Why Volkswagen uses dual-clutch gearbox: Volkswagen uses dual-clutch gearbox to improve its product line. Before the double clutch, Volkswagen's gearbox can only be purchased in Aisin and ZF, and it is subject to people, and your priority is second. Volkswagen urgently needs its own gearbox production line. Since the key patents of automatic gearbox are in the hands of the above two giants, Volkswagen can only choose the very old gearbox technology of dual clutch. The dual clutch was designed during World War II, and even if it had patent protection, it would have expired long ago. At that time, due to the limitation of control technology and materials, there was no large-scale equipment. In addition, the advantages of dual-clutch gearbox such as high transmission efficiency, low fuel consumption and fast upshift are really outstanding, so it is not surprising that the public chooses dual clutch. In fact, Volkswagen has no other choice but dual clutch gearbox.
Present situation of Volkswagen dual clutch: Volkswagen dual clutch is the most reliable dual clutch gearbox available at present. Since 2003, R&D and production have been tested by the "market" and baptized by the recall. Although limited by the mechanical structure of the dual clutch, there are still some unsatisfactory and imperfect places: slow downshift and slow down, but in general, the dual clutch gearbox has gradually matured.
The future of Volkswagen's dual clutch: Early Volkswagen only matched dual clutch gearboxes on low-end cars and small-displacement engines. Now the dual clutch has been widely spread to mid-range models, and the brand has also spread to Audi. In addition to the gradual improvement of dual clutch and its own stability, Volkswagen also needs to use the high-end image of Audi brand to enhance the confidence of dual clutch in people's hearts. With the large-scale matching and popularization of dual clutch, it can be predicted that Volkswagen will not give up dual clutch unless there is revolutionary technology of new gearbox in the future.
The main reason why people use dual-clutch gearbox is low cost and no technical patent restrictions. As we all know, the structure of dual clutch gearbox is very simple. In fact, it is just two clutches plus a computer-controlled shift logic control program, one for controlling odd gears and the other for controlling even gears. When one gear works, the other gear is ready, which greatly shortens the shift time and has no delay. The reason why Volkswagen uses a dual-clutch gearbox is not controlled by people, nor does it have to be controlled by Toyota's Aisin card neck.
Most of Volkswagen's current dual-clutch gearboxes adopt a relatively stable wet dual clutch, unlike the state when 3 15 was exposed, so it can be used with confidence. However, at present, American Volkswagen rarely uses dual-clutch gearboxes, and most of them use 8AT gearboxes. Dual-clutch gearbox is only an optional item, because the maintenance cost and fine faced by the problem are too high, so it is not an absolutely mature product and dare not put it on the American market.
I'm glad to answer your question. At present, most of Volkswagen's automatic transmission models use the dual-clutch gearbox with turbocharged engine. Only a few compact cars are still using the self-priming engine of at gearbox. Compared with the latter, the former is not a little worse in durability. So why don't German cars replace the dual clutch?
This question is a bit interesting. In fact, Passat and Magotan both bought Aisin's automatic manual transmission. However, due to the strong sales of Volkswagen and insufficient capacity of at gearbox, Aisin can only give priority to Toyota holding its own shares. In this way, the public is even more embarrassed. How can so many cars be built without gearboxes? Therefore, it is better to rely on others than on ourselves, and we also began to seek cooperation with other gearbox manufacturers to develop our own gearboxes. So the DSG gearbox was born.
Why does Volkswagen build a dual clutch instead of an at gearbox? There is a simple reason. It's not that I don't want to build it, but that I can't build it. The structure of at gearbox is too complicated, and the research and development is far more difficult than building nuclear weapons. Volkswagen can only settle for the second best and choose dual clutch.
The main principle of double clutch is that two groups of clutches work alternately. In layman's terms, one group works and the other group is on standby. The first clutch is released, the second clutch is replenished immediately, and so on. Greatly shortened the shift time.
At first, the dual-clutch gearbox was first used in racing cars, with fast shifting speed, which can greatly stimulate the power level of racing cars, but its durability has not been solved until it has been repeatedly improved for more than ten years.
