Dual Clutch Transmission Pdf Download 2021

A dual-clutch transmission (DCT) (sometimes referred to as a twin-clutch transmission) is a type of multi-speed vehicle transmission system, that uses two separate clutches for odd and even gear sets.[1] The design is often similar to two separate manual transmissions with their respective clutches contained within one housing, and working as one unit.[2][3] In car and truck applications, the DCT functions as an automatic transmission, requiring no driver input to change gears.

The first DCT to reach production was the Easidrive automatic transmission introduced on the 1961 Hillman Minx mid-size car. This was followed by various eastern European tractors through the 1970s (using manual operation via a single clutch pedal), then the Porsche 962 C racing car in 1985. The first DCT of the modern era was used in the 2003 Volkswagen Golf R32. Since the late 2000s, DCTs have become increasingly widespread, and have supplanted hydraulic automatic transmissions in various models of cars.

Dual Clutch Transmission Pdf Download

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More generally, a transmission with several clutches can be called a multi clutch transmission. For example, the Koenigsegg Jesko has a transmission with one clutch per gear,[4] making up for a total of 7 clutches.[5]

The fundamental principle of a DCT is that one clutch drives a gear-set for the even-numbered gears, while the other clutch drives the odd-numbered gears.[1][2][6] Since the DCT can pre-select an odd gear while the vehicle is being propelled in an even gear (or vice versa), DCTs can shift several times faster than is possible with a manual transmission.[3][7] By timing the operation of one clutch to engage at the precise moment that the other is disengaging, a DCT can shift gears without interrupting the torque supply to the wheels.[6][7]

The concept of a dual-clutch transmission was invented by French engineer Adolphe Kgresse in 1939.[13] The transmission was intended for use in the Citron Traction Avant, however Kgresse ran out of money before a working model could be developed.[14]

Porsche began development of DCTs for racing cars in the late 1970s,[17] due to the possibility of a DCT preventing a drop in boost during gear shifts on a turbocharged engine.[18][19] As the electronics required to control the transmission became compact enough to be practical, the Porsche Doppelkupplungsgetriebe ('dual-clutch gearbox') (PDK) transmission was installed as a prototype in a Porsche 956 Le Mans racing car in 1983.[2][20] The first use of a PDK in competition was the 1985 Porsche 962 C Le Mans racing car, which won the World Sportscar Championship in 1986.[2][21] The PDK transmission was also used in the 1985 Audi Sport Quattro S1 Group B rally car.[7][22]

BorgWarner produced the first mass-production DCT, as used in the R32 model introduced to the Volkswagen Golf range in 2003.[6][9][23] The company have produced many of the DCTs used by the Volkswagen Group (marketed as DSG for Volkswagen-branded cars)[7][24] and produced various components for the 2007 Nissan GT-R sports car, an early application for DCTs involving high torque loads.[25] The company supplies several car manufacturers with complete transmission units, wet-clutches and/or mechatronic control modules.[2][1][24][23]

Following its 2003 introduction in the Volkswagen Golf R32, a 6-speed DCT (model code DQ250), with two wet-clutches arranged concentrically, has been used in several Volkswagen and Audi models.[9] In 2008, Volkswagen group began production of the DQ200, a 7-speed DCT using two dry-clutches arranged side-by-side (instead of concentrically).[9][2] Volkswagen claims fuel economy improvements of 6% compared with a 6-speed manual and 20% compared with a traditional (hydraulic) automatic transmission.[9] DCT transmissions have been used on vehicles sold by Alfa Romeo, Volkswagen, Audi, SEAT, Skoda, and Bugatti, mostly marketed using the term Direct-Shift Gearbox (except for Alfa Romeo, which has used the term TCT and Audi, which has also used the term S-Tronic).[7][43][24]

The 2016 Acura ILX uses a torque converter (a device typically used in hydraulic automatic transmissions) paired with its 8-speed DCT. The purpose of the torque converter is to improve the smoothness of low-speed driving, through the elimination of jolting and shuddering sometimes found in DCTs at low speed.

