In fact, this problem is very simple, and the manufacturer has considered it comprehensively. First of all, the size of the dual clutch gearbox is large enough. If the hydraulic torque converter is installed, the length of the gearbox should be increased by at least 300 mm For the horizontal front drive platform, such a heavy gearbox can not be installed at all, which has no practical application significance.
Secondly, the system is too complex, which brings more uncertainties. First of all, the torque converter cannot replace the clutch. The torque converter only has the function of buffering and amplifying torque at low speed. When the vehicle speed increases, the clutch plate in the torque converter will automatically lock, reducing fuel consumption.
Late locking can reduce the sense of shifting frustration, but the fuel consumption is high. If the torque converter locks up prematurely, it will be a straight-through connector. At this time, the disadvantages of dual clutch are revealed. The buffer function of the torque converter has not been exerted, and the setback still exists. Both logic control and hardware control are complicated and even redundant. First, the torque converter needs the support of hydraulic oil/transmission oil:
How to connect the torque converter and the dual clutch is a problem, at least to solve the oil circuit problem. The picture below shows the dual clutch gearbox:
How to connect perfectly with the torque converter is still a problem. After all, there are n more parts for no reason, so we should consider the problem of good use and durability. Honda solved the technical problems, and once made a similar 8DC gearbox, which was used in Acura Platinum Rui and other models.
Honda's dual-clutch gearbox structure is obviously different from other dual-clutch gearboxes and has not been adopted? Sleeves Instead of adopting the structure with its own parallel shaft gearbox, two sets of clutches are arranged in parallel, as shown in the following figure:
The hydraulic torque converter is only connected with the even shaft, which easily solves the problem of how to connect the torque converter with the double clutch. Honda holds many patents on this parallel shaft gearbox, and it is difficult for others to make similar gearboxes. In fact, this is Honda's unique parallel shaft gearbox. You said it was an automatic gearbox, and it had two clutches. You said a dual clutch gearbox, which is the same as a parallel shaft gearbox.
In fact, this gearbox is a combination of two parallel shaft gearboxes, so it is huge and has limited application. For example, the price of buying a car is not cheap, and the feeling of low gear still exists. The reason for the frustration is that Honda is more inclined to motivation in training. In order to have a good impression when starting, set the ratio of the first gear to the second gear higher, so that the car can start lighter and the price is low.
It can be seen that Honda gave up this gearbox for various reasons, and it is very difficult for other manufacturers to develop and manufacture such a gearbox. No need for in-depth research and development, focusing on dual-clutch gearbox is the right choice!