Traditional cars have the difference between manual transmission and automatic transmission. The manual gear is a bit complicated because it needs to step on the clutch, but the response of the vehicle is relatively quick and direct, while the automatic gear is simple but slightly delayed, so truly professional sports cars often provide manual gears to make way to fully enjoy the driving pleasure. A new invention of Volkswagen AG in Germany gives people who want to drive easily but don't want to give up the quick response pleasure another choice ―― Double Clutch (DSG), which allows people to drive a sports car as fierce as a professional racing car as easily as driving an automatic car.
Clutch operation
The clutch is located between the automobile engine and the transmission, and it is the "switch" for power transmission between the engine and the transmission. It can not only transmit electricity, but also cut off electricity. Its main function is to ensure that the car can start smoothly, and at the same time reduce the impact of the speed change gear by changing the gear position, so that the car can run more smoothly, faster or slower. It is between the separation and engagement of this car when shifting gears that the power transmission will be temporarily interrupted, and how to control coordination becomes a problem. Manual switching is often quick and reasonable, but it needs the support of driving experience and correct judgment. Automatic switching often responds slowly to computer control step by step. Double clutch is the perfect design in this case.
The dual clutch structure responds faster.
As early as 1980s, the power shift system (DSG) has been assembled on racing cars. Audi TT and A3 owned by Volkswagen took the lead in "civilizing" this technology that originally belonged to racing cars. Due to the application of the dual clutch structure, the shift of the car is smoother, and the stagnation of power transmission when shifting the clutch is eliminated. The time from one gear to another gear will not exceed 0.2 seconds.
Its basic principle is that there are two sets of clutches and corresponding shift groups in the car, in which clutch 1 is responsible for controlling odd gears and reverse gears such as 1, 3, 5 and their corresponding gears, and clutch 2 is responsible for controlling even gears such as 2, 4, 6 and their corresponding gears. Therefore, when the driver starts with 1 gear, the computer will judge the driver's intention to shift gears according to the speed and rotation speed of the car, and predictably control the other clutch to connect with the gear set of another gear, so that when it is really necessary to shift gears, the response will be particularly rapid without too much delay.
Actual effect: convenient and flexible.
Compared with the traditional manual gearbox, powershift system is more convenient to use, because it actually turns the manual gearbox into another new type of automatic gearbox, but it is faster and more stable than the traditional automatic gearbox, and of course it has new features.
Someone once compared Volkswagen Golf R32. Using powershift system, the acceleration from 0 to 100 km takes only 6.4 seconds, even faster than ordinary manual gearbox, and the top speed can reach 250 km/h. At the same time, the fuel consumption per 100 kilometers is only 10.2 liter, which also saves10.3 liter compared with manual transmission models.
With the continuous improvement of powershift system, many models of Volkswagen and Audi, including Golf, Touran, A3 and TT, as well as some diesel and gasoline vehicles of Seat and Skoda, are equipped with this new transmission. Porsche, which is good at cooking sports cars, has developed a set of powershift system named PDK(Porsche Doppel Kupplungen), which has a strong F 1 style. It is expected that most Porsche models will use this dual-clutch gearbox as an optional configuration or as an essential part of high-end models.
Finally, it should be pointed out that the power shift system is no longer the technology that Volkswagen I is committed to research and development: it is reported that Maxin M3 is equipped with 7-speed power shift, and it was first listed in Europe in 2008. This 7-speed power shifting device equipped by Ma Xin M3 is named MDCT (Dual Clutch Transmission). Make the shift time of the car faster and shorter, thus improving the performance of the whole car, and let the performance fans who stress acceleration get a shorter acceleration time of 100 kilometers. Japan's Mitsubishi Motors also announced its research and development achievements: SST (Sport Shift Trans-transmission) system, which is a dual-clutch automatic manual transmission, and realizes faster gear shifting by freeing the driver from the need to operate the clutch.
From this point of view, powershift technology will not only have more practical changes in the future, but also be popularized rapidly in a short time, which deserves more attention from car enthusiasts.
I believe that consumers who have paid attention to it are no strangers to its working principle and practical advantages. However, judging from the feedback we received, many netizens still misread many things about powershift.
● 6 speed and 7 speed.
Just as many manufacturers are using supercharged engines, but they are famous for Volkswagen's T, Volkswagen is still the leading chaser in the field of power shifting. This letter from DSG is proof that many people in China have learned about powershift from DSG. Of course, Volkswagen's "dual clutch" is also representative, and most of its imported cars are also equipped with DSG, such as Golf GTI, EOS, Magotan 3.2, Scirocco and so on.
