Abbreviation for two-stage clutch. Also called double clutch. This kind of clutch is used in automatic transmissions of mid- to high-end cars. Shifting is smoother. There are differences between traditional cars and manual transmissions. The manual transmission is a little more complicated because it requires stepping on the clutch, but the vehicle's response is faster and more direct. The automatic transmission, on the other hand, is simple to control but slightly laggy in response, making it a truly professional sports car. Manual transmission is often provided to allow you to fully enjoy the pleasure of driving. A new invention of German Volkswagen gives people who want to drive easily but are unwilling to give up the driving pleasure of quick response another option - dual clutch (DSG). People can drive a sports car as easily as an automatic car. The clutch operates like a professional racing car. The clutch is located between the car's engine and transmission. It is the "switch" for power transmission between the engine and transmission. It can both transmit power and cut off power. Its main function is to ensure that the car can start and move smoothly. , and at the same time reduce the impact of the transmission gear by changing gears, making the car travel more smoothly whether fast or slow. It is between the separation and engagement of the car when shifting gears that there will be a temporary interruption in power transmission, and how to control and coordinate becomes a problem. Manual switching is often fast and reasonable, but it requires the support of driving experience and correct judgment. Automatic switching relies on computer control and is often slow to respond step by step. The dual-clutch is a perfect design for this situation. The dual-clutch structure responds more quickly. As early as the 1980s, the dual-clutch transmission system (DSG for short, full English name: DirectShiftGearbox) has been installed on racing cars. Volkswagen's Audi TT, A3, etc. are the first to "civilize" this technology that was originally a racing car. Due to the application of the dual-clutch structure, the car can shift gears more smoothly, thus eliminating the stagnation of power transmission when shifting the clutch. Shifting from one gear to another will not take more than 0.2 seconds. The basic principle is that there are two sets of clutches and corresponding shift gear sets in the car. Clutch 1 is responsible for controlling odd-numbered gears such as 1, 3, and 5, reverse gear, and the corresponding gears. Clutch 2 is responsible for controlling 2 and 4. , 6th and other even-numbered gears and corresponding gears. So when the driver shifts into 1st gear and starts, the computer determines the driver's shifting intention based on the car's speed and rotational speed, and predictably controls another clutch to connect to the gear set of another gear, so that when it is actually necessary to shift gears The response is very fast and there won't be much lag. Actual effect: Convenience and flexibility Compared with traditional manual transmission, the dual-clutch transmission system is more convenient to use, because this system actually turns the manual transmission into another new type of automatic transmission, but it is better than the traditional automatic transmission. The response is faster and smoother, and of course it has the characteristics of. Someone once made a comparison using the Volkswagen Golf R32 as an example. The model using the dual-clutch transmission system accelerates from 0 to 100 kilometers in just 6.4 seconds, which is even faster than the ordinary manual transmission. The top speed reaches 250 kilometers per hour, and the fuel consumption per 100 kilometers is also good. Only 10.2 liters, which is 1.3 liters less than the manual transmission model. With the continuous improvement of dual-clutch transmission systems, many models of Volkswagen and Audi, including Golf, Touran, A3, TT, as well as some diesel and gasoline vehicles of Seat and Skoda, are equipped with this new transmission. Porsche, which is known for specializing in sports cars, has developed a dual-clutch transmission system called PDK (Porsche Doppel Kupplungen). This system has a strong F1 style and changes gears through paddles on the steering wheel. Some people expect that Porsche will Most models will have this dual-clutch gearbox as an option or as a must-have for high-end models. Finally, it should be pointed out that the dual-clutch transmission system is no longer a technology that Volkswagen is committed to developing: it is reported that the Malaysia-Singapore M3 is equipped with a 7-speed dual-clutch transmission and was first launched in Europe in 2008. The 7-speed dual-clutch transmission equipped in the Malaysia-Singapore M3 is named MDCT (MDual Clutch Transmission).
It makes the car's gear shifting time faster and shorter, thereby improving the performance of the entire vehicle and allowing performance fans who value acceleration to achieve a shorter acceleration time to 100 kilometers. Japan's Mitsubishi Motors also announced its research and development results: the SST (Sport Shift Trans-mission) system, which is a dual-clutch automated manual transmission that achieves faster shifting by freeing the driver from the need to operate the clutch. . From this point of view, dual-clutch transmission technology will not only have more practical changes in the future, but also can be rapidly popularized in a short period of time, which is worthy of the attention of car lovers. I believe that consumers who have paid attention to it are no longer unfamiliar with its working principle and practical advantages. However, judging from the feedback we received, many netizens still misunderstood many things about the dual-clutch transmission. ● 6-speed and 7-speed Just like many manufacturers are using supercharged engines but are famous for Volkswagen’s T, in the field of dual-clutch transmission, Volkswagen is still a leading pursuer. The three letters of DSG are proof that many Chinese people The understanding of dual-clutch transmission also starts from DSG. Of course, Volkswagen's "dual-clutch" is also relatively representative, and most of its imported cars are also equipped with DSG, such as Golf GTI, EOS, Magotan 3.2, Scirocco, etc. However, Volkswagen actually has two DSG dual-clutch transmissions today, which are code-named DQ250 and DQ200 within Volkswagen. From an intuitive data analysis, the DSG code-named DQ250 has six gears and can withstand a maximum torque of 350NM. The main It is used in high-displacement or vehicle-focused models such as the Golf GTI and Magotan; while the DQ200 is a seven-speed dual-clutch transmission that can withstand a maximum torque of 250NM and is mainly used in low- to medium-displacement models, such as the Golf A6 and Sagitar. wait. The point of disagreement is here. Some consumers believe that the DQ250 dual-clutch transmission equipped on "higher-priced" models is better than the DQ200 in terms of performance, so they come to the conclusion that the DQ250 dual-clutch transmission that can withstand a maximum torque of 350NM is better than the DQ250 dual-clutch transmission. "Better" than DQ200. Opponents believe that the DQ200 dual-clutch transmission with seven gears is better than the DQ250 in terms of economy and smoothness. So, who is right? In fact, DSG is just the proprietary name for the dual-clutch technology that Volkswagen has bought out. As for the two dual-clutch transmission control modules code-named DQ250 and DQ200, they come from different manufacturers. In 2003, Volkswagen's first dual-clutch automatic transmission, codenamed DQ250, came out. It used modules produced by BorgWarner. This DSG transmission can withstand a torque of 350Nm. The Volkswagen GTI introduced in China in 2006 and the 2009 Magotan that will be launched now are equipped with this 6-speed DSG dual-clutch transmission; in March 2008, Volkswagen released a 7-speed dual-clutch transmission, developed by the German SChaeffler (Schaeeffler). LuK (Luke) Company, a subsidiary of Luk Group, provides core components that can withstand a maximum torque of 250Nm. At present, except for the entry-level models of the 6th generation Golf in Europe, all automatic transmissions use this 7-speed DSG dual-clutch transmission. It is not difficult to find that the 7-speed DQ200 is mainly installed on A-class bodies with medium and low displacement, while the 6-speed DQ250 is mainly used in high-displacement or handling-focused models. Why is there such a difference? In fact, it is not difficult to understand. The maximum torque that the 6-speed DQ250 can withstand is 350NM, while the DQ200 is only 250NM. However, why is there such a difference in torque values ??between the two? ●Dry type and wet type Here, we want to involve a concept, dry type and wet type. Borgwarner, headquartered in the United States, provides the main control unit of the 6-speed DSG dual-clutch transmission for Volkswagen, while the 7-speed dual-clutch transmission is provided by the German company LuK, although most of their components are manufactured in It is assembled and produced at the Volkswagen factory in Kassel, Germany.
