Beruflich Dokumente
Kultur Dokumente
SEMINAR REPORT
Guided by Done by
CERTIFICATE
Dr.B Sivasubramonian
Professor
ACKNOWLEDGEMENT
This seminar would have been incomplete without the support of certain people. I
consider it as my privilege to express my gratitude and respect to all those who
guided and inspired me in the completion of this seminar.
First I would like to thank our Director, Dr.Ashalatha Thampuran and our
Principal, Dr.S.Sheela for the wholehearted support given to me for my seminar.
I am indebted to our HOD, Dr.B Sivasubramonian for his never ending guidance
and encouragement.
I express my profound gratitude and sincere thanks to all the teaching staff of
Mechanical Department of MCET for their constant guidance and support.
Finally I wish to record the moral and the emotional support provided by my
parents and friends throughout the period.
ABSRACT
1. INTRODUCTION 6
2. REVIEW OF LITERATURE 9
3. HISTORY 10
4. DUAL CLUTCH TRANSMISSION 11
5. BASIC DESIGN OF DCT 14
6. DCT SHAFTS 16
7. MULTIPLATE CLUTCH 17
8. CONTROLLING OF DCT 21
9. CONCLUSION 25
10. REFERENCE 26
INTRODUCTION
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.
PURPOSE OF TRANSMISSION:
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.
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.
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 "clutchless" 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 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.
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.
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 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. This needs sensors to
measure not only the speed, but the positions of the teeth, and the throttle may
need to opened softer or harder. The even faster shifting techniques like
powershifting require a heavier gearbox or clutch or even a twin-clutch gearbox.
BASIC DESIGN OF DUAL CLUTCH TRNSMISSION
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.
The power is transferred along the inner transmission shafts to the pre-
selected gear.
Drivers can also choose a fully automatic mode that relinquishes all gear-changing
duties to the computer. In this mode, the driving experience is very similar to that
delivered by a conventional automatic. Because a DCT transmission can "phase
out" one gear and "phase in" a second gear, shift shock is reduced. More
importantly, the gear change takes place under load so that a permanent flow of
power is maintained.
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.
MULTI PLATE CLUTCH
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.
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.
Audi TT Roadster
DISADVANTAGES
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 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.
Porsche 962
APPLICATIONS
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 Routemaster, 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.
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.
C0NCLUSIONS
New 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 (DCT). 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, at least 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.
REFERENCES