We first met six years ago.
However, the history of the dual clutch gearbox can be traced back to 1940!
In fact, there is no clear statement as to who invented the dual clutch.
A version: 1940, in the world-famous top university of science and engineering, darmstadt University (Technische Universit? T Darmstadt, a university professor, Thomas Franke first applied for the patent of powershift, and once completed the test on a truck, but it was not put into mass production because of the social environment at that time.
But there is an earlier version: 1939. Adolphe Kégresse, a Frenchman, put forward the concept of double clutch and designed the drawings. Originally, I hoped to use it on the Citroen traction model at that time, but unfortunately it was forced to stop because of the outbreak of World War II.
In this way, the dual clutch was delayed for 40 years. Until the 1980s, Audi, which raced with Porsche, launched an Audi S 1 Sport quattro at 1985.
This mechanical Warcraft, which only takes 2.3 seconds to accelerate 100 kilometers, is invincible in WRC B (World Modified Rally) and has become an opponent that almost all participating racing teams want to beat. Although in 1987, serious accidents occurred frequently due to the difficulty in controlling the traffic restrictions, and the Group B race was finally cancelled, the powershift technology in Audi S 1 Sport quattro was passed on.
This is the first time that the double clutch has been known to the world.
Volkswagen Golf R32
Audi TT VR6
Ten years later, in the late 1990s, Volkswagen and Borgwarner began to manufacture dual-clutch gearboxes suitable for mass production and civil car series. It was successfully put on Volkswagen Golf R32 in 2002 and applied to Audi TT VR6 in 2004.
The success of these two cars seems to make the public taste the sweetness of dual clutch, and then it will be out of control. From June 2007, 165438+ 10, Volkswagen DSG dual clutch began to spread to almost all Volkswagen models.
Speaking of which, by the way, let me mention one more thing. In fact, the real English name of dual clutch is DCT(Dual Clutch Transmission), and DSG is the exclusive name of dual clutch gearbox-direct shift gearbox, which is literally translated as "direct shift gearbox".
As for why many people misunderstand that the English name of dual clutch is DSG, I think this should be the first reason to popularize dual clutch technology to the public.
Regarding the name of dual clutch, in fact, each brand has its own name. In addition to Volkswagen's DSG, there are Audi's S-Tronic, Porsche's PDK, Ford & Volvo's Powershift, Mitsubishi's TC-SST, Nissan's GR6, and most of its own brands' DCT.
Next, let's talk about Volkswagen's DSG. Up to now, there are as many as nine gearbox models on the market. Among them, there are 6 models suitable for transverse engine layout, including DQ 200/250；; dq 380/500； And the latest hybrid PHEV models DQ38 1 and DQ400e.
The other three models are DL382, DL50 1 and DL800, with longitudinal rear drive/four-wheel drive.
Among these gearboxes, only the original DQ200 is a dry gearbox, and the others are wet gearboxes. Judging from the number of gears, only DQ250 and DQ400 are 6-speed structures, and the rest are 7-speed dual clutches.
Structurally speaking, because DSG comes from manual gearbox, the hydraulic torque converter in traditional AT gearbox no longer exists. This also makes DSG lose less in the process of power transmission and shift gears more directly and quickly. The two clutches work alternately, much like the handover process of baton in relay race.
On the setting of transmission shaft, Volkswagen DSG gearbox adopts the arrangement of nested input shafts and double intermediate shafts, with the inner input shaft in odd gear (1357) and the outer input shaft in even gear (246R).
This layout is not only compact in structure, but also has higher transmission efficiency.
Physically, the gears on the transmission shaft of K 1 adopt the gear distribution of 1, 5, 3 and 7, so as to deliberately increase the distance between gears, avoid frequent friction when adjacent gears move up and down, and at the same time, it is convenient to directly lower the fourth gear (5→1; 7→3) Acceleration performance.
There are two gears on the K2 shaft, corresponding to the 2nd gear and the R gear, and the 4th gear and the 6th gear respectively. Because the four gears of 246R can be switched only by adjusting the transmission ratio. This setting can not only make the gearbox more compact, but also achieve the purpose of lightweight.
The above is the structural design of Volkswagen DQ380. In the latest DQ38 1 gearbox, the overall structure is basically the same as that of 380, but some optimization treatments are made for energy saving and carbon dioxide emission reduction.
For example, use gearbox oil with lower friction coefficient to reduce friction resistance and power loss;
The electronic auxiliary oil pump was added, which reduced the oil storage in the original mechanical oil pump by 50% (about 8ml) and effectively improved the oil pressure lag when the engine started and stopped.
The design of oil storage tank in gearbox is optimized, the oil level height of gearbox is reduced, and the oil splashing resistance is reduced.
Finally, the clutch plate inside the gearbox has also been lightweight, which greatly reduces the overall quality and improves the heat dissipation efficiency.
After this series of optimization treatments, the carbon dioxide emission of DQ38 1 km is reduced by 9 grams. So as to reach the national VI emission standard.
At present, DQ38 1 has completely replaced the DQ380 gearbox, which is matched with the 2.0T low-power engine, Volkswagen Tail 330TSI. Including FAW-Volkswagen Tan Yue, new generation Passat, Tiguan L, Audi A3 and so on.
They not only love DSG in traditional power, but also love dual clutch in the field of new energy. This paper introduces the DQ400e gearbox suitable for PHEV models. On the basis of the traditional DSG K 1 and K2 double clutch structure, a third clutch K0 is introduced between the motor and the engine.
Therefore, strictly speaking, DQ400e actually belongs to a three-clutch gearbox. K0 clutch (yellow part) is mainly used to combine or separate the engine. Arranged inside the motor rotor, when K0 is combined, the vehicle is in a mixed state of oil and electricity; When separated, the vehicle is driven by pure electricity.
DQ400e is also widely used in PHEV models under the Volkswagen Group. Including Audi A3, Tiguan L, Passat, Golf and other plug-in hybrid models.
Finally, Volkswagen also gave us a brand-new mysterious code name-APP 310. The Volkswagen shaft parallel electric drive system includes a permanent magnet synchronous motor, a motor controller and a single-speed gearbox.
The maximum power of the motor is 150kW(200PS), and the peak torque is 310n m ... From the official pictures, APP3 10 can be put into a sports bag, which shows that it is petite.
It is named shaft parallel electric drive system because its APP name comes from the layout of the drive and gearbox parallel to the shaft, and 3 10 represents the maximum torque.
(Whisper: What a hard-core naming method)
The reason why the system is not widely known is that it is mainly used for MEB modular electric platform of Volkswagen. Vehicles equipped with Volkswagen pure electric products such as ID.3
At present, Volkswagen has begun to plan to produce 500,000 drive motors in Kassel, Germany, and the Tianjin factory in China will also join the ranks. It is planned that from 2023, Volkswagen will produce 6.5438+0.4 million similar electric drive devices every year to meet the capacity demand of pure electric vehicles.
Ok, the open class is over.
I have to catch up with the next draft, so take a bow ~
This article comes from car home, the author of the car manufacturer, and does not represent car home's position.