Twin Clutch Transmission

July 28, 2017 | Author: Akash Mankar | Category: Manual Transmission, Transmission (Mechanics), Clutch, Automatic Transmission, Gear
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Twin Clutch by Amey Fanje...

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The man who invented the dual-clutch gearbox was a pioneer in automotive engineering. Adolphe KΘgresse 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, KΘgresse conceived the idea for a dual-clutch gearbox, which he hoped to use on the legendary Citroδn "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 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. 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. * INCLUDEPICTURE "Twin-clutch%20transmission%20system%20-%20Patent %206679134_files/dual%20clutch1_files/dual-clutch-transmission-8.jpg" \* MERGEFORMAT *****Volkswagon Jetta 2.0 2. Objective of the development. The Twin Clutch Sportronic Shift transmission(hereinafter referred to as TC-SST) was developed with the following as key concepts: (1) Quicker gear shifting than conventional automatic transmissions (A/Ts) with the same or better gear shift smoothness (2) Fuel economy as good as in manual transmissions (M/Ts) (3) Off-the-line acceleration performance as good as in M/Ts

For each of these concepts, the objectives for achievement in the development were set based on the needs and benchmarks of the vehicles that were slated to be equipped with the TCSST.The TC-SST has two electro-hydraulically controlled clutches; one connects to an odd-number gear set, i.e.the 1st, 3rd and 5th gears and the other to an even-number gear set, i.e., the 2nd, 4th and 6th gears. Either of these two clutches is used at any given time to connect power to a selected gear. Before the working clutch is switched from one to the other, the control system determines the gear to be used next and engages that gear (pre-shift gear engagement). The system then disengages the first clutch and engages the second clutch at the most appropriate timing while controlling the engine torque so that the gear shifting will take place most smoothly and the fuel economy and off-the-line acceleration performance will be made high enough to be comparable to or better than those offered by five speed.

3. LAY OUT OF DCT 3.1 Outline of TCT operation. When the vehicle is to be started in 1st, for example, the 1st gear is brought in mesh with the output shaft by the synchromesh mechanism and then the odd-number gear clutch is engaged to cause the engine torque to transmitted to the output shaft through the 1st gear. While this process is taking place, the 2nd gear on the even - number gear shaft is brought in mesh with the output shaft by the corresponding synchromesh mechanism. When the conditions for shifting up to 2nd are met, the even-number gear clutch is engaged simultaneously with the disengagement of the odd- number gear clutch in such a way that transmission of engine torque is not interrupted. Likewise, before a shift from2nd to 3rd takes place, the synchromesh mechanism causes the 3rd gear to mesh with the output shaft while the vehicle is running in 2nd and the 2nd to 3rdgearshift completes when the odd-number gear clutch is engaged simultaneously with disengagement of the even-number gear clutch. * 3.2 Electronic control system. Fig is a block diagram showing the control system of the TC-SST. Vehicle and engine status data are transmitted through the control area network (CAN), an international standard intravehicle communication network, to the TC-SST control unit. The control unit uses these data together with TC-SST internal data to control the TC-SST in a way most suitable for the vehicle condition. When controlling the TC-SST, the control unit adjusts the supply of hydraulic pressures to the four shift forks and two clutches to make these shift forks and clutches operate most appropriately in order to ensure both smooth gear change and quick gearshifts without causing interruption of engine torque transmission. * (1) Creep control.

Like A/Ts with a torque converter, the TC-SST allows the vehicle to creep through minute control of the clutch pressure to create a slip engagement state. The TC-SST control unit makes this control in coordination with the engine control to prevent engine stalls. The control unit also takes control to reduce the torque transferred through the clutch to the minimum while the driver is stepping on the brake pedal. This control is effective to improve fuel economy and reduce clutch engagement shock that would result from shift lever operation.

