As for German Volkswagen brands and Japanese brands, DCT and CVT are the main brands. Toyota also has 8AT, but the center of gravity is not here.
Does this mean that auto companies have strategically abandoned at? Not exactly. Let's take the future trend of three-cylinder engines as an example. There are also many AT gearboxes, and they are concentrated in mid-to high-end models.
As far as the overall trend is concerned, as of 20 18, the domestic market accounted for 4 1.4%, 26.4% and 1.5% respectively. The DCT and CVT are 14.0% and 14.7% respectively.
This is because MT, at and AMT are all suitable for passenger cars and commercial vehicles, while DCT and CVT are generally assembled on passenger cars.
Besides, if we turn our eyes to overseas markets, you will find some very unexpected points. For example, according to the investigation of relevant institutions, by the end of 20 18, among the nearly 400 models produced in Japan and sold only in Japan, there are more than 60 models of manual mechanical gearbox, nearly 200 models of AT and 40 models of CVT, and AT models actually occupy the mainstream.
Therefore, we can draw the conclusion that at gearbox will play a vital role for a long time, and it is obviously wrong to say that it has been abandoned by strategy.
On the other hand, the development of AT gearbox tends to be rational now, and the enthusiasm for the development of high-end gearbox (above 8 gears) has indeed decreased. This has a lot to do with the electrification of automobiles. Many enterprises begin to focus on the research and development of pure electric vehicles (gearless) from the perspective of energy and cost, or think that mature 6AT is enough.
As long as the fuel car does not leave the market, AT gearboxes will always exist, and AT least some manufacturers will stick to the AT camp.
Although more and more manufacturers have reduced the proportion of at gearboxes, all manufacturers have to admit that AT gearboxes are the most mature and stable gearboxes and can withstand high torque. Especially for civilian vehicles, AT gearbox is the most worry-free gearbox. Some people may say that sports cars don't like to use at gearboxes. In fact, the dual-clutch gearbox used in sports cars is purely for outstanding performance. You know, the dual clutch gearbox on a sports car is more expensive than a family car!
AT present, the popularity of dual clutch gearbox and CVT gearbox does not mean that AT gearbox has gone downhill. The use of dual-clutch gearboxes in civilian vehicles is entirely due to Volkswagen. Doesn't Volkswagen want to use AT? No, he wants to. Remember Magotan with Aisin AT gearbox? Later, the gearbox capacity was insufficient, and the public suffered a dumb loss. The taste of the main model being pinched must be uncomfortable, so I crustily skin of head and got a dual-clutch gearbox. I didn't dare to use it on Audi at first. Audi uses ZF gearbox and CVT gearbox.
The cost of both gearboxes is higher than that of DCT gearboxes. When Audi A6 changed CVT.
The cost of gearbox is about 10.4w, and the price of Q5 replacing ZF8AT gearbox is about110.7w. Moreover, the replacement cost of dual-clutch gearbox of the same level will not exceed 7W, so when the dual-clutch gearbox is close to maturity, Audi completely changed the dual-clutch gearbox. Although the dual-clutch gearbox has no delay in shifting gears and more direct power transmission, its ride comfort and stability are still not as good as the gearbox.
At present, most car companies that use dual clutch see the advantages of dual clutch gearbox, such as low cost, easy production, high transmission efficiency and good power experience.
Most of these manufacturers do not have the ability to produce AT gearboxes. After all, AT gearbox technology patents are in the hands of a few manufacturers. From the public's obsession with dual-clutch gearbox, we can see how difficult it is to build AT. Even if the AT gearbox bought by Aisin is installed on an entry-level model, the adjustment is a mess, and there are many complaints about the gearbox. Even Honda, which has a different approach, has a unique parallel-axis gearbox stuck behind 5AT. Due to the volume limitation, it is impossible to install more gears. Therefore, Honda Crown Road adopted the outsourced ZF8-speed AT gearbox on the 2.0T model and its own CVT gearbox on the 1.5T model.
