# Synthesis of the Energy-Saving Dry Dual Clutch Control Mechanism
## 2 Materials and Methods  
### The Design Model  
The energy efficiency of drive control for DCTs of different designs was analyzed. A comparison with the original DCT with reduced control costs was also carried out. As a result, it was determined that the proposed transmission [31] requires energy only when starting the vehicle and shifting gears (Figures 1 and 2). DCT contains casing 1 (mounted on the engine's crankshaft through the leading flywheel 2), platter 3, driven discs 4 and 5 (mounted on splines on coaxially located main shafts 6 and 7), and shift drive mechanism 9. Flywheel 2 (used as drive disc), platter 3, and casing 1 are rigidly interconnected in the axial direction along the periphery, forming the driving elements of the clutches. Between platter 3 and casing 1, additional disc 10 is installed in the axial direction. It is loaded with pressure springs 11 and moved through elements 12 with the possibility of interaction with holes 13. On an additional drive 10, from the platter side in the radial direction, stops 15 are fixed with hinges 14. They can rotate in radial planes. The ends of swivel stops 15 are connected with levers 17 from the periphery of the discs (in a horizontal plane) with hinges 16. The last ones (passed through holes 18 in platter 3 through hinges 19) are fixed on pressure plate 8. This plate has a possibility of forced axial movement. The second free end of the rotary stops 15 interacts with movable supports 20. These supports are made as carriages with rollers 21, 22, and 23, placed between stops 15 and platter 3. The pair of rollers 21 and 22 on carriages can interact with clamps 24. Movable supports 20 are pivotally connected to drive mechanism 9 for switching clutches through levers 25. The designed DCT operates as follows. In the switched-off (neutral) position, drive mechanism 9 is installed in such a way that the supports 20 are fixed in the middle position, excluding the rotation of stops 15 in the radial planes. Driven discs 4 and 5 do not interact with the leading flywheel 2, pressure plate 8, and platter 3. Main shafts 5 and 6 of even and odd gears rotate freely through driven discs 3 and 4 without transmitting torque from the engine. When switching on the 1 st clutch (Figures 2 and 3), drive mechanism 9 is installed in such a way that the supports 20 move from the periphery of the discs to the rotation axis of the shafts through levers 25. In this case, support 20, overcoming the resistance of the clamps 24, moves along surface 27. It is installed in a fixed position, where torque occurs between hinges and rollers 23. Additional disc 10 moves in the axial direction towards support disc 8 under the action of springs 11. Stops 15 transmit the pushing force to levers 17, turning on hinges 14 through hinges 16. Levers 7 transmit the force to pressure plate 8 through hinges 19. Pressure plate 8 acts on the driven disc 4 and flywheel 2. The friction pairs circuit for the 1 st clutch closes. As a result, torque from the engine is transmitted to the input shaft 6 of the gearbox through drive flywheel 2, pressure plate 8, and drive plate 4. When the 1 st clutch is switched off, drive mechanism 9 is set to a position in which stops 20 moves to the periphery of the discs (Figures 2b and 3b). In this case, rollers 21 and 22 move along surface 27, overcoming the resistance of clamps 24. These rollers are installed in a fixed position. However, rollers 23 are mounted on the same horizontal axis as hinges 14 of swivel stops 15 and pressure springs 11. Additional disc 10 moves in the axial direction away from support disc 3, overcoming the resistance of springs 11. Stops 15 transmit the pulling force to levers 17, turning on hinges 14 through hinges 16. Levers 17 transmit the force to pressure plate 8 through hinges 19. Pressure disc 8 opens the power circuit, stopping interaction with driven disc 3. As a result, the torque transmission from the engine to shaft 6 of the even rows of the gearbox stops.