In fact, apart from the different gears, the biggest difference between the 7-speed DQ200 and the 6-speed DQ250 is that one uses a wet dual clutch (DQ250) and the other uses a dry dual clutch (DQ200). Compared with the DQ200 dry dual clutch that transmits torque through the friction plate on the clutch driven plate, the torque transmission of the wet dual clutch is achieved through the wet clutch friction plate immersed in oil. Due to the saving of related hydraulic systems and the high efficiency of torque transmission of the dry clutch itself, the dry system greatly improves fuel economy. Relevant statistics show that the same 77Kw engine equipped with a 7-speed DSG gearbox saves more than 10% of fuel than a 6-speed wet dual-clutch gearbox. In addition to the higher transmission efficiency of the dry dual clutch, the 7-speed DSG gearbox also eliminates the need for components such as filters, oil coolers, and high-pressure oil pipes in the gearbox housing. Like ordinary manual gearboxes, the gearbox oil only For lubrication and cooling of gearbox gears and bearings. Therefore, the 7-speed DSG transmission requires only 1.7 liters of transmission oil, while the 6-speed DSG transmission requires 6.5 liters. Of course, the wet dual clutch also has characteristics that the dry clutch lacks. Because the torque transmission carrier and work are subject to temperature restrictions, the dry dual clutch is obviously limited in torque transmission. The 7-speed DSG gearbox code-named DQ200 It can only be applied to "small and medium-sized" engines with a maximum torque of less than 250Nm. Taking the 2009 FAW-Volkswagen Magotan as an example, even the Magotan 1.8TSI model can output a peak torque of 250NM between 1500 and 4200 engine rpm. Obviously, the DQ200 7-speed dual-clutch transmission is not suitable. This is also the reason why FAW-Volkswagen gave up production in Dalian and switched to the German-made DQ250 6-speed dual-clutch transmission. In addition, due to the layout and selection of friction materials, the overall dimensions of the wet dual clutch are larger than those of the dry dual clutch, which is not conducive to the layout of the vehicle's powertrain. I believe this is also one of the potential reasons why the DQ200 is suitable for small and medium-displacement vehicles. . Therefore, there is no absolute winner between 6-speed and 7-speed, but they are suitable for different directions and uses. However, taking into account control and economy, both DQ250 and DQ200 have good advantages over existing automatic transmissions such as AT, AMT, and CVT. ●Not exclusive to Volkswagen As mentioned before, Volkswagen’s DSG core technology is actually the result of suppliers. That being the case, the dual-clutch transmission is not Volkswagen's proprietary transmission technology. Internationally, BorgWarner is famous for providing DCT modules. In Europe and the United States, BorgWarner cooperates with gearbox manufacturer Getrag. The latter mainly provides gearbox production, and the modules come from BorgWarner. The PowerShift dual-clutch transmission equipped on the Volvo S40 was developed by Getrag in collaboration with Ford. It is a 6-speed automatic manual and can withstand a maximum torque of 450NM. Not only are Volvo's products successively equipped with dual-clutch transmissions called PowerShift, but many products on the market that focus on controllability are also equipped with dual-clutch transmissions. Some manufacturers use the name DCT when promoting, which is actually the abbreviation of DualClutchesTransmission. Porsche cooperated with parts manufacturers to develop a 7-speed dual-clutch transmission called PDK according to its own needs, and the maximum torque value has even been exceeded. The cost misunderstanding is that one is new technology, the other is freshness, and it is imported. Many netizens "believe" that the cost of dual-clutch transmission will be very high, at least not low. People familiar with dual-clutch transmissions should understand that the dual-clutch transmission is developed based on the core principles of manual transmissions and has a simpler structure than the planetary gear set of an ordinary transmission. However, the core technology of the dual-clutch automatic transmission lies in the dual-clutch module, torsional vibration damper module and control module. These modules are key components in the dual-clutch automatic transmission and are equivalent to the heart and brain of the dual-clutch transmission. Currently, only a handful of parts manufacturers have it.