Although it has been improved, it still cannot completely change the problem of insufficient durability. Up to now, the gearbox problems of Volkswagen are still relatively common, such as abnormal noise, slipping clutch plates and even high temperature locking. It can be said that the dual clutch of this ea888 engine has ruined Volkswagen's world-famous reputation, and its accumulated reputation is running out. This is also a helpless move under the current situation of maximizing commercial interests, but it is our ordinary consumers who are responsible for the public.
To answer you first, there is no need for the public to give up the dual clutch. Have you ever seen an enterprise that gives up advanced technology and pursues backward technology?
Two advantages of dual clutch:
Compared with CVT and AT, dual clutch has obvious advantages. It is this advantage that Volkswagen and all car companies except Japan uniformly choose to gradually promote dual clutch.
Seeing that someone is talking nonsense and spreading the theory of the Japanese navy everywhere, I have to repeat what I have already said.
1. Volkswagen, as one of the earliest car companies to use 6AT, used 6AT nearly ten years earlier than Toyota, and has been OEM by Aisin, which proves that Volkswagen has its own gearbox design. As a major shareholder of Aisin, Toyota can't let Aisin be used by the public for ten years before it is used by itself, unless the property right does not belong to Aisin.
2. The cost of dual clutch is not lower than AT, but higher than Aisin 6AT. Volkswagen low-profile car, 6AT, high-end dual clutch. The same is true of a large number of domestic products, the most typical of which are collar, low 6AT and high dual clutch. At present, the most expensive production gearbox in the world is also a double clutch member PDK.
3. As the dominant market in Japan, the United States seriously denigrates the dual clutch because the Japanese can't produce it, which can be understood by referring to the operation of Japanese naval forces in turbocharging and China market. Therefore, it is too expensive for Volkswagen and other manufacturers to promote dual clutch, and Aisin AT is relatively cheap. In this case, it is normal to choose to provide AT to Americans. Therefore, the United States is not a representative market. In all markets except the United States and Japan, all car companies except Japan are promoting dual clutch to varying degrees.
4. Double clutch is not difficult. At present, the core components of dual clutch module and electronic control module are completely monopolized by Borgwarner, Luke, Getrag, Fiat Transmission, ZF and Valeo. In the hands of these three big plus three small companies. Therefore, the Japanese army could not produce the dual clutch at all, and dispatched a large number of water troops to attack the dual clutch. At present, the real dual clutch models in Japan are Nissan GTR and Honda NSX, and their clutch modules and electronic control modules are taken from Borgwarner. As for the AT of Platinum Core, only Honda shamelessly calls itself a dual clutch.
There are no technical barriers. Not at all. Both Dongan 6AT and Shengrui 8AT in China have been mass-produced, not to mention AT least five large AT manufacturers abroad. If barriers do exist, it is cost. Aisin occupied the market by virtue of the cost advantage brought by the scale advantage. Combined with the above article, it can be seen that at present, no domestic manufacturer can produce dual clutch completely independently, which shows that dual clutch is more difficult.
6. When choosing technology, it is impossible for manufacturers to choose just because of low cost, as some laymen take it for granted. It must be a process of overall consideration and careful consideration. If the cost is only low, a large number of manufacturers will definitely choose CVT with the lowest cost and natural defects instead of dual clutch. This is obvious in South Korea, Ford and General Motors. All three companies can produce AT by themselves, but they all use dual clutch by outsourcing or cooperating with luk or GETRAK. It can be seen that they also attach great importance to the advantages of dual clutch efficiency.
Actually, just look at the turbine Before the Japanese were able to make turbines, a large number of articles discrediting turbines flooded the Internet. When the Japanese also went to Turbine in the past two years, these articles disappeared instantly. Isn't the dual clutch going through the same process? On the other hand, if the double clutch is so bad, why should we invite the water army to attack? The market naturally went out. If it's so bad, why do manufacturers follow the dual clutch and don't take CVT?
Whenever the reason why the public uses DSG is mentioned, I am afraid that most friends will think that the public is vigorously promoting DSG under the action of inertial thinking in order to save costs! In fact, this statement is completely wrong and can't stand scrutiny! In fact, whether it is the new DQ380, DQ500, or the past DQ200, DQ200, the cost and price are far higher than Aisin 6AT! No matter the new machine or the removed parts, the price is higher than Aisin's 6AT! Moreover, the prices of the new DQ380 and DQ500 have even surpassed the current mainstream 8AT gearboxes!
