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ABSTRACT
A sequential manual transmission (or sequential manual gearbox) is a non-traditional
type of manual transmission used on motorcycles and high-performance cars for auto
racing, where gears are selected in order, and direct access to specific gears is not
possible.[a]

With traditional manual transmissions, the driver can move from gear to gear, by
moving the shifter to the appropriate position. A clutch must be disengaged before the
new gear is selected, to disengage the running engine from the transmission, thus
stopping all torque transfer. This type of transmission is often referred to as a H-
pattern because of the path that the shift lever takes as it selects the various gears. As
the gear shifting process requires attention and dexterity that might be needed in
managing sharp corners in car races, sequential transmission has been introduced into
many competition rules as an alternative.

A true sequential transmission will very often use dog clutch engagement rather than
the more usual synchromesh as fitted to a normal H-pattern road car gearbox.
Engagement using dogs requires only a very brief interruption of engine torque to
complete a shift into any adjacent gear. This allows shifting between gears without the
use of the clutch. The clutch would normally be used only for standing starts

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LITERATURE REVIEW
Sequential manual transmissions work by providing the driver with the ability to select
the gear directly before or after the gear currently engaged. Usually the shift lever is
pulled back to select the adjacent higher gear and pushed forwards to select the adjacent
lower gear. On a true sequential gearbox, the shift lever operates a ratchet mechanism
that converts the fore & aft motion of the shift lever into a rotary motion. This rotary
action turns a selector drum (sometimes called a barrel) which has three or four tracks
machined around its circumference. Running in the tracks are the selector forks, either
directly, or via selector rods. These tracks deviate around the circumference and as the
drum rotates, the selector forks running in the tracks are moved to select the required
gear. Only a true sequential transmission has a shift mechanism that operates in this
way.

Sequential gearboxes are also used in nearly all modern motorcycles as it is too
cumbersome to have a conventional H-pattern shifter and would take up too much space
in the confines of a motorcycle frame. Having control over the gear shifter, typically
with the rider's left foot, frees their hands to operate both the clutch and brake without
letting go of the handlebars.[2]

Sequential manual transmissions are true manual transmissions, and should not be
confused with automatic transmissions that provide some degree of user shifting input.
One commercial example of this type of automatic transmission is the Tiptronic
transmission. User shifting through buttons or lever does not necessarily mean that the
transmission is a manual transmission.

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1. 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:
 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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 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.

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.

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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.

2. DUAL CLUTCH TRANSMISSION

A semi-automatic transmission (also known as clutchless 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
uniterrupted flow of torque to the driven wheels during gear changes. As well as
reducing acceleration times, a dual clutch transmission also enchances refinement over
a convectional manual or manual gearbox.

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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.

3. 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

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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.

4.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 re-connects 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

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

 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"

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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.An
ingenious two-shaft construction separating the odd and even gears makes all of this
possible.

5. 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

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

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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.

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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.

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6.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.

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Audi TT Roadster
One of several Audi models available with a dual-shift transmission

 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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7. 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.

CONTROLLING OF DCT

A method of controlling the clutches of a dual clutch transmission during a two-gear

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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Dual-clutch Transmissions: Past, Present and Future

The man who invented the dual-clutch gearbox was a pioneer in automotive
engineering. Adolphe Kégresse 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, Kégresse conceived the idea for a dual-clutch gearbox, which
he hoped to use on the legendary Citroën "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.

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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Photo courtesy VM Media Room

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

8. APPLICATIONS

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 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

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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.

9. CONCLUSIONS

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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).

10. REFERENCES

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1. Automobile engineering by R.B. Gupta

2. Automobile engineering by kirpal sing
3. google.com
4. howstuffwork.com
5. wikipedia.com
6. autoworld.com
7. http://www.seminarprojects.com

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