Which topic is better between the owners? The riders think that the service AT gearbox has entered the sunset industry, but the reliability of the AT gearbox is everyone's teak. Is the gearbox really in decline? The following is a chat with friends and Xiaobai to talk about this issue.
A few days ago, a rider published a reply. The specific content is as follows:
From this rider's point of view, I have put together a total of four points:
1.AT gearbox is already a sunset industry.
2. Enterprises that do not make gearboxes can purchase them out of stock.
3. The hybrid can start the motor, electric vehicles do not need gearbox.
4. Double clutch low speed wear and setback?
I have some doubts about the viewpoints. Since 1908, Henry Ford began to calculate the Ford Model T equipped with a 2-speed automatic transmission (not reverse gear), and the automatic transmission has been more than 100 years old. In the year, gearboxes produced manual transmission (MT), hydraulic automatic transmission (AT), electronically controlled automatic transmission (AMT), continuously variable transmission (CVT) and dual clutch transmission (DCT), various The gearbox is booming in the market. Is this where the original AT gearbox is going?
I don't think so.
Transmission
First, we must discuss the first question: AT gearbox is already a sunset industry?
Before answering this question, first review the development history of the at gearbox:
Since the 1908’s inception, At’s gearbox technology has been slow, and then in 1940, the US General Motors developed a 4At gearbox (4 forward gears, 1 reverse gear), 4AT gearboxes for decades to come. Among them, Americans are the most active companies in the development of AT gearboxes through the continuous improvement of technology. In the 1960s of the 20th century, Japan also introduced AT gearboxes and began to develop AT gears. Box, Since the 1990s, GM and Japan’s models have begun mass deployment of AT gearboxes, and in recent years only some high-end models (the lack of 4th gearbox and ESP of the sixth generation Camry 2.0 have been criticized by netizens) The 4AT gearbox was replaced by the 6AT, and some low-end vehicles equipped with 4AT models (Zhi Hyun, Chang'an Yuexiang V7) were sold at the moment, and their reputation has been very good.
The 5AT of the 4At gearbox is a technical bottleneck. Among them, