University of Pune

Seminar Report

On

DUAL CLUTCH TRANSMISSION

By
Vinayak S. Mhaske

Guided By:
Prof. Mrs. A.B. Mane

Department Of Mechanical Engineering

MIT Academy of Engineering
Alandi, Pune
2015-2016

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MIT Academy of Engineering

CERTIFICATE

This is to certify that Mr. Vinayak Shivdas Mhaske, has successfully

completed the Seminar work entitled “Dual Clutch Transmission” under
my supervision, in the partial fulfilment of Bachelor of Engineering -
Mechanical Engineering, by University of Pune
Date :
Place :

Prof. Mrs. A.B. Mane Prof. Mr. N. Murli

Guide Head of the Department

Seal Dr. Y. J. Bhalerao

Principal, MITAOE

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ACKNOWLEDGEMENT

I take this opportunity to thank all who have contributed in seminar work. I would like
to express my gratitude to my guide Prof. Mrs. A.B. Mane, who has encouraged me
to work on this topic and guided me whenever required. I would like to express my
sincere gratitude to Prof. N.MURLI, H.O.D, Mechanical Department, for their
constant support and valuable suggestion without which the successful completion of
this seminar would not have been possible. I wish to express my thanks to Mechanical
Engineering Dept. and faculty members of Mechanical Dept. for their support and the
help extended. Finally, I am thankful to non-teaching staff, Mechanical Engineering
Dept. for their valuable help in preparation of this report.

Mr. VINAYAK SHIVDAS MHASKE

Roll. No. TMH051
[T120280919]

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INDEX

Sr. Contents Page

No. No.

1 Abstract 6
2 Introduction 7
3 Clutch 9
4 Conventional Transmission 10
5 Dual Clutch Transmission 12
6 Operation of DCT 13
7 Basic Design of DCT 16
8 Comparison with Manual Transmission 22
9 Advantages 23
10 Disadvantages 24
11 Controlling Of DCT 25
12 DCT- Past, Present & Future 25
13 Latest Innovations in DCT 27
14 Applications 27
15 Conclusion 29
16 References 30

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LIST OF FIGURES

Sr. Content Page

No No.
1 Clutch Plates 8
2 DSG Gearbox 12
3 Gear Change Lever 13
4 Hall Effect Sensors 14
5 Control Unit 15
6 Selector Rods 15
7 Basic Clutch Design 16
8 Basic Design of DCT 17
9 Arrangement of Shafts 19
10 Multi-Plate Wet Clutch Design 20
11 Basic Dual Wet Clutch Design 21
12 Motorcycle Speed v/s Time 22
13 Traction v/s Time 22
14 Audi TT Roadster 23
15 Porsche 962 26
16 Volkswagen Jetta 2.0 26
17 New Honda CTX Using DCT 28

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ABSTRACT

The twin-clutch transmission, also known as the Direct Shift Gearbox (DSG)
or dual-clutch transmission, is an automated transmission that can change gears faster
than any other geared transmission. Twin-clutch transmissions deliver more power
and better control than a traditional automatic transmission and faster performance
than a manual transmission. Two separate clutches for odd and even gear sets are
utilized by it. It can be imagined as two separate manual transmission working as one
unit. They are operated in a fully automatic mode. It eliminates torque converter as
used in conventional epicyclical-geared automatic transmissions but use two oil-
bathed two wet multi-plate clutches. It eliminates the lag, thus improving acceleration
and engine performance overall. One of them is responsible for controlling the odd
gears, such as first, third and reverse, while the other manages the even gears –
second, fourth and others.

Efforts are being made to overcome the disadvantages of the DCT and
make it environment friendly so that it can be used in all commercial vehicles. Also
efforts are being made to make it compact so that it can be used in motorcycles too.

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1. 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 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.

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 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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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. 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.

Fig. 1 Clutch Plates [8]

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2. CLUTCH

A clutch is a mechanical device that provides for the transmission (and therefore
usually motion) from one component (the driving member) to another (the driven
member) when engaged, but can be disengaged.

Clutches are used whenever the transmission of power or motion must be controlled
either in amount or over time (e.g., electric screwdrivers limit how much torque is
transmitted through use of a clutch; clutches control whether automobiles transmit
engine power to the wheels).

In the simplest application, clutches connect and disconnect two rotating shafts (drive
shafts or line shafts). In these devices, one shaft is typically attached to a motor or
other power unit (the driving member) while the other shaft (the driven member)
provides output power for work. While typically the motions involved are rotary,
linear clutches are also possible.

In a torque-controlled drill, for instance, one shaft is driven by a motor and the other
drives a drill chuck. The clutch connects the two shafts so that they may be locked
together and spin at the same speed (engaged), locked together but spinning at
different speeds (slipping), or unlocked and spinning at different speeds (disengaged).
The various types of important clutches used are :

Friction clutch

Multiple plate clutch

Wet vs. Dry Clutch

Centrifugal clutch

Cone clutch

Torque limiter

Non-slip clutches

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Other clutches:

 Belt clutch
 Dog clutch
 Hydraulic clutch
 Electromagnetic clutch
 Overrunning clutch or freewheel
 Wrap-spring clutches

3. CONVENTIONAL TRANSMISSION

A manual transmission, also known as a manual gearbox, stick shift (for vehicles
with hand-lever shifters) or standard transmission is a type of transmission used
in vehicle applications. It uses a driver-operated clutch engaged and disengaged by a
foot pedal (automobile) or hand lever (motorcycle), for regulating torque transfer
from the engine to the transmission; and a gear stick operated by foot (motorcycle) or
by hand (automobile).

A conventional, 5-speed manual transmission is often the standard equipment in a

base-model car; other options include automated transmissions such as an automatic
transmission ,a semi-automatic transmission, or a continuously variable
transmission (CVT).

Manual transmissions often feature a driver-operated clutch and a movable gear stick.
Most automobile manual transmissions allow the driver to select any forward gear
ratio ("gear") at any time, but some, such as those commonly mounted
on motorcycles and some types of racing cars, only allow the driver to select the next-
higher or next-lower gear. This type of transmission is sometimes called a sequential
manual transmission.

The way a manual transmission works is that the flywheel is attached to the engine,
the clutch disk is in between the pressure plate and the flywheel. When running, the

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clutch disk spins with the flywheel. As the clutch pedal is depressed, the throw out
bearing is pushed in, which makes the pressure plate stop applying pressure to the
clutch disk. This makes it stop receiving power from the engine so that the gear can
be shifted without damaging the transmission. When the clutch pedal is released, the
clutch disk is allowed to start receiving power from the engine.

Manual transmissions are characterized by gear ratios that are selectable by locking
selected gear pairs to the output shaft inside the transmission. Conversely,
most automatic transmissions feature epicyclic (planetary) gearing controlled by
brake bands and/or clutch packs to select gear ratio. Automatic transmissions that
allow the driver to manually select the current gear are called Manumatics. A manual-
style transmission operated by computer is often called an automated transmission
rather than an automatic.

DISADVANTAGE OF CONVENTION CLUTCH TRANSMISSION

 Waste of fuel
 Power lost during the shifting
 Shift shock
 Discomfort
 Power interruption at gear shifting
 Decrease in speed
 Low Efficiency

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4. DUAL CLUTCH TRANSMISSION

A semi-automatic transmission[3] (also known as clutch less 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 uninterrupted flow of torque to the driven wheels during gear changes. As well as
reducing acceleration times, a dual clutch transmission also enhances refinement over
a convectional manual or manual gearbox.

Fig 2. DSG Gearbox[8]

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

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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 race cars, 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.

4.1 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.

Fig 3. Gear Change Lever[6]

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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.

Fig 4. Hall Effect Sensors[7]

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 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.

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Fig 5. Control Unit[8]

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.

Fig 6. Selector Rods[8]

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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 open softer or
harder. The even faster shifting techniques like power shifting require a heavier
gearbox or clutch or even a twin-clutch gearbox.

4.2 Basic Design of Dual Clutch Transmission

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. Fig 7. Basic Clutch Design[6]

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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 unskilled driver, this can result in passengers being thrown forward and back
again as gears are changed.