For Honda, the development of CVT gearbox is completely within reach. When everyone is using Bosch's steel belt, Honda has adopted its own steel belt developed and manufactured.
CVT gearbox has unique advantages: good ride comfort, low fuel consumption and low cost. Therefore, Honda replaced the original 5AT gearbox with CVT gearbox, and the fuel consumption reached a new level. Even Crown Road /URV, Odyssey/Alekson are equipped with CVT gearboxes. But this is also Honda's shortcoming. There are no high-power and high-horsepower models, at least the Crown Road 2.0T model has been discontinued. If Honda had the ability to build a traditional AT gearbox, it might not be like today. Honda's future development direction is to drive medium-sized car /MPV with hybrid electric system, basically skipping AT gearbox.
Nissan has the ability to manufacture AT gearboxes.
But Nissan prefers to use a self-priming engine. The smoothness of CVT gearbox and self-priming engine are a perfect match, and fuel saving and good ride comfort are the pursuit of Japanese cars. Therefore, Nissan has been committed to the research of CVT gearbox, walking in the forefront of the industry, and is the leader of CVT gearbox. However, the disadvantages of CVT gearbox still cannot be solved, such as low input torque. So in some large cars, AT gearbox is still used. For example, Toule, British finidi and others assembled Nissan's 7AT gearbox.
Aisin gearbox, specializing in AT and CVT gearbox.
Similarly, Toyota is only used in small-displacement entry-level cars or compact cars. The purpose is obviously to improve comfort and fuel economy. However, some Toyota models with medium or large displacement still use AT gearbox with global locking device, which can improve transmission efficiency and fuel economy. Although Toyota also has a hybrid system, it does not replace the AT gearbox with a hybrid system like Honda, but adopts a multi-gearbox coexistence strategy: CVT gearbox at the low end and AT/THS hybrid gearbox at the middle end.
The same is true for Mercedes-Benz and BMW. The main model still uses AT gearbox. It can be seen that CVT/DCT gearbox can replace some at gearboxes, but it cannot completely replace them. Therefore, as long as the fuel truck exists, it is difficult for AT gearbox to quit the historical stage.
Seeing your question, I have many ideas. First of all, I'm sure you are a friend who knows cars. Once again, I am sure that the marketing strategy of dual clutch is really successful, and it has successfully brainwashed consumers.
Why is there such a problem? I think it is the increasing demand of various manufacturers for dual-clutch gearboxes that makes you wonder. Is it because the dual clutch is of good quality? The answer is definitely not, so why are manufacturers increasing the demand for dual clutches? The problem is nothing more than taking a fancy to the advantages of dual-clutch gearbox, such as low cost, transferable technology, high transmission efficiency and fuel saving. At present, not only Volkswagen, but also some models of high-end brands such as Audi, BMW and Mercedes-Benz have begun to set foot in dual clutch. Most domestic brands are also talking about cooperation with dual clutch. In fact, the biggest reason is that there is no need to buy at gearbox, and automobile manufacturers can transfer the dual clutch technology to produce their own products. Moreover, the failure rate of dual clutch can increase the profit margin for manufacturers after sale.
There are only a few manufacturers that can produce at gearboxes in the world. Other car manufacturers can only buy AT if they want to use it. Volkswagen has developed a dual-clutch gearbox in another way, which shows how difficult it is to bypass the technical blockade of AT gearbox. After all, AT gearbox technology patent has been registered and others can't use it. There is no solution to the problem of how far AT can go, and certainly it will not last forever. Although AT is the most reliable in this era, with the development of the automobile era, it is likely to be replaced by other things in an instant, just as the current engine has been replaced by more and more motors. Although mileage and charging time are disadvantages of electric vehicles, who knows that a brand-new product will suddenly appear one day?
So don't worry about what didn't happen. When your money has time, it may not be the era of fuel cars. So, I want to say one more thing here. Friends who like large displacement and self-priming, take the last bus to experience it while there is such a model. The rich exhaust of six cylinders and eight cylinders is really irresistible.
Now automatic gearbox has become a trend, and the technology of automatic gearbox is not old. After decades of development, automatic gearbox can be said to be fruitful, and it has multiplied on the basis of traditional AT. CVT and dual clutch (DCT, DSG) are called by different manufacturers. Dual clutches are divided into wet and dry types. In theory, an automatic gearbox is even more durable than a manual gearbox. There are three reasons:
1: The automatic gearbox automatically switches the shift stroke without manual intervention, and judges the shift according to the vehicle speed and rotation speed. However, due to manual operation, the manual gearbox may have a low-speed high gear or a high-speed low gear, thus damaging the gear bearing inside the gearbox.
2. Now the automatic gearbox technology is quite mature, as long as it is not used maliciously, it will generally not break down. Automatic gearbox is often one gear more than manual gear, so the fuel consumption is similar under the same working conditions.
3. Don't buy a car equipped with an intelligent manual transmission (AMT). The so-called intelligent manual gearbox has low cost, and manufacturers are worried that novice drivers generally use this gearbox. In theory, the automatic gear shifting process can be realized, but manual intervention is still needed, and the matching between AMT and ECU is usually not perfect, so there is always the possibility of frustration and failure to enter the gear when driving.
Finally, as long as the automatic transmission oil is changed regularly and maintained daily, the automatic transmission is still very durable.
When I first saw this question, I thought it was wonderful. How many years can AT gearbox be used? In fact, as long as there is demand in the market, then At transmissions will always exist! Even if CVT, DCT and other transmissions are completely perfect one day, it is still a long process to replace At transmissions. Sometimes a thing is eliminated, not because of its own advantages and disadvantages, but also because of the industrial structure of a certain region!
This problem refers to American cars, and American car companies have a close relationship with At gearboxes. To be honest, I don't think the American At gearbox is very good, but American cars will definitely use At gearbox for a long time to come. In fact, it is mainly because its supply system is mainly hydraulic torque converter and planetary gear set, so these supply systems will hinder the popularization of other types of automatic transmissions. So some time ago, American cars also tentatively played dual clutch, and now they are back on the road of At. At originated in the United States, where it is naturally popular. American consumers are doomed to be unable to give up their feelings for At transmissions!
Europe will gradually popularize powershift's European cars. At present, the proportion of automatic transmission is very low. As shown in the above figure, manual gears in Europe account for more than 80%, and automatic gears account for less than 20%. Therefore, it can be judged that the vast majority of ordinary riders in Europe use manual transmission. If it goes too far to automatic transmission, powershift will eventually be accepted there. There are two reasons, one is that the performance of a pair of clutches is far better than at, the other is that the road conditions in Europe are good, which avoids the overheating problem caused by frequent shifting of the first and second gears (even though our domestic dry DSG runs at a high speed, running 300,000 kilometers every day), and the third is that the cost is more acceptable; Most importantly, the double clutch is similar to manual operation, and the traditional European supply system can still come in handy!
Japanese car companies will still focus on quality when using CVT and At, so they should be relatively conservative in thinking (more new technologies are mastered and less used). Powershift will be used in some performance cars, but it will definitely stay away from civilian cars; As far as the strategies of Japanese car companies are concerned, Toyota and Honda are almost the same. Entry-level and low-profile models will adopt CVT, while high-profile and flagship models will inevitably be equipped with AT; For Toyota, because love letters don't need At, Honda's independent At production capacity is insufficient, so some models will adopt AT outside; Nissan has almost replaced At, and has bet on CVT (the problem is more suitable for Nissan). It is rare to see models equipped with the old seven-speed At JR7 10E!