Several 1970s tractors from eastern European countries (such as the Kirovets K-700 derivatives) used manually-operated DCTs. For example, the Fortschritt ZT 300 has an Unterlastschaltstufe ('shifting under load') function, which needs to be pre-selected by the driver and then activated by pressing the clutch halfway down. This engages the second clutch, which applies a reduction gear to the driven wheels without any interruption in the torque transmission to the wheels.

A different type of dual-clutch transmission has been used in some railcars. The two clutches are placed one on the gearbox input shaft and the other on the gearbox output shaft. To make a gear change, both clutches disengage simultaneously and a brake inside the gearbox engages. The gearchange occurs with all gears stationary, so no synchronizing mechanism is needed. After the gear change, both clutches re-engage. There is a significant break in power transmission, so this system is unsuitable for shunting locomotives.

A Dual Clutch Transmission is a transmission in which clutch and shift operations are automated, while maintaining the structure of manual transmission with its advantages such as direct-feel acceleration.

With no need to operate the clutch, the rider can concentrate on the throttle and brake operation while riding, and smooth acceleration and deceleration is possible with fewer interruptions of driving force during shifting that inevitably occur with normal manual transmissions due to their structure.

As a transmission with two clutches (dual clutch), one for the 1st, 3rd, 5th gear and starting, and the other for the 2nd, 4th, and 6th gear, Dual Clutch Transmission is the world's first*1 technology for motorcycles.

*1: As of June 2010 (based on Honda research)

In a normal manual transmission, the shift spindle is rotated by operating the shift pedal on the left foot, and the gears are slid through the shift drum and shift fork, but in a dual clutch transmission, the shift motor takes on this role. The shift spindle is operated by the shift motor in the same way when using the optional foot pedal setting.

In order to deliver to as many people as possible the riding sensation of manual transmission that can be enjoyed without clutch and shift operations, we have optimized the structure according to the characteristics of the engine and model. For example, in the series where the same engine is mounted on the same frame in the three types, "NC750S", "NC750X" and "X-ADV", the layout of the clutch and crankshaft was reviewed to realize the floor-type step of the "X-ADV".

The DCT is an excellent system that frees the rider from clutch and shift operations, while still being able to transmit "direct drive power" unlike other ATs; it does not spoil the fun riding that is the essence of motorcycles.

In 2012, the Dual Clutch Transmission was introduced to the 700cc NC series to allow more riders to experience it. By utilizing the know-how and manufacturing infrastructure of four-wheelers, to which hydraulic clutch control was applied ahead of motorcycles, we have been able to offer a more compact and reasonable model by drastically reviewing the structure, including reducing the number of parts compared to the previous systems. As the NC series gained popularity, many derivative models were equipped with DCT, and as more and more riders experienced it, it has grown its way to being a widely recognized technology.

In the Gold Wing, the shifting feel has been improved by adopting a 7-gear transmission instead of 5-gear manual transmission, allowing the rider to enjoy the full power feel of the vehicle. With the adoption of a cross ratio on the low-speed side, the shock caused by shifting gears is reduced while the adoption of a wide ratio in 7th gear enables controlling of the engine speed rotation during high-speed cruising, greatly improving quietness. Furthermore, a superior shift feel has been achieved by adopting dampers in various parts to reduce transmission noise and operation noise while shifting. The adoption of a geared chain eliminates the need for an additional reversing shaft, which contributes to making the system lightweight and compact, coming along with a very low-speed forward and reverse function that allows for easy turning of the vehicle body while seated. In terms of advances in control technology, we have achieved both quicker and smooth-feel shifting through coordinated control with throttle-by-wire (TBW), which electronically controls the throttle valve opening.

On the inside, the automatic DCT looks similar to a manual transmission with rugged steel gears. But this transmission has a brain. In automatic mode, it shifts up and down by itself. More importantly, it shifts smoothly for a seamless, uninterrupted power flow with no fear of stalling.

The specified fuel consumption and emission data have been determined according to the Worldwide Harmonized Light Vehicles Test Procedure (WLTP). When figures are specified as value ranges, these do not refer to a particular individual vehicle, but to different trims. Specifications may vary depending on region and trim.

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. 006ab0faaa