However, at present, Volkswagen actually has two DSG powershift, code-named DQ250 and DQ200 respectively. From the intuitive data analysis, DSG code-named DQ250 has six gears and can bear the maximum torque of 350NM, which is mainly used for high-displacement or main handling vehicles, such as Golf GTI and Magotan. DQ200, on the other hand, is a seven-speed power shift, which can bear the maximum torque of 250NM, and is mainly used for medium and low displacement vehicles, such as Golf A6 and Sagitar.
This is the difference. Some consumers think that the performance of DQ250 powershift on "more expensive" models is better than DQ200, so they come to the conclusion that DQ250 powershift, which can bear the maximum torque of 350NM, is "better" than DQ200. On the contrary, the DQ200 powershift with seven gears is better than DQ250 in economy and ride comfort. So, who is right?
In fact, DSG is only the exclusive title of dual-clutch technology that Volkswagen bought out for itself. As for the two power shift control modules code-named DQ250 and DQ200, they come from different manufacturers. In 2003, Volkswagen's first dual-clutch automatic transmission code-named DQ250 came out, using modules produced by Borgwarner. This DSG transmission can withstand 350 Nm of torque. Volkswagen GTI, which was introduced into China in 2006, and 09 Magotan, which will be listed soon, all match this 6-speed DSG powershift；; In March, 2008, Volkswagen released a 7-speed powershift, the core components of which were provided by Luke Company of Schaeffler, Germany, with a maximum torque of 250Nm. At present, this 7-speed DSG powershift is used in the automatic transmission of the 6th generation golf in Europe except the entry-level model.
It is not difficult to find that the 7-speed DQ200 is mainly mounted on A-class bodies with medium and low displacement, while the 6-speed DQ250 is mainly used for high-displacement or main handling vehicles. Why is there such a difference? In fact, it is not difficult to understand that the maximum torque that the 6-speed DQ250 can withstand is 350NM, while the DQ200 is only 250NM. However, why is there such a big difference between the torque values of the two?
● Dry and wet.
Here, we want to connect a concept, dry and wet. Headquartered in the United States, Borgwarner provides the main control unit of 6-speed DSG power shift for Volkswagen, while the core technology of 7-speed power shift is provided by Germany's Luke Company, although most of their components are assembled and produced in Volkswagen's factory in Kassel, Germany. In fact, the biggest difference between 7-speed DQ200 and 6-speed DQ250 is that one uses wet dual clutch (DQ250) and the other uses dry dual clutch (DQ200).
Compared with DQ200 dry dual clutch, the torque transmission of wet dual clutch is realized by immersing the friction plate of wet clutch in oil. Because the high efficiency of torque transmission of related hydraulic system and dry clutch itself is omitted, the dry system greatly improves fuel economy. Relevant statistics show that the same 77Kw engine equipped with a 7-speed DSG gearbox saves more fuel 10% than that equipped with a 6-speed wet dual-clutch gearbox.
In addition to higher transmission efficiency, the dry dual-clutch 7-speed DSG gearbox also omits the filter, oil cooler and high-pressure oil pipe in the gearbox housing. Like ordinary manual gearbox, gearbox oil is only used for lubrication and cooling of gearbox gears and bearings. Therefore, the 7-speed DSG gearbox oil only needs 1.7 liters of gearbox oil, while the 6-speed DSG gearbox needs 6.5 liters.
Of course, wet dual clutch also has the characteristics that dry dual clutch lacks, because the torque carrier and work are temperature-resistant, and the torque transmission of dry dual clutch is obviously limited. The 7-speed DSG gearbox code-named DQ200 can only be applied to "small and medium-sized" engines with maximum torque less than 250Nm. Take the 09 Magotan of FAW-Volkswagen as an example. Even the Magotan 1.8TSI model can output a peak torque of 250NM during the engine 1500 to 4200 rpm. Obviously, DQ200 7-speed power shift is not suitable. This is also the reason why FAW-Volkswagen abandoned Dalian production and switched to DQ250 6-speed powershift made in Germany.
In addition, due to the factors of layout and friction material selection, the external size of wet dual clutch is larger than that of dry dual clutch, which is not conducive to the layout of vehicle powertrain. I believe this is one of the potential reasons why DQ200 is suitable for medium and small displacement vehicles. Therefore, there is no absolute chance of winning 6-speed and 7-speed, but the suitable direction and use are different. However, considering the maneuverability and economy, DQ250 and DQ200 have good advantages over existing automatic gearboxes such as AT, AMT and CVT.
● Not exclusive to the public.
As mentioned above, Volkswagen's DSG core technology is actually the credit of suppliers. In this case, powershift is not a unique gearbox technology for Volkswagen.
Internationally, Borgwarner is famous for providing DCT modules. In Europe and America, Borgwarner cooperates with Getrag, a gearbox manufacturer, mainly providing gearbox production, and the modules are from Borgwarner. PowerShift Powershift on Volvo S40 was jointly developed by Getrag and Ford. It is a 6-speed automatic manual, which can bear the maximum torque of 450NM.
Not only Volvo's products have been equipped with Powershift called PowerShift, but many products on the market that pay attention to handling have also been equipped with dual clutch gearboxes. Some manufacturers use the name DCT in promotion, which is actually the abbreviation of DualClutchesTransmission. Porsche has developed a 7-speed power shift named PDK in cooperation with parts manufacturers according to its own needs, and the maximum bearing torque has made a breakthrough.
One of the cost misunderstandings is new technology, the other is novelty, and it is imported. Many netizens "think" that the cost in powershift will be high, at least not low. People familiar with powershift should know that powershift is developed based on the core principle of manual transmission, and its structure is simpler than that of the planetary gear set of ordinary transmission. The core technology of dual-clutch automatic transmission lies in three parts: dual-clutch module, torsional vibration damper module and control module. These modules are the key components in the dual-clutch automatic transmission, which are equivalent to the heart and brain of power shifting. At present, only a few parts manufacturers have mastered it.
Nevertheless, based on the author's understanding of the existing automatic transmissions in the market, including AMT of Aisin, CVT of Nissan and Audi, the structure of the hydraulic torque converter contained in these two mainstream automatic transmissions is not simpler than that in powershift, and the complexity of technology and production is not lower than that in powershift. In other words, although powershift is still a new thing and a good thing in the domestic market, it is actually verifying an idea: excellent things are quite simple. So what I want to express here is that the cost of power shifting is definitely lower than that of at and CVT.
DSG has two clutches, which are called clutch A and clutch B respectively. Assuming that the gear is in the third gear when driving, the clutch A is engaged to transmit power; Clutch b is in standby state, ready to shift to 4th gear. When the vehicle speed reaches the speed required by 4th gear, 3rd gear is separated from A, 4th gear is engaged with B, and then 1st gear and 5th gear are on standby, so there is no problem in normal driving. The engine speed loss is small, and the power connection is smooth and fuel-efficient. The problem is: suppose the front is not a straight road, but a curve. After the third gear is added to the fourth gear, it needs to be downshifted into the curve (note: there is no brake), so it needs to be changed back to the third gear. Do you want to change into fifth or fourth gear? If the fourth gear is lowered, the advantage of dual clutch will be gone, and the engine will also slow down; If you lower the speed by five gears, the speed will remain at the fourth gear. If you don't lower the speed, you will squeeze your head into the corner (Volkswagen has more front-drive cars).
7 Front speed, DSG= automatic double clutch.
When starting, the first clutch is in first gear and the second clutch is ready.
When a certain speed is reached, the clutch will be put into second gear and the clutch will be ready.
In this way, the shift speed is faster than that of ordinary automatic gearbox, with less energy consumption and fuel saving.
Volkswagen's DSG changes a little faster than other famous factories.
The development of automobile transmission has gone through 100 years, from side chain transmission to manual transmission, to hydraulic automatic transmission and electronically controlled mechanical automatic transmission, and to the popularization of continuously variable automatic transmission. With the continuous progress of automobile industry technology, the transmission is also developing in the direction of smoother, more fuel-efficient and more interesting driving. Until the appearance of dual clutch automatic transmission, transmission technology reached a new height with speed and dream.
Dual-clutch automatic transmission has excellent efficiency and comfort, and has achieved great market success since it came out. The core of developing dual clutch automatic transmission technology lies in the technology of dual clutch module, torsional vibration damper module and control module. These modules are the key components in the dual-clutch automatic transmission, and they are the heart and brain of this advanced automatic transmission. In 2003, the world's first dual-clutch automatic transmission was put on the market, using modules produced by Borgwarner. At present, the core technology of powershift is in the hands of Borgwarner in the United States and Schaeffler Group in Germany.
The dual clutch automatic transmission technology adopted by FAW-Volkswagen's new Magotan is a product jointly developed by Volkswagen Group and the above companies. Because its products are marked with registered trademarks, only Volkswagen PowerShift products can use the name DSG, while other brands of dual-clutch products mostly use "DCT" or other names, such as: BMW's M DKG, Volvo's Powershift, Porsche's PDK and Mitsubishi's dual-clutch SST.
Different companies have different power shifts based on DCT technology.
Volkswagen DSG (direct shift gearbox). When it comes to power shifting, most riders first think of Volkswagen's DSG power shifting technology. Indeed, Volkswagen's DSG is the most widely used power shift technology in today's car world, and it is also the first transmission technology suitable for mass production. It uses the traditional gear transmission with six or seven forward gears as the power transmission component, which is mainly used in conjunction with the engine of high torque platform.
In 2002, Volkswagen first showed the representative work of this technological innovation-Golf GTI to the world in Wolfsburg, Germany. Its DSG transmission shaft is divided into two parts, one is a solid transmission shaft for Uneri, and the other is a hollow transmission shaft outside; The solid transmission shaft inside is connected with 1, 3 and 5 and the rear gear, and the hollow transmission shaft outside is connected with 2, 4 and 6 gears. The two clutches are respectively responsible for the meshing action of a drive shaft, so that the engine power is continuously transmitted by one of the drive shafts. From the layout point of view, the length of this transmission is very short (equivalent to half the length of the traditional 6-speed transmission), so it can be used in front-wheel drive vehicles.
The engine equipped with DSG transmission can produce traction and greater flexibility immediately because of its rapid shift, and the acceleration time is faster than that of manual shift. Take golf GTI as an example. It takes only 6.9 seconds to accelerate from 0 to 100 km for the model equipped with DSG, which is faster than the manual transmission model, with a top speed of 235 km/h and the same level. What is even more impressive is that while the performance is improved, the fuel consumption of the model equipped with DSG is only 8.0 liters per 100 kilometers, which is equivalent to that of the manual transmission model.
In order to control the DSG transmission, the driver can use the shift lever or the shift plate on the steering wheel to shift gears manually in sequence, and the clutch operation in the shift process is completely controlled by DSG computer. No matter whether you use manual mode or D or S automatic shift mode when driving, DSG will switch to manual mode and execute the shift program immediately as long as you tap the shift plate on the steering wheel, without the sense of hysteresis when the traditional automatic transmission accelerates rapidly.
Audi S Tronic S-Tronic technology is called direct shift transmission, and S-Tronic uses two sets of clutches to work in series. Compared with the ordinary transmission, the acceleration and fuel economy of the automobile equipped with this transmission have been greatly improved. At present, only Audi TT and Audi A3 are equipped with this technology, which enables them to switch six gears in 0.2 seconds without cutting off the power output.
S-Tronic direct shift converter allows you to enjoy uninterrupted power transmission and a lot of driving pleasure. This innovative transmission combines the advantages of manual transmission and automatic transmission. Therefore, drivers can freely experience extraordinary sports and economy, or a personalized combination of sports and economy.
Porsche PDK (Porsche Dual Clutch Transmission). Porsche's power shift product is called PDK, Prosche Doppel Kupplungen. In fact, Porsche used PDK powershift in the 956 cars of 1983, and it was a great success in the 962 cars of 1984 and 1985.
Porsche re-launched the 2009 Porsche 9 1 1 Carrera. After technical update, the current PDK products are fundamentally different, but its working principle is still basically the same as that of DSG.
The biggest difference between BMW M DKG BMW M DKG seven-speed automatic gearbox and Volkswagen's latest seven-speed automatic gearbox is that BMW M DKG seven-speed automatic gearbox adopts wet gearbox, while Volkswagen's seven-speed automatic gearbox adopts dry gearbox, which can be said to have their own advantages.
BMW M3 coupe equipped with DKG gearbox, the static acceleration to 100 km/h is shortened to 4.6 seconds, which is 0.2 seconds faster than manual gear, and the fuel consumption per 100 kilometers is reduced to 1 1 .9L. The DKG gearbox of BMW M3 coupe has as many different controls as11. The power output of the 420 HP 4.0 liter V8 engine of the new BMW M3 coupe will be fully and timely deployed.
Ford, Volvo power shift. Powershift gearbox has two independent wet clutches, which work in parallel in a way similar to two sets of manual gearboxes. One clutch is responsible for controlling odd gears (1, 3, 5 and reverse), and the other clutch is responsible for controlling even gears (2, 4, 6).
Thanks to the design of two sets of wet clutches, the power shift transmission can withstand the torque output as high as 450 Nm, and there is no limit to the transmission ratio in theory. Therefore, the power shift transmission is regarded as the best choice for diesel engines by the original factory.
Mitsubishi SST (sports shift transmission). Mitsubishi's sports cars have always been sporty. For powershift, a high-performance device, the Japanese will naturally not let it go easily. In July 2007, Mitsubishi also released its own Power Shift-SST (Sport Shift Transmission) in Tokyo. In June 2008, the 10th generation EVO equipped with this gearbox was introduced into China, and the price was as high as 488,000 yuan.
SST provides drivers with three modes: normal mode, sport mode and super sport mode to meet the needs of various roads.
Powershift meets the dual requirements of consumers for driving sportiness and vehicle fuel economy, and provides the best choice for those drivers who love manual transmission, so that more car owners' driving passion will never stop.
Attachment: the birth of powershift and major historical events.
1940, Rudolf Frank, a professor at darmstadt University, first applied for a patent in powershift. The transmission was tested on a truck, but it was not put into mass production. Subsequently, Porsche also invented powershift specially for racing cars. However, in that era, DCT/PDK technology was not successfully put into mass production.
1985, Audi applied the dual clutch technology to the track and named it "Audi Sport quattro S 1 dual clutch technology racing car". Dual-clutch technology enabled Audi cars to gallop in the major off-road fields at that time and win many competitions.
At the end of 1990s, Volkswagen and Borg Warner cooperated to produce the first powershift with DualTronic(R) technology, which is suitable for mass production and application in mainstream vehicles and is called DSG.
Borgwarner turned DCT into a practical transmission by using new electro-hydraulic components. In 2002, DSG was applied to German Volkswagen Golf R32 and Audi TT V6. In 2003, it was extended to golf and other vehicles.
In 2004, DSG first matched TDI diesel engine on Volkswagen Touran, Germany.
Attachment: Centennial development of transmission.
1894, a French engineer fitted a car with the world's first transmission, which has been developed for more than 100 years. As an important part of the automobile, the transmission is the main device to amplify the engine torque, cooperate with the engine power-torque characteristics and realize the ideal power transmission, so as to adapt to various road conditions and realize the automobile running.
Well-known transmissions generally include manual transmissions and automatic transmissions. The traditional transmission adopts different gear combinations to achieve the above objectives, and the change of gear combinations can only be achieved by stepping on the clutch and pulling the gear lever, which is called manual transmission. In order to facilitate gear shifting, the AT(AutomaticTransmission) transmission with the clutch pedal and manual gear shifting cancelled appeared. It mainly uses hydraulic torque converter and traditional mechanical gearbox to realize shift function. People usually say this at for automatic transmission vehicles.
Because AT was used earlier, it was named "automatic transmission" in English. 1908, Ford model t first adopted automatic transmission with two speed ratios. Since then, the structural principle of automatic transmission has not changed much, but the progress of material technology and the improvement of lubricating oil performance make the speed ratio of this transmission more abundant. However, AT is not the same as automatic transmission. As long as it can automatically shift gears, it can be called an automatic transmission. In fact, there are many ways to achieve this goal: besides AT, it also includes other forms such as stepless speed change.
CVT (Continuously Variable Transmission) refers to a transmission system that provides stable and "stepless" speed ratio conversion without gears. It has the characteristics of light weight, small volume and few parts, and is recognized as an ideal automobile transmission device. Compared with AT, CVT is mainly different in transmission mode. In the latter, the driving steel belt cooperates with the driving wheel and the driven wheel with variable working diameter to transmit power, thus realizing the continuous change of transmission ratio.
With the increasing demand for smooth, comfortable, efficient and energy-saving cars in the market, Volkswagen and Borg Warner have joined hands to break through the technical boundaries and built a DSG dual-clutch automatic transmission, which has smooth and dynamic shifting and greatly reduced energy consumption, and can match large torque and large displacement engines.
I believe that consumers who have paid attention to it are no strangers to its working principle and practical advantages. However, judging from the feedback we received, many netizens still misread many things about powershift.
● 6 speed and 7 speed.
Just as many manufacturers are using supercharged engines, but they are famous for Volkswagen's T, Volkswagen is still the leading chaser in the field of power shifting. This letter from DSG is proof that many people in China have learned about powershift from DSG. Of course, Volkswagen's "dual clutch" is also representative, and most of its imported cars are also equipped with DSG, such as Golf GTI, EOS, Magotan 3.2, Scirocco and so on.
