherein the first clutch drives an initial gear and the final gear and the second clutch drives an intermediate gear. The torque transfer across each clutch is controlled so that the torque output of the transmission will be linearly changed over from the first clutch to the second clutch to cause the engine to track a target engine speed profile. The method changes over the gears driven by the first clutch from the initial gear to the final gear as the engine continues to tracks the target speed. The torque transfer across each clutch is controlled so that the torque output will be linearly changed back from the second clutch to the first clutch in an inversely proportional rate to continue to cause the engine to track the target engine speed profile.

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AD7ANTA0ES AND DISAD7ANTA0ES

3.1 AD7ANTA0ES
In principle, the >3T behaves just like a standard manual transmission) It1s got input and auxiliary shafts to house gears, synchroni=ers and a clutch. It doesn1t have a clutch pedal, because "!m*u e#s4 s!%e$!i's a$' &+'#au%i"s do the actual shifting. "ven without a clutch pedal, the driver can still 6tell6 the computer when to take action through paddles, buttons or a gearshift. >river experience is just one of the many advantages of a >3T. !ith upshifts taking a mere B milliseconds, many feel that the >3T 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. 2est 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.

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Fi( 3.1. Au'i TT R!a's e# O$e !) se2e#a% Au'i m!'e%s a2ai%a,%e 3i & a 'ua%-s&i) #a$smissi!$

Perhaps the most compelling advantage of a >3T is improved )ue% e"!$!m+. 2ecause power flow from the engine to the transmission is not interrupted, fuel efficiency increases dramatically. &ome experts say that a six5speed >3T can deliver up to a *- percent increase in relative fuel efficiency when compared to a conventional five5speed automatic.

3.2 DISAD7ANTA0ES
'any car manufacturers are interested in >3T technology. 9owever, 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 >3Ts, which might discourage cost5conscious consumers. In addition, manufacturers are already investing heavily in alternate transmission technologies. ne of the most notable is the continuously variable transmission, or 3:T. $ 3:T 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. 3:Ts also reduce shift shock and increase fuel efficiency significantly. 2ut 3:Ts can1t handle the high torque demands of performance cars.>3Ts don1t have such issues and are ideal for high5performance vehicles. In "urope, where manual transmissions are preferred because of their performance and fuel efficiency, some predict that >3Ts will capture 4@ percent of the market. Cust one percent of cars produced in !estern "urope will be fitted with a 3:T by 4-*4.

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Dua%-"%u "& T#a$smissi!$s: 8Pas 4 P#ese$ .9

4.1 PAST The man who invented the dual5clutch gearbox was a pioneer in automotive engineering. $dolphe DEgresse is best known for developing the half5track, a type of vehicle equipped with endless rubber treads allowing it to drive off5road over various forms of terrain. In *,8,, DEgresse conceived the idea for a dual5clutch gearbox, which he hoped to use on the legendary 3itroFn 6Traction6 vehicle. Anfortunately, adverse business circumstances prevented further development. 2oth $udi and Porsche picked up on the dual5clutch concept, although its use was limited at first to racecars. The ,@? and ,?43 racecars included the P!#s"&e Dua% :%u "&, or P>D. In *,B?, a Porsche ,?4 won the 'on=a *--- Dilometer !orld &ports Prototype 3hampionship race 55 the first win for a car equipped with the P>D semi5automatic paddle5 shifted transmission. $udi also made history in *,B@ when a &port quattro &* rally car equipped with dual5clutch transmission won the Pikes Peak hill climb, a race up the (,8--5 meter5high mountain.

<ig (.*.P!#s"&e ;62

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4.2 PRESENT 3ommerciali=ation of the dual5clutch transmission, however, has not been feasible until recently. :olkswagen has been a pioneer in dual5clutch transmissions, licensing 2org!arner1s >ualTronic technology. "uropean automobiles equipped with >3T include the :olkswagen 2eetle, 7olf, Touran, and Cetta as well as the $udi TT and $80 the &koda ctavia0 and the &eat $ltea, Toledo and +eon.

<ig (.4. 7!%<s3a(e$ =e a 2.> <ord is the second major manufacturer to commit to dual5clutch transmissions, made by <ord of "urope and its @-G@- joint venture transmission manufacturer, 7"T#$75<ord. It demonstrated the Powershift &ystem, a six5speed dual5clutch transmission, at the 4--@ <rankfurt International 'otor &how. 9owever, production vehicles using a first generation Powershift are approximately two years away.

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APPLICATIONS

5.1 TRUC:S AND /USES

&emi5automatic transmissions have also made its way into the truck and bus market in the early 4---s. :olvo offers its I5shift on its heavier trucks and buses, while H< markets its $&Tronic 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 AD though, semi5automatic transmission has been very popular on buses for some time, from the *,@-s right through to the *,B-s, an example being the well known +ondon #oute master, although the latter could also be driven as a fully automatic in the 8 highest gears. +eyland manufactured many buses with semi5automatic transmission, including its +eopard and Tiger coaches. <ully automatic transmission became popular with increasing numbers of continental buses being bought in the AD, and more and more 2ritish manufacturers began offering automatic options, mostly using imported gearboxes, and semi5automatic transmission lost favour. These days, very few buses with semi5 automatic transmission remain in service, although many are still on the roads with private owners. 'odern types of semi5automatic transmission though are becoming more common, mostly replacing manual gearboxes in coaches and small buses

5.2 MOTORC?CLES
In addition to the 9ondamatic system noted above, Iamaha 'otor 3ompany introduced a semi5automatic transmission on its 4--; model year <C#*8-- sport5touring motorcycle in 4--?. %otably, 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 BCET, ME Dept Dual clutch transmission Page *(

clutch lever would go on traditional motorcycles.

C>NCLUSIONS
%ew environmental and fuel efficiency legislation coupled with advances in electronics and manufacturing techniques have triggered new automated transmission technologies. The most likely winner that will replace traditional automatics and boost market penetration of automated transmissions will be the dual clutch transmission .>3T/.

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REFERENCES
*. $utomobile engineering by #.2. 7upta

4. google.com 8. howstuffwork.com (. wikipedia.com @. autoworld.com

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