Nonetheless, based on the author’s understanding of the existing automatic transmissions on the market, including Aisin’s AMT and Nissan and Audi’s CVT, the hydraulic torque converter and other structures contained in these two mainstream automatic transmissions are not simpler than dual-clutch transmissions. The complexity of the process and production is also no less than that of a dual-clutch transmission. In other words, although the dual-clutch transmission is still a new gadget in the domestic market, and it is a good gadget, it actually proves a philosophy: excellent things are quite simple. Therefore, the author's point here is that the cost of dual-clutch transmission is definitely lower than AT and CVT. DSG has two clutches, named here respectively clutch A and clutch B. Assume that the gear is in 3rd gear when driving. At this time, clutch A is engaged and transmits power; clutch B is on standby, ready to engage with 4th gear. When the vehicle speed reaches 4 At the required speed, 3rd gear is separated from A, 4th gear is engaged with B, and then A and 5th gears are on standby. There is no problem in normal driving. The engine speed loss is small, the power connection is smooth and fuel-saving. The problem is: assuming the front It is not a straight road but a curve. After changing from 3rd gear to 4th gear, you have to downshift to enter the corner (note: without braking), so you have to change back to 3rd gear. At this time, the working condition of the clutch is to transmit power between B and 4th gear. A and 5th gear are on standby. There is no clutch servo in 3rd gear. How does the clutch work at this time? Is it to lower the 5th gear clutch or to lower the 4th gear? If it is to lower the 4th gear, what are the advantages of the dual clutch? No more, the engine will still lose speed; if you lower the 5th gear, the vehicle speed remains at 4th gear, and the speed does not drop, the head will be pushed when entering the corner (VW has more front-wheel drive cars). 7 front speed, DSG = automatic Dual clutch. When starting, clutch one is in first gear, and clutch two is in preparation. When reaching a certain speed, clutch two is in second gear, and clutch one is in preparation. In this way, the shifting speed is faster than an ordinary automatic transmission, consumes less energy, and saves fuel. Volkswagen's DSG shifts gears a little faster than those of other famous manufacturers. The development of automobile transmissions has gone through more than 100 years, from the initial use of side chain transmission to manual transmissions, to hydraulic automatic transmissions and electronically controlled mechanical automatic transmissions, and now With the popularity of continuously variable automatic transmissions, while the technology of the automotive industry continues to advance, transmissions are also developing towards smoother, more fuel-efficient, and more enjoyable driving. Until the emergence of dual-clutch automatic transmission, transmission technology has moved to a new level with speed and dreams. The dual-clutch automatic transmission has excellent efficiency and comfort and has achieved great market success since its introduction. The core of the development of dual-clutch automatic transmission technology lies in the technology of dual-clutch module, torsional vibration absorber module and control module. These modules are key components in dual-clutch automatic transmissions and are the heart and brains 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 dual-clutch transmission is in the hands of BorgWarner of the United States and Schaeffler Group of Germany. The dual-clutch automatic transmission technology used in FAW-Volkswagen's new Magotan is the product of the joint cooperation between Volkswagen Group and the above-mentioned company. Because its products are marked with registered trademarks, only Volkswagen brand dual-clutch transmission products can use DSG This name, while other brands of dual-clutch products mostly use "DCT" or other names, such as: BMW uses M DKG, Volvo uses Powershift, Porsche uses PDK, Mitsubishi uses Twin Clutch SST, etc. Different dual-clutch transmissions of various companies based on DCT technology Volkswagen DSG (Direct Shift Gearbox). When it comes to dual-clutch transmissions, the first thing most car enthusiasts think of is Volkswagen's DSG dual-clutch transmission technology. Indeed, Volkswagen's DSG is the most commonly used dual-clutch transmission technology in the automotive industry today, and it is also the first transmission technology suitable for mass production. It uses a traditional gear transmission with 6 or 7 forward gears as the power transmission component. Mainly used with engines with high torque platforms.
Volkswagen first showed the world the representative work of this technological innovation - Golf GTI in 2002 in Wolfsburg, Germany. Its DSG drive shaft is divided into two parts, one is a solid drive shaft placed inside, and the other is a hollow drive shaft outside; the solid drive shaft inside connects the 1st, 3rd, 5th and rear gears, and the outside The hollow transmission shaft connects the 2nd, 4th and 6th gears. The two clutches are each responsible for the gearing action of one transmission shaft, and the engine power will be transmitted uninterruptedly by one of the transmission shafts. From the layout point of view, the length of this transmission is very short (equivalent to half the length of a traditional 6-speed transmission), so it can be used on front-wheel drive models. An engine equipped with a DSG transmission can immediately generate traction and greater flexibility due to rapid gear changes, and the acceleration time is faster than that of a manual transmission. Taking the Golf GTI as an example, the model with DSG accelerates from 0 to 100 kilometers per hour in just 6.9 seconds. This result is faster than the manual transmission model, and it reaches a top speed of 235 kilometers per hour at the same level. What’s even more impressive is that while performance is improved, models equipped with DSG have a fuel consumption of only 8.0 liters per 100 kilometers, which is equivalent to manual transmission models. To control the DSG transmission, the driver can use the gear lever or the shift plate on the steering wheel to perform sequential manual shifting. The clutch operation during the shifting process is completely controlled by the DSG computer. Regardless of whether you are using manual mode or D or S automatic shifting mode while driving, just tap the shift paddle on the steering wheel, and the DSG will immediately switch to manual mode and perform the shifting process, without the lag of traditional automatic transmissions during rapid acceleration. feel. Audi S Tronic. S-Tronic technology is called a direct shift transmission. S-Tronic uses two sets of clutches to work in series. This kind of transmission has extremely fast shifting speed. Compared with ordinary transmissions, the acceleration and fuel economy of cars equipped with this kind of transmission are greatly improved. Currently, only the Audi TT and Audi A3 are equipped with this technology, which allows them to complete any switch between six gears in 0.2 seconds without cutting off power output. The S-Tronic direct-shift transmission allows you to enjoy uninterrupted power transmission and a lot of driving fun. This innovative transmission combines the sportiness of a manual transmission with the advantages of an automatic transmission. Drivers are therefore free to experience extraordinary sportiness, economy or a personalized combination of sportiness and economy. Porsche PDK (Porsche Doppelkupplungsgetribe). The dual-clutch transmission product launched by Porsche is called PDK, Porsche Dual Clutch (Prosche Doppel Kupplungen). In fact, Porsche had already used the PDK dual-clutch transmission in the 956 racing car in 1983, and achieved great success on the track with the 962 racing car in 1984 and 1985. Porsche relaunches the 2009 Porsche 911 Carrera. After technical updates, current PDK products have fundamental differences, but their working principles are still basically the same as DSG. BMW M DKG. The biggest difference between the BMW M DKG seven-speed automatic transmission and Volkswagen's latest seven-speed automatic transmission is that the BMW M DKG seven-speed automatic transmission uses a wet transmission, while Volkswagen's seven-speed automatic transmission uses a dry transmission. Both can be said to have their own differences. Director. The BMW M3 Coupe equipped with a DKG transmission accelerates from standstill to 100 km/h in 4.6 seconds, which is 0.2 seconds faster than the manual transmission, and the fuel consumption per 100 kilometers is reduced to 11.9L. The DKG transmission of the BMW M3 Coupe has as many as 11 different control modes, including five fully automatic modes and six manual shifting modes. The power output of the new BMW M3 Coupe's 420-horsepower 4.0L V8 engine will be more fully utilized. More timely deployment. Ford, Volvo Powershift. The Powershift transmission has two independent wet clutches and operates in parallel similar to two sets of manual transmissions.
One clutch controls the odd-numbered gears (1, 3, 5, and reverse), and the other clutch controls the even-numbered gears (2, 4, 6). Thanks to the design of two sets of wet clutches, the Powershift transmission can withstand a torque output of up to 450 Nm, and theoretically there is no limit on the gear ratio; therefore, the Powershift transmission is regarded by the original manufacturer as the best choice for diesel engines. . Mitsubishi SST (Sport Shift Transmission). Mitsubishi's sports cars have always been relatively sporty. For high-performance equipment such as dual-clutch transmissions, the Japanese will naturally not let it go easily. In July 2007, Mitsubishi also released its own developed dual-clutch transmission - SST (Sport Shift Transmission) in Tokyo. In June 2008, the tenth-generation EVO equipped with this gearbox was introduced to China, priced as high as 488,000 yuan. SST provides drivers with three modes: normal, sport and super sport to meet the needs of various road surfaces. The dual-clutch transmission meets consumers' dual requirements for sporty driving and fuel-saving vehicles, and provides the best choice for drivers who love manual transmissions, allowing more car owners to have uninterrupted driving passion. Attachment: The birth of dual-clutch transmission and major historical events In 1940, Darmstadt University professor Rudolph Franke was the first to apply for a patent for a dual-clutch transmission. The transmission had been tested on trucks, but it had not been put into mass production. Later, Porsche also invented the dual-clutch transmission (PDK Porsche Doppel Kupplungen) specifically for racing. However, in that era, there was no success in putting DCT/PDK technology into mass production. In 1985, Audi applied dual-clutch technology to the racing field, which was named "Audi Sport quattro S1 racing car with dual-clutch technology" at the time. Dual-clutch technology enabled Audi racing cars to compete in major off-road competition venues at the time, winning many events. By the late 1990s, Volkswagen and BorgWarner worked together to produce the first DualTronic(R) technology dual-clutch transmission suitable for mass production and application in mainstream models, called DSG. BorgWarner has turned the DCT into a highly practical transmission by using new electro-hydraulic components. In 2002, DSG was applied to the German Volkswagen Golf R32 and Audi TT V6. In 2003, it was successively extended to golf and other models. In 2004, DSG was matched with TDI diesel engine for the first time in the German Volkswagen Touran model. Attachment: A century of development of transmissions In 1894, a French engineer installed the world's first transmission on a car. Since then, automobile transmissions have gone through more than a hundred years of development. Transmission, English Transmission, as an important part of the car, is the main device responsible for amplifying the engine torque, matching the engine power and torque characteristics, achieving ideal power transmission, and thus adapting to various road conditions to realize the driving of the car. The well-known transmissions generally include manual transmissions and automatic transmissions. Traditional transmissions use different gear combinations to achieve the above purpose, and the change of gear combinations can only be achieved by pressing the clutch with your foot and pulling the gear lever. This is the so-called manual transmission. In order to achieve easy shifting, the AT (Automatic Transmission) transmission, which eliminates the clutch pedal and manual gear shifting, has appeared. It mainly uses a hydraulic torque converter in conjunction with a traditional mechanical gearbox to achieve the shifting function. What people usually call automatic transmission cars use this kind of AT. Because AT was used earlier, the English name is "automatic transmission". In 1908, the Ford Model T was the first to use a two-speed automatic transmission. Since then, the structural principles of automatic transmissions have not changed significantly, but advances in material technology and improvements in lubricating oil performance have made the speed ratios of this transmission richer. However, AT is not the same as automatic transmission.
As long as it can achieve automatic shifting, it can be called an automatic transmission. There are actually many ways to achieve this goal: in addition to AT, it also includes other forms such as continuously variable transmissions. Continuously variable transmission, CVT (Continuously Variable Transmission), refers to a transmission system that does not use gears in the transmission system and provides smooth and "stepless" speed ratio conversion. It also has the characteristics of light weight, small size, and few parts. It is recognized as an ideal automobile transmission device. Compared with AT, CVT continuously variable transmission is mainly different in transmission mode. The latter uses a transmission steel belt and a main and driven wheel with a variable working diameter to transmit power, thereby achieving continuous changes in the transmission ratio. As the market's requirements for smooth, comfortable, efficient and energy-saving vehicles continue to escalate, Volkswagen and BorgWarner have worked together to break through technological boundaries and create a vehicle with smooth and dynamic shifting, significantly reducing energy consumption, and being able to match high torque, large displacement The engine's transmission - DSG dual-clutch automatic transmission. I believe that consumers who have paid attention to it are no longer unfamiliar with its working principle and practical advantages. However, judging from the feedback we received, many netizens still misunderstood many things about the dual-clutch transmission. ● 6-speed and 7-speed Just like many manufacturers are using supercharged engines but are famous for Volkswagen’s T, in the field of dual-clutch transmission, Volkswagen is still a leading pursuer. The three letters of DSG are proof that many Chinese The understanding of dual-clutch transmission also starts from DSG. Of course, Volkswagen's "dual-clutch" is also relatively representative, and most of its imported cars are also equipped with DSG, such as Golf GTI, EOS, Magotan 3.2, Scirocco, etc. However, Volkswagen actually has two DSG dual-clutch transmissions