However, at present, Volkswagen actually has two DSG powershift, code-named DQ250 and DQ200 respectively. From the intuitive data analysis, DSG code-named DQ250 has six gears, which can bear the maximum torque of 350NM, and is mainly used for high-displacement or main handling vehicles, such as Golf GTI and the upcoming 09 Magotan; The DQ200 is a seven-speed power shift, which can withstand the maximum torque of 250NM. It is mainly used in medium and low displacement vehicles, such as Golf A6 and Sagitar, which are listed in the second half of the year.
This is the difference. Some consumers think that the performance of DQ250 powershift on "more expensive" models is better than DQ200, so they come to the conclusion that DQ250 powershift, which can bear the maximum torque of 350NM, is "better" than DQ200. On the contrary, the DQ200 powershift with seven gears is better than DQ250 in economy and ride comfort. So, who is right?
In fact, DSG is only the exclusive title of dual-clutch technology that Volkswagen bought out for itself. As for the two power shift control modules code-named DQ250 and DQ200, they come from different manufacturers. In 2003, Volkswagen's first dual-clutch automatic transmission code-named DQ250 came out, using modules produced by Borgwarner. This DSG transmission can withstand 350 Nm of torque. Volkswagen GTI, which was introduced into China in 2006, and 09 Magotan, which will be listed soon, all match this 6-speed DSG powershift；; In March, 2008, Volkswagen released a 7-speed powershift, the core components of which were provided by Luke Company of Schaeffler, Germany, with a maximum torque of 250Nm. At present, this 7-speed DSG powershift is used in the automatic transmission of the 6th generation golf in Europe except the entry-level model.
It is not difficult to find that the 7-speed DQ200 is mainly mounted on A-class bodies with medium and low displacement, while the 6-speed DQ250 is mainly used for high-displacement or main handling vehicles. Why is there such a difference? In fact, it is not difficult to understand that the maximum torque that the 6-speed DQ250 can withstand is 350NM, while the DQ200 is only 250NM. However, why is there such a big difference between the torque values of the two?
● Dry and wet.
Here, we want to connect a concept, dry and wet. Headquartered in the United States, Borgwarner provides the main control unit of 6-speed DSG power shift for Volkswagen, while the core technology of 7-speed power shift is provided by Germany's Luke Company, although most of their components are assembled and produced in Volkswagen's factory in Kassel, Germany. In fact, the biggest difference between 7-speed DQ200 and 6-speed DQ250 is that one uses wet dual clutch (DQ250) and the other uses dry dual clutch (DQ200).
Compared with DQ200 dry dual clutch, the torque transmission of wet dual clutch is realized by immersing the friction plate of wet clutch in oil. Because the high efficiency of torque transmission of related hydraulic system and dry clutch itself is omitted, the dry system greatly improves fuel economy. Relevant statistics show that the same 77Kw engine equipped with a 7-speed DSG gearbox saves more fuel 10% than that equipped with a 6-speed wet dual-clutch gearbox.
In addition to higher transmission efficiency, the dry dual-clutch 7-speed DSG gearbox also omits the filter, oil cooler and high-pressure oil pipe in the gearbox housing. Like ordinary manual gearbox, gearbox oil is only used for lubrication and cooling of gearbox gears and bearings. Therefore, the 7-speed DSG gearbox oil only needs 1.7 liters of gearbox oil, while the 6-speed DSG gearbox needs 6.5 liters.
Of course, wet dual clutch also has the characteristics that dry dual clutch lacks, because the torque carrier and work are temperature-resistant, and the torque transmission of dry dual clutch is obviously limited. The 7-speed DSG gearbox code-named DQ200 can only be applied to "small and medium-sized" engines with maximum torque less than 250Nm. Take the 09 Magotan released by FAW-Volkswagen in early March as an example. Even the Magotan 1.8TSI model can output a peak torque of 250NM during the engine 1500 to 4200 rpm. Obviously, DQ2007 speed powershift is not suitable. This is also the reason why FAW-Volkswagen abandoned Dalian production and switched to DQ250 6-speed powershift made in Germany.
In addition, due to the factors of layout and friction material selection, the external size of wet dual clutch is larger than that of dry dual clutch, which is not conducive to the layout of vehicle powertrain. I believe this is one of the potential reasons why DQ200 is suitable for medium and small displacement vehicles. Therefore, there is no absolute chance of winning 6-speed and 7-speed, but the suitable direction and use are different. However, considering the maneuverability and economy, DQ250 and DQ200 have good advantages over existing automatic gearboxes such as AT, AMT and CVT.