I don't need to say more about this. Just check a treasure. Really not fake, really not fake! The new machine price of DQ500 is generally around 18500-2 1000 yuan, and the removed parts are also around 15000 yuan! The new DQ380 machine also arrived at 1.7 million yuan. Even the price of the most notorious DQ200 dry 7-speed is about 1. 1 ,000 yuan, and the auto parts are about 8,000 yuan! As for Aisin's 6AT, it seems that the most expensive new machine of a certain treasure only sold for 7800 yuan! Seeing is believing, I know it is not easy for you to find the specific price of auto parts, so I suggest you check it on a treasure, so you don't have to be kept in the dark all day! However, it should be noted that the prices of DQ500 and 380 have really surpassed the mainstream 8AT!
So, first of all, I deny that Volkswagen insists on using dual clutch because it reduces the cost! This statement is unreasonable! The dual clutch structure is really simple, but in the field of industrial production, simple structure means low cost? Don't be ridiculous, simple structure doesn't mean easy processing! Simple structure does not mean low production cost! Therefore, I suggest that those friends who speculate on the low cost of dual clutch shut up! Solve the cost problem to explain why Volkswagen insists on using dual clutch!
The time node for Volkswagen to fully popularize T+ dual clutch is around 2008, which is also the year when Volkswagen realized a real recovery! Take 20 17 as an example, the sales of FAW and SAIC are more than four times that of FAW and GAC. In 2008, when Volkswagen just popularized DSG, the sales volume of Volkswagen was only about 1 times more than that of Toyota. In the decade of 2008- 18, the public popularized dual clutch in an all-round way, and survived this difficult decade in constant questioning and scolding! As a result, the sales volume of Volkswagen is now more than four times that of Toyota! /kloc-in 0/0, Volkswagen adopted dual clutch, and its sales increased greatly. Although there are constant doubts on the surface, in fact, T+DSG has been recognized by consumers! Relying on this T+DSG, Volkswagen has achieved a substantial increase in sales. How can the public give up after tasting the sweetness?
There are some flaws in the dual clutch that need to be solved, but the flaws are not enough to cover up the advantages! Its high transmission efficiency is the temptation that all other car companies can't give up! What applauds? Efficiency is good! High efficiency in the industrial field is enough, enough! It is necessary to stick to it! As early as 1939 in the first half of last century, the theory of dual clutch and AT theory were put forward almost simultaneously. However, due to the inherent problems of the dual clutch, it needs a lot of finishing, higher-end materials and better processing technology to make up for it, and the construction cost is much higher than that of the first generation of AT Hydra-Matic launched by General Motors (1939) at the same time! Therefore, with the backward industrial strength of that era, it is impossible to produce double clutches! This shows that the processing difficulty of dual clutch is much higher than that of at gearbox! Processing is difficult and the cost is naturally high! Therefore, in the 1980 s, the dual clutch was only assembled in a small amount on the racing car, and even the super run was not equipped! According to the birth of the first AT, the dual clutch was produced after 40 years of industrial progress! Therefore, the processing difficulty of dual clutch is much higher than that of at! From 2008 to now, although the dual clutch has been scolded and questioned constantly! However, Volkswagen's sales have also been greatly improved in the buzz, and it is precisely in the buzz that Toyota's sales have been four times. Since T+DSG has brought so many benefits to the public, how can the public give up dual clutch? If you learn from Toyota to use 6AT and 8AT, the cost will also come down, and the estimated sales volume will not be four times that of Toyota! You know, Toyota's profit is three times that of Volkswagen! This is enough to show that at is not as expensive as dual clutch! It is estimated that this article hurts the feelings of at fans, but please respect the facts! If DSG is really so unbearable, how can Volkswagen achieve annual sales of 4.3 million? Consumers are not fools!
The reason why Volkswagen insists on "DSG DCT" is cost control. Why does Volkswagen insist on using the "DSG dual clutch" gearbox? It is generally believed in the industry that it is to reduce the manufacturing cost of the whole vehicle and avoid various patent fees of at gearbox. This evaluation is actually very reasonable, because the old changes of this machine are really low, and the ranking from high to low is roughly as follows.