today, which are code-named DQ250 and DQ200 within Volkswagen. From an intuitive data analysis, the DSG code-named DQ250 has six gears and can withstand a maximum torque of 350NM. The main It is used for models with high displacement or focusing on handling, such as the Golf GTI and the upcoming 2009 Magotan; while the DQ200 is a seven-speed dual-clutch transmission that can withstand a maximum torque of 250NM and is mainly installed in low- and medium-displacement models. For example, the Golf A6 and Sagitar will be launched in the next half year. The point of disagreement is here. Some consumers believe that the DQ250 dual-clutch transmission equipped on "higher-priced" models is better than the DQ200 in terms of performance, so they come to the conclusion that the DQ250 dual-clutch transmission that can withstand a maximum torque of 350NM is better than the DQ250 dual-clutch transmission. "Better" than DQ200. Opponents believe that the DQ200 dual-clutch transmission with seven gears is better than the DQ250 in terms of economy and smoothness. So, who is right? In fact, DSG is just the proprietary name for the dual-clutch technology that Volkswagen has bought out. As for the two dual-clutch transmission 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. It used modules produced by BorgWarner. This DSG transmission can withstand a torque of 350Nm. The Volkswagen GTI introduced in China in 2006 and the 2009 Magotan that will be launched now are equipped with this 6-speed DSG dual-clutch transmission; in March 2008, Volkswagen released a 7-speed dual-clutch transmission, developed by the German SChaeffler (Schaeeffler) LuK (Luke) Company, a subsidiary of Luk Group, provides core components that can withstand a maximum torque of 250Nm. At present, except for the entry-level models of the 6th generation Golf in Europe, all automatic transmissions use this 7-speed DSG dual-clutch transmission. It is not difficult to find that the 7-speed DQ200 is mainly installed on A-class bodies with medium and low displacement, while the 6-speed DQ250 is mainly used in high-displacement or handling-focused models. Why is there such a difference? In fact, it is not difficult to understand. The maximum torque that the 6-speed DQ250 can withstand is 350NM, while the DQ200 is only 250NM. However, why is there such a difference in torque values ??between the two? ● Dry type and wet type Here, we want to involve a concept, dry type and wet type.
Borgwarner, headquartered in the United States, provides the main control unit of the 6-speed DSG dual-clutch transmission for Volkswagen, while the 7-speed dual-clutch transmission is provided by the German company LuK, although most of their components are manufactured in It is assembled and produced at the Volkswagen factory in Kassel, Germany. In fact, apart from the different gears, the biggest difference between the 7-speed DQ200 and the 6-speed DQ250 is that one uses a wet dual clutch (DQ250) and the other uses a dry dual clutch (DQ200). Compared with the DQ200 dry dual clutch that transmits torque through the friction plate on the clutch driven plate, the torque transmission of the wet dual clutch is achieved through the wet clutch friction plate immersed in oil. Due to the saving of related hydraulic systems and the high efficiency of torque transmission of the dry clutch itself, the dry system greatly improves fuel economy. Relevant statistics show that the same 77Kw engine equipped with a 7-speed DSG gearbox saves more than 10% of fuel than a 6-speed wet dual-clutch gearbox. In addition to the higher transmission efficiency of the dry dual clutch, the 7-speed DSG gearbox also eliminates the need for components such as filters, oil coolers, and high-pressure oil pipes in the gearbox housing. Like ordinary manual gearboxes, the gearbox oil only For lubrication and cooling of gearbox gears and bearings. Therefore, the 7-speed DSG transmission requires only 1.7 liters of transmission oil, while the 6-speed DSG transmission requires 6.5 liters. Of course, the wet dual clutch also has characteristics that the dry clutch lacks. Because the torque transmission carrier and work are subject to temperature restrictions, the dry dual clutch is obviously limited in torque transmission. The 7-speed DSG gearbox code-named DQ200 It can only be applied to "small and medium-sized" engines with a maximum torque of less than 250Nm. Take the 2009 Magotan that FAW-Volkswagen will release in early March as an example. Even the Magotan 1.8TSI model can output a peak torque of 250NM between 1500 and 4200 engine rpm. Obviously, the DQ2007-speed dual-clutch transmission is not suitable. This is also the reason why FAW-Volkswagen gave up production in Dalian and switched to the German-made DQ250 6-speed dual-clutch transmission. In addition, due to the layout and selection of friction materials, the overall dimensions of the wet dual clutch are larger than those of the dry dual clutch, which is not conducive to the layout of the vehicle's powertrain. I believe this is also one of the potential reasons why the DQ200 is suitable for small and medium-displacement vehicles. . Therefore, there is no absolute winner between 6-speed and 7-speed, but they are suitable for different directions and uses. However, taking into account control and economy, both DQ250 and DQ200 have good advantages over existing automatic transmissions such as AT, AMT, and CVT.