(2) Variable control of line pressure . The TC-SST uses a variable line pressure control system that allows it to Precisely adjust the line pressure to the minimum levels necessary for the control of the clutches, as well as lubrication of the clutches and control of gear shifting, while also adjusting it according to oil temperature and other similar conditions. This control keeps the total energy loss of the transmission to a minimum and contributes to improvement in fuel economy. * (3) Pre-shift control. (bringing a gear in mesh before lutch engagement) Pre-shift control is programmed in a way consistent with the gearshift characteristics intended by each drive mode. The control logic reflecting the result of the analysis on the data collected through a series of test drives has enabled a natural and quick shift response of the transmission. (4) Other control features. The TC-SST control incorporates a function of automatically memorizing the best clutch engagement points through learning. This function offsets the unit specific deviation resulting from part variations, thereby ensuring the TC-SSTÆs original high gearshift quality. It also includes a function of pre-pressurizing a clutch hydraulic piston circuit under certain conditions for quicker gear shifting.

3.3 Control modes. In the case of the TC-SST used in the LANCER EVOLUTION X, three drive modes, i.e., ôNormal,ö ôSportö and ôSuper Sportö can be selected using the TC-SST control mode select switch located next to the shift lever. The timing of a gear change as well as how quickly the gear change takes place and how the gear change is responsive to accelerator operation is made different between the control modes so that the user can enjoy driving in all scenes. 3.4 Shift lever. The shift lever system of the TC-SST accommodates CAN communications and is the first of its kind to be used by MMC. Shift lever position data, TC-SST control mode select switch status data and paddle shift data are

transmitted through the CAN line from the shift lever control unit to the TC-SST control unit. The use of the CAN communication system substantially reduces the amount of in-vehicle wiring.

4. How Dual-clutch Transmissions Work: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 vehicles, it's a relatively new technology -- one that is being defined by a very specific design known as the dual-clutch, or directshift, gearbox. 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. 4.1 Hands-On or Hands-Off. 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 re-connects the engine to the gearbox and transmits power to the wheels. * 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 tansmission. In a TCT, 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 inside this Article.

4.2 Dual-clutch Transmission Shafts. A two-part transmission shaft is at the heart of a TCT. Unlike a conventional manual gearbox, which houses all of its gears on a single input shaft, the TCT splits up odd and even gears on two input shafts. How is this possible? 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 TCT. 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. ** 4.3 Multi-plate Clutches Because a dual-clutch transmission is similar to an automatic, you might think that it requires a torque converter, which is how an automatic transfers engine torque from the engine to the transmission. TCTs, however, don't require torque converters. Instead, TCTs 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 TCTs that use dry clutches, like those usually associated with manual transmissions, but all production vehicles equipped with TCTs 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. 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 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. *

5. Pros and Cons of Dual-clutch Transmissions Hopefully it's becoming clear why the TCT is classified as an automated manual transmission. In principle, the TCT behaves just like a standard manual transmission: It's got input and auxiliary shafts to house gears, synchronizers and a clutch. What it doesn't have is 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, then, is just one of the many advantages of a TCT. With up shifts taking a mere 8 milliseconds, many feel that the TCT 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, one of several Audi models available with a dual-shift transmission Perhaps the most compelling advantage of a TCT 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 TCT can deliver up to a 10 percent increase in relative fuel efficiency when compared to a conventional five-speed automatic. Many car manufacturers are interested in TCT 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 TCTs, 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. TCTs 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 TCTs will capture 25 percent of the market. Just one percent of cars produced in Western Europe will be fitted with a CVT by 2012.

6. Conclusion As the engine's speed increases, the transmission anticipates the next gear to be engaged, and during the shift change the current gear's clutch is closed while the new gear's clutch is opened, permitting power to flow uninterrupted and avoiding the dead spot in the typical automatic transmission's operation as it briefly enters a "neutral" range to permit the gear teeth to mesh without grinding.á While the immediate benefit is a performance boost - power and torque flow uninterrupted from the engine to the driving wheels, maintaining acceleration through gear changes - fuel economy also is increased by the mechanical efficiency of the scheme. 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

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