Before analyzing the cost advantage of DSG, we need to know the cost of each patent. Please see the first section.
The price of a car with planetary gear set and AT gearbox is always high, which is 1 ~ 20000 yuan higher than the manual version of the same car. The reason is generally believed that the patent cost and manufacturing cost of "hydraulic torque converter" are very high, but the correct one is only the manufacturing cost; Because this hydraulic torque converter was invented by 1908, the patent protection period of international practice is 20 years, so this structure has no patent protection. As long as there are technical reserves, all main engine plants can produce.
Key points: The manufacturing cost of hydraulic torque converter is indeed higher than that of ordinary dual-clutch gearbox, because its structure includes pump wheel, guide wheel, turbine and one-way locking clutch. Most machines use gearbox oil as transmission medium when the vehicle speed is within 10km/h, which is also commonly known as "soft transmission". (achieve smoothness)
However, when the vehicle speed exceeds 10km/h, "rigid combination" transmission is needed, that is, the combination of turbine and pump wheel is promoted to realize rigid connection transmission to reduce power loss. This structure requires very high technical and material requirements, so it is still difficult to reduce the R&D investment and manufacturing costs to too low a standard.
Lai Shi planetary gear set is the core of improving manufacturing cost. There are three main types of gear sets used in AT automatic transmission, Simpson type and lavina type are rarely used. The most ideal is the "Lyle structure" with simple speed structure and 6-speed ratio.
However, it was the French inventor "Pierre Lepellette" who applied for a patent in 1992 and was later purchased by ZF. In this way, each AT gearbox has to pay an expensive patent protection fee, so even if it has research and development capabilities, many car companies can't afford it.
The patent protection period of Lai's gear set expires at the end of 20 10, which is also the reason why the price of vehicles equipped with AT gearboxes dropped sharply in the later period. However, at present, the manufacturing cost of gear sets and hydraulic torque converters is still high.
Two kinds of dual clutch 1: The manufacturing cost of wet dual clutch is relatively high, but the cost of excellent "7/9-speed transverse AT" can still be reduced by several hundred yuan or more, which is definitely lower than that of longitudinal 6/ 10AT.
It is determined that the cost is lower, but it is impossible to determine how much lower, because the quality of clutch friction plates varies greatly; Dual clutch gearbox adopts two sets of friction plates to switch power synchronously and semi-jointly. In order to avoid shifting gears, it has to shift gears on the basis of long-term and semi-joint. This shift mode will quickly wear the friction plate, and at the same time will produce very high temperature, which will reduce the friction coefficient and lead to sliding friction. How durable is the clutch?
The concept of wet type is to lubricate and dissipate heat with gearbox oil, which can prolong the service life to a considerable extent; However, due to the compulsory addition of motor oil pump, the manufacturing cost is also increased. If clean steel, ductile iron, carburized steel and other high-standard friction plates are used at the same time, this machine is only a few hundred yuan lower than it at best.
However, not all OEMs will use high-standard friction plates, and the durability of some low-end optional DCT clutches will still be poor. Therefore, there is still room for adjustment in cost control. A few hundred yuan is definitely not a small amount! For example, the DSG series loads 4 million vehicles every year, even if it is a few hundred yuan a year, it can save more than one billion. If the dry dual clutch is comprehensively calculated, then this machine is too economical.
The concept of dry type means that the clutch assembly has no flowing cooling lubrication system of transmission oil, and the air circulation cooling adopted by the clutch is the most primitive "air cooling". This simple structure will be much lower in R&D investment and manufacturing cost, at least there is no complicated oil cooling system.
Therefore, the manufacturing cost of DQ200 is much lower, which is still lower than 6AT after the end of AT patent. Moreover, even if the speed rATio of at gearbox is the same, the maximum input torque it can bear will be different, and its essence should be different materials. If the 6AT supplied by Aisin can match EA2 1 1-280Tsi, I believe that the ideal purchase price can also be obtained with the sales volume of the public. However, the cost of the large torque version always exceeds DQ200, so this low-grade transmission that has been eliminated by mainstream car companies will continue to be used.