As for our domestic market, the vast majority of consumers still recognize At transmissions. Of course, I also trust At, but I'm tired of At's carelessness. But for us ordinary consumers, stability and durability are the most important, right? But in fact, many of our independent car companies are betting on dual clutch, because as far as our current ability is concerned, it is easier to independently develop dual clutch than to develop CVT and At. However, the market feedback is also very straightforward. Most consumers still recognize at, indicating that consumers have demand for At, so the problem is simple, right? Anything in need will definitely not be eliminated, let alone last for several years!
Whether AT gearboxes will be eliminated is not controversial-the elimination order of the five gearboxes is expected as follows:
Gearbox is one of the core assemblies of fuel vehicle. However, with the upgrading of automobile drive system, these machines may be eliminated in the future, and the order is basically as mentioned above.
Manual gearbox Manual gearbox is the first car model to be eliminated (passenger car model) because manual operation is too complicated. In the face of increasingly congested roads, high-frequency "stepping on the crane" is a complete waste of physical strength; If MT was not chosen because of the few types of automatic gearboxes and high cost, then the elimination of MT is an inevitable result at the stage when the prices of various automatic gearboxes are falling.
Automatic gearbox predicts that the traditional automatic gearbox will be the first type of eliminated vehicle!
First of all, the manufacturing cost of this machine has no advantage, and its performance in shifting smoothness is far from the expected level; Take mid-range cars of various brands, well-known brands Aisin Seiki, General Motors, ZF longitudinal 8AT, Mercedes-Benz and other models as the measurement objects. Everyone has a prominent sense of transfer frustration, among which Jecott's AT frustration is particularly prominent.
In terms of experience, many AT's are not as good as excellent wet dual clutch. Of course, this evaluation does not include DSG series and Gertrak. So why are the expectations for AT models still high? The reason is nothing more than the poor level of dry dual clutch in the early stage. These users will basically not consider wet dual clutch with different quality in the later stage, so the only outstanding option left is at, which is the result of comparison between the two.
Key points: the core factor that really accelerates at elimination is not experience or quality, after all, worse AT is acceptable; However, the compatibility of this model will be very problematic when the car gradually begins to "hybrid" transition. PHEV hybrid system can only consider P2 or P3 architecture when facing AT. The hybrid system with special P2.5 motor architecture exists, but the failure rate is also the highest among all hybrid vehicles.
The problem is that the transmission process of hydraulic torque converter has two steps. In the first step, the pump wheel stirs the gearbox oil to drive the turbine to rotate at a low speed, at which time there is excessive transmission power loss, or it is understood that the speed of the two wheels is inconsistent; Then no matter how the motor is laid out, it is difficult to achieve the ideal matching of internal combustion engine, gearbox and motor when shifting gears. The second step is the rigid combination transmission of pump wheel and turbine, at this time, the ideal matching can be achieved, but isn't this the mode of wet double clutch?
From 2022 to 2025, refer to Fick, Volvo, Mercedes-Benz, Audi, Toyota, Jaguar Land Rover and other companies. The news announced is that the fuel vehicle is discontinued; With the electric drive technology reserves of these car companies, it is impossible to jump directly to pure electricity, so hybrid is the only transition technology.
For hybrid system, the best choice is wet dual clutch, and the ideal choice for entry-level car is ECVT；; . So far, AT has basically lost its market. What is needed now is nothing more than a hard-core off-road vehicle with no hybrid technology available. Of course, some brands with slower technological upgrading will still be used, but once they become non-mainstream, they will soon be eliminated.
The elimination speed of CVT will be slightly slower, although the overall quality of this machine is far less than at and wet dual clutch; However, the manufacturing cost of this machine is low. Based on the current technical reserve and industry pattern analysis, in the next 1~3 years, some hybrid models with positioning range of 7/65438+ 10,000 will be listed, and the market share will be high.
However, the manufacturing cost still determines that it is difficult to come down, so what should be used for cars within the range of 30/70 thousand? If you continue to use MT, automatic electric vehicles with the same price will be more attractive; When choosing automatic transmission, you can only find the one with the lowest cost. AMT electronically controlled mechanical automatic transmission has low cost, but the problem of shifting frustration is prominent. CVT has obvious frustration only in the sliding stage, and its short service life can also be compensated at a low price. So this machine will be in service for a longer time in cheap models.
Powershift dual clutch gearbox must first eliminate dry type. There are very few brands that still use this type of gearbox. Refer to a few brands such as Volkswagen, Korean cars, SAIC MG Roewe and Chery, and just ignore these cars directly.
The remaining wet dual clutch gearbox will have great potential. Some domestic models, such as DCT models of Changan, BYD, Great Wall and Geely, have a good performance in shifting smoothness and transmission efficiency. The important thing is that they all have the right hybrid platform. Before the overall transformation of the industry, the fuel vehicles equipped with these machines can compete with AT competitors, and the advantages after technical transformation will be very prominent.
AMT is difficult to be eliminated in passenger cars, and five types of automatic gearboxes will eventually be eliminated. The time node may be 2025 or 2030! Because many car companies choose to stop production of fuel vehicles in 2025, if it is determined that fuel vehicles are banned (can not be sold) in the same period, then the main electric vehicle really does not need a gearbox.
Because the motor is different from the internal combustion engine, the internal combustion engine speed of scooter is about 7000 rpm at most, while the average speed of ordinary scooter is only 2500 rpm. . The reason is that the noise and vibration will be great when the speed is too high, and the fuel consumption is difficult to control. This is the disadvantage of engines that rely on combustion to do work. Combustion itself will produce vibration and wear of engine block. However, the magnetic field conversion power of the motor does not vibrate, and the rotor is suspended and fixed, so this machine can easily reach 20,000 revolutions, and the more important energy consumption will be very low.
The average thermal efficiency of internal combustion engine is less than 35%, and a lot of heat energy will be lost due to cooling, intake and exhaust, structural operation and other factors during operation; But the motor does not have these losses, and the conversion efficiency can exceed 95%. That is to say, the energy consumption of the motor is one third of that of the internal combustion engine, or it can be understood that the power of the same energy conversion can reach three times the performance.
Therefore, even if the motor runs at a high speed, the power consumption will be very low, so this machine does not need a gearbox, but only a set of "reducers"; It is only a matter of time before the traditional gearbox is eliminated to reduce the motor speed output to the wheel control speed and adjust the power with the motor speed.
Problems: The manufacturing cost of high-speed motors is still high, and many medium and heavy vehicles use low-speed motors; The motor also has shortcomings, that is, if the speed is too high, it will enter a "constant power" state, and the torque will drop to a certain extent.
As a result, the low-speed motor cannot run at its high-speed standard, otherwise the power consumption will be higher; In this way, this kind of vehicles have to increase the torque and change the speed through the traditional AMT mechanical automatic gearbox, but some buses use high-speed motors, but the proportion is not very high. The key point is that these car companies often have core technologies, and the remaining companies that lack technology will still control power through AMT for a long time; Therefore, the elimination cycle of AMT may be the longest, and other high-level options will be shorter.
Although AMT has obvious setbacks, the clutch transmission has low loss and low manufacturing cost. )
Tianhe MCN authorized release
AT gearbox has been widely used, with the characteristics of stable quality and durability, and has been favored by many car companies. However, with the implementation of emission standards, although it is more practical, fuel consumption is the shortcoming of AT gearbox. In contrast, CVT gearbox has better fuel consumption, CVT gearbox is used more and more, but AT gearbox is still the mainstream choice. For example, some high-end models such as BMW use 8AT, while Mercedes-Benz uses 9AT.
To say how long the AT gearbox can last, it is that when new energy vehicles are popularized, the power output of new energy vehicles is more direct, and the wheels can be directly driven only by setting the transmission ratio of the motor, without complicated gearbox mechanism. But now, the popularity of new energy vehicles is still far away, like some basic charging facilities are still not perfect, so the AT gearbox will still take a long time.
Compared with fuel vehicles, electric vehicles have simpler structure and smoother power, because they don't need gearbox transmission. It only needs to control the switch. New energy vehicles are also the development trend in the future, and it is only a matter of time before getting fuel vehicles.
Summary: No matter at gearbox or other gearboxes, when new energy vehicles are fully popularized, they will be eliminated, and gearboxes will not exist in the near future.
AT present, in the automobile market in China, the best way to enhance the value and reputation of a car is to carry an AT gearbox. Even Hongqi, a big domestic automobile company, uses Aisin's AT gearbox. Then there will definitely be netizens who want to ask, why do car giants like Hongqi also use Japanese gearboxes? I don't want to believe the answer to this question, but the fact is that none of our current car companies can do it.
Maybe everyone is wondering, China's scientific and technological strength is so strong now, not to mention the satellite carrier, and even in terms of communication technology, it has surpassed the United States. How can a small car transmission not be built? The reason is actually very simple, that is, gearbox development is really too difficult.
According to the different working principles, there are four kinds of common automobile automatic transmissions, namely, hydraulic automatic transmission (at), mechanical continuously variable automatic transmission (CVT), electronically controlled mechanical automatic transmission (AMT) and dual-clutch automatic transmission. The most common are AT gearbox and CVT gearbox, both of which have their own advantages, but I think AT gearbox is better.
The advantages of CVT gearbox are simple structure, low imitation cost, slightly lower car price and maintenance than AT gearbox, and especially fuel-saving. The torque that CVT gearbox can bear is limited, so CVT gearbox is generally used in vehicles with small displacement and heavy car, which is difficult to meet the needs of intense driving and ejection, and its stability is slightly lower than at gearbox.
AT gearbox is the gearbox with the highest market penetration rate at present. AT gearbox has been upgraded in many versions, from the old 4AT to 6AT, 8AT and even 9AT. The larger the number, the higher the AT gearbox version, the more complex the structure and the better the performance. AT gearbox technology is very mature and can withstand large torque. If equipped with a powerful engine, it is the favorite of old drivers who like passion. In addition, the stability of AT gearbox is excellent and the failure rate is very low. Just change the oil regularly. So generally speaking, matching the big AT gearbox is basically a representative of strong vehicle power and will be more popular.
However, AT present, AT gearboxes are in their prime, and more and more AT gearboxes with better performance are coming out one after another. However, due to the complex structure, the upgrade and research and development costs of AT gearbox are also high. Usually, the complexity of the gearbox control system will increase several times with each additional gear. In the automobile industry, the technological advantages of AT gearbox are constantly tilting towards a few enterprises. More importantly, with the progress of AT gearbox technology, the technical barriers built by major gearbox R&D enterprises through layer-by-layer patent protection have almost formed insurmountable obstacles for later gearbox R&D enterprises.
In China, it is not without car companies trying to develop gearboxes. Geely acquired the Australian DSI gearbox company in 2009 to produce its own brand of 6AT gearbox. However, due to the weak technical strength, the performance and quality of Geely 6AT gearbox are always difficult to obtain users' satisfaction. Therefore, although most car companies have the ability to independently develop engines, when AT gearbox is needed, everyone can only honestly look for ZF or Aisin.
Behind the development of AT gearbox by China enterprises, it also reflects the most helpless reality-the adjustment and improvement of gearbox need a lot of experience and data support. No matter Aisin, ZF or GM, any AT gearbox has the experience and data support of the previous generation in the research and development process, which is accumulated through the actual loading of hundreds of thousands or even millions of products. For this gap, China car companies may never catch up.
It is not only the helplessness of China car companies, but also the helplessness of most international car companies. For fuel vehicles, the advantage of AT gearbox is irreplaceable by other gearboxes, but the investment in R&D is bottomless, and the adjustment and improvement are endless. Therefore, the safest strategy at present is to buy AT gearboxes of foreign brands. However, I believe that as long as we take out the enthusiasm of imitating foreign mobile phones twenty or thirty years ago, the problem of at gearbox will be broken by car companies sooner or later.
Up to now, the mainstream automatic gearbox is still AT, CVT and dual clutch, and there is no new structure. Although there are more and more models equipped with CVT and dual clutch gearbox, this does not mean that at gearbox is unpopular or will be eliminated, but more is the reason of enterprise layout.
If we look at vehicles with large traffic, such as LaVida, Sylphy, Corolla, Haval H6, Magotan, Accord, Camry, etc., we really use more dual clutches and CVT. Among these vehicles, LaVida 1.5L and Camry 2.5L use AT gearbox. However, this issue should be viewed from the perspective of car companies. AT present, German, Japanese and independent brands are popular in China, among which Volkswagen has no AT gearbox. Although some models are using AT, the dual clutch gearbox is still the main push. In fact, only three Japanese brands, Toyota, Honda and Nissan, have no restrictions on the demand for AT gearboxes, while independent brands focus on developing dual-clutch gearboxes because of the technical difficulty and patent protection of AT, so the use of AT gearboxes will be restricted accordingly.
Although the demand for AT gearboxes can be met by outsourcing now, for example, Volkswagen, Changan and Chuanqi's 6AT are all faithful. A reliable gearbox is good for a car and consumers, but from the long-term development of enterprises, outsourcing is not a good solution, and it will be restricted and suppressed by others one day. It is most important to master the gearbox technology by yourself. Therefore, in recent years, independent brands have mainly developed on the dual clutch with relatively low entry difficulty, and other brands are promoting CVT gearboxes, so it is normal that the market share of at gearboxes with relatively expensive prices is relatively low, but this does not mean that AT gearboxes can last for several years.
For example, in the current high-end field, except for some main performance models using dual-clutch gearboxes, almost all of them are AT gearboxes, which can explain the advantages of AT, which is the most comprehensive in terms of performance, quality and ride comfort. Toyota, for example, has both CVT and at gearbox, high-equipped model AT and low-equipped model CVT. In addition, many people often say that LaVida, Bora 1.4T, Corolla and other models can use 6AT, which is enough to illustrate the advantages of AT gearbox. If AT technology is mastered by more companies in the next step, car companies don't care about cost and other reasons, the market share of dual clutch and CVT is likely to be affected.
I hope the above analysis can help everyone!
AT gearboxes have been used in batches in the early days of automobiles, and then CVT gearboxes have become popular. At present, the dual clutch gearbox is increasingly favored by consumers. Generally speaking, AT gearbox has high stability, reliability and practicability, but its fuel consumption performance is average. AT present, new energy vehicles are the trend of future automobiles, so AT gearboxes, dual clutch gearboxes and CVT gearboxes will all become history. The development of new energy pure electric vehicles is gradually mature, and the AT gearbox can basically persist until the fuel vehicle exits the market.
new energy vehicle
New energy vehicles are developing faster and faster, and pure electric vehicles are becoming popular. Pure electric vehicles only need a fixed transmission ratio gearbox, and at, dual clutch and CVT gearboxes are no longer needed. However, at present, pure electric vehicles are in the development stage, and the charging piles of supporting models are not well maintained in the later stage, which will take a long time to develop.
Traditional fuel vehicle consists of engine and gearbox, while new energy pure electric vehicle consists of motor and fixed transmission ratio gearbox. Generally speaking, pure electric vehicles are the future trend.
Summary: With the rapid development of pure electric vehicles, many consumers have begun to choose new energy vehicles, so AT gearboxes will soon become history.