Fig 8. Basic Design of DCT[7]

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.

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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"
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.

4.3 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

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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 5-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.

Fig 9. Arrangement of Shafts[7]

4.4 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

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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

Fig 10.Multi-Plate Wet Clutch Design[7]

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 gear set

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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.

Fig 11. Basic Dual Wet Clutch Design[7]

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4.5 Comparison with Manual Transmission

Fig 12. Motorcycle Speed v/s Time [5]

Fig 13. Traction v/s Time [5]

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4.5 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.

Fig 14. Audi TT Roadster[7]

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

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 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.

4.6 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.
 Other disadvantages are that it is heavier than a conventional manual
transmission and it uses expensive transmission fluids/lubricants with additives.

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4.7 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 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.

5. DCT: Past, Present and Future

[6]The man who invented the dual-clutch gearbox was a pioneer in automotive
engineering. Adolph 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 race cars. The 956 and 962C race cars included the Porsche Dual
Clutch, or PDK. In 1986, a Porsche 962 won the Monza 1000 Kilometre 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.

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Fig 15. Porsche 962[6]

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.

Fig 16. Volkswagen Jetta 2.0[6]

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 Power shift System, a six-speed dual-clutch transmission, at

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the 2005 Frankfurt International Motor Show. However, production vehicles using a
first generation Power shift are approximately two years away.

5.1 Latest Innovations in DCT

Dual-Clutch Transmission with Torque Converter[5]

The smooth launch performance provided by a torque converter-equipped planetary

automatic transmission is very difficult to duplicate with DCTs. Parking lot
maneuvers can be especially difficult without the smooth performance of a torque
converter. This lack of smooth launch performance has prompted Honda to announce
the development of an eight-speed DCT for the 2015 MY, which features the first use
of a torque converter in a DCT in addition to retaining the dual clutches. This should
provide the smooth low-speed driving dynamics of a traditional automatic
transmission but with a gearbox that is more efficient. As an additional benefit, torque
multiplication through the torque converter will improve acceleration from idle. Since
DCT clutches have required the use of a more costly dual-mass flywheel, adding the
torque converter is believed by Honda to be no more expensive overall since it
eliminates the need for the dual mass flywheel.

6. Applications

Trucks, Buses and Cars

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 AS 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 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 Route master, although the latter could also be driven as a fully
automatic in the 3 highest gears. Leyland manufactured many buses with semi-

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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
favor. 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 to the left hand
where the clutch lever would go on traditional motorcycles.

Fig 17. New Honda CTX Using DCT[9]

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7. CONCLUSION

The dual-clutch/DSG is that it provides the same driving characteristics of a

manual transmission (i.e. quicker throttle response and no drop in engine speed when
the driver lifts off the accelerator) with the convenience of an automatic. However,
the ability to perform near-instantaneous gearshifts gives the twin-clutch advantages
over both manuals and SMTs. Volkswagen's DSG takes about 8 milliseconds to
upshift. Compare that to the SMT in the Ferrari Enzo, which takes 150 ms to upshift.
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).

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8. REFERENCES

1. Koos van Berkel, Theo Hofman, Alex Serrarens, Maarten Steinbuch, “Fast
and smooth clutch engagement control for dual clutch
transmission” Original Research Article Control Engineering
Practice, Volume 22, January 2014, Pages 57-68
2. Paul D. Walker, Nong Zhang, Richard Tamba, “Control of gear shifts in
dual clutch transmission powertrains” Original Research Article,
Mechanical Systems and Signal Processing, Volume 25, Issue 6, August
2011, Pages 1923-1936
3. S. N. Doğan, G. Henning, T. Gödecke,M. Sommer, K. Fronius, M. Krohn, J.
Kieseland J. Dorfschmid “Advanced transmission technologies to improve
vehicle performance” DOI :10.1533/9780857097422.2.393, Pages 393-432
4. Automobile engineering by R.B. Gupta
5. www.nap.edu
6. www.team-bhp.com
7. auto.howstuffwork.com
8. www.wikipedia.com
9. www.totalmotorcycle.com

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