To sum up, the purpose of Volkswagen's use of dual-clutch gearbox is of course cost control. If the DQ series can achieve smooth shifting performance and the price of the equipped vehicles is reasonable, it should not give a bad review. Of course, the "garbage machine" of DQ200 is out of the scope of discussion.
However, the characteristics of Volkswagen are outstanding: the products overlap stronger performance and more stable quality, and they are generally equipped with competing products with 7~ 10AT gearboxes, so these cars are not worth seeing. Most people who naturally choose this kind of vehicle are novices.
Note: In the state of low sales volume, the main models of Volkswagen American Edition are Jetta, Passat, CC, Tiguan, Touran and so on. And their gearboxes are all 6AT or 8AT, and Jetta uses 8AT.
The reason for this different treatment is actually hard to say. To put it bluntly, American car users generally know more about cars; You can look at the brand value objectively and have a certain grasp of the relevant knowledge of mechanical principles. Therefore, the public dare not use DCT in the American market. Is it embarrassing?
Hello, everyone. I'm glad to see flowers.
Volkswagen is now the largest car company in the world. Volkswagen has many brands, from low-end to high-end, to luxury supercar, everything! When it comes to Volkswagen's gearbox, the most talked about by fans is probably its famous MQ200 series manual gearbox. This manual gear has a moderate shift stroke, clear gear position, smooth gear entry and a sense of inhalation, and it is a leader among many manual gears. Many friends who like manual transmission models are pursuing this kind of speed change.
However, Volkswagen has made no achievements in automatic gearbox except for the achievements in manual gearbox. Before it independently developed the dual-clutch gearbox DSG, almost all the gearboxes of its models were purchased with self-love letters.
For important auto parts such as gearbox, if they are to be purchased from outside, the public always feels stuck in the neck. In view of this, Volkswagen decided to develop its own automatic gearbox. On the traditional AT transmission, Volkswagen has no technology accumulation at all. Moreover, many technologies of AT transmission have technical patent barriers.
So, how should the public crack it? Soon, the public turned their attention to DCT, which has been used for decades, but few people have applied it. Compared with the traditional AT automatic gearbox, the structure of the dual clutch gearbox is much simpler and the development cost is lower. The research and development difficulty is reduced, and the manufacturing cost is also lower! Soon, Volkswagen's self-developed dual-clutch gearbox DSG was successfully interviewed and mounted on many turbocharged models. At that time, Volkswagen began a crazy publicity mode, and TSI plus DSG was promoted by the public as the standard for performance cars. China consumers were quickly brainwashed by the public, and everyone flocked to them!
But soon, the problems of the initial DSG were exposed, such as low-speed jitter, abnormal shift, overheating lock and so on. The boss of DSG gearbox runs 4S shop at two ends every three days, which is annoying!
Later, the public has been constantly upgrading. Although DSG has been greatly improved compared with the first edition, the fundamental problem of DCT gearbox has not been fundamentally solved. So why do people insist on using it?
I think, as mentioned above, Volkswagen doesn't want to be controlled by others in the vital automatic gearbox of the car. Volkswagen needs to take the initiative to increase the bargaining chip, even if it purchases gearboxes from other manufacturers in the future, it can negotiate flexibly!
It is said that the dual clutch gearbox has poor stability and low speed. Why has Volkswagen been reluctant to give up the dual clutch gearbox?
In fact, Volkswagen and the dual-clutch gearbox have been firmly tied together. They didn't give up the dual-clutch gearbox before, and it is even more impossible to give up the dual-clutch gearbox in the future.
Let's talk about why Volkswagen, including Audi, didn't choose a dual-clutch gearbox. For example, if you are an executive of Volkswagen and you want to build a car now, you need a gearbox. CVT gearbox can bear lower maximum torque. PASS and AT gearboxes are difficult to develop and have high research and development costs. Moreover, the suppliers of mainstream AT gearboxes in the market are either relatives of Toyota, BMW and other car companies, or directly controlled by some car companies, so it is naturally impossible to supply them to competitors on a large scale. Therefore, Volkswagen has no choice but to develop its own dual-clutch gearbox.
So Volkswagen's DSG gearbox was born. At first, DSG was called a big fool by China people. However, in recent years, the performance of Volkswagen's dual-clutch gearbox has been greatly improved, and it is basically available. Although there is still a gap between low-speed ride comfort and AT and CVT gearboxes, Volkswagen's rich training experience makes DSG gearboxes smoother in most cases. Under such circumstances, Volkswagen is even less likely to give up the dual-clutch gearbox.
Although the dual clutch gearbox is considered by many people to be cheap, frustrating and has a high failure rate, it also has its advantages.
From the perspective of car companies, the research and development of dual-clutch gearbox is less difficult, which can save research and development costs. AT the same time, its structure is simpler than AT gearbox, so the manufacturing cost is lower. Volkswagen can divide this part into provinces and turn it into profits or sales.
From the consumer's point of view, although there are some problems in the dual-clutch gearbox, it has the advantages of fast shifting speed, rich driving pleasure, high transmission efficiency and fuel saving, which is incomparable to other gearboxes. Moreover, the lower-cost dual-clutch gearbox can achieve lower prices for its models. AT present, there are Volkswagen, Hyundai, Lectra and Geely wet dual-clutch gearboxes on the market, and the overall performance is not lost to AT gearboxes of the same level. Dry dual clutch depends on the road conditions. High-speed provincial road conditions can be bought, fuel-saving, flexible shift. Dry dual clutch is not recommended for urban sections.
Generally speaking, it is a complex market behavior for car companies to choose what gearbox, but it is very simple for our consumers. Looking at your own car demand, any gearbox has advantages and disadvantages, and the one that suits you is the best.
Let's start with the conclusion: as an international auto giant, Volkswagen can't and dare not give up the dual clutch. It must have its own transmission power supply! Just like Toyota has a love letter. Bmw has ZF.
Volkswagen has been mATching at transmissions of aisin (Toyota subsidiary) such as magotan B6 before it was equipped with powershift on a large scale. Of course, Jetta 1.6L and other Aisin transmissions are also being used now. Just not as big as before. The reason for switching to dual clutch is mainly because I am afraid that Aisin (Toyota) will get stuck! And it hasn't happened before! B6 and last year's Chuanqi GS8. This is all because Aisin does not provide enough transmission. When the new car first went on the market, it should have occupied the market on a large scale, and the production capacity was avalanche! Customer orders can't be delivered on time, and finally everyone is gone! It's all a lesson of blood!
Aishinkinki
Since then, Volkswagen has learned from a painful experience. Determined to develop its own transmission, I was optimistic about Audi's CVT technology, and later lost billions. This just turned back to Porsche's dual clutch.
Although the dual clutch has some problems and slots, it also has the advantages of low cost and relatively less technical difficulty. In addition, in recent years, the competition between Volkswagen and Toyota in the world has become more and more fierce, so Volkswagen dare not give up the dual clutch.
I'm the novice monk! I hope my answer can help you!
The reason why Volkswagen uses dual clutch gearboxes is actually very simple, in order to reduce the cost and be self-sufficient, because in the past, Volkswagen used automatic gearboxes except manual gearboxes, most of the vertical engines were made by ZF, and most of the horizontal engines were made by Ai Xin, so there will be a problem that you can have as many gearboxes as you want, depending on how many people can provide them to you, which will be subject to others, and others will make money to OEM, and this profit will be taken away by others.
Volkswagen wants to use someone else's automatic gearbox, but it can't build it itself.
Inspired by Porsche's PDK gearbox, Volkswagen wants to replace the AT gearbox with a dual clutch gearbox, but Volkswagen has no solution. At this time, Germany's Luk also gave Schaeffler's solution. Volkswagen designed DQ200' s 7-speed dry dual-clutch gearbox and American Bogwarner's Volkswagen wet dual-clutch gearbox, and Volkswagen designed DQ250' s 6-speed wet dual-clutch gearbox. In fact, Volkswagen only manufactured the mechanical structure, clutch and control unit of the gearbox. Volkswagen is gradually replacing AT gearbox with dual clutch gearbox. Many models like Audi have replaced CVT and AT with 7-speed wet dual-clutch gearbox. It is estimated that with the passage of time, there will be more and more models of Volkswagen dual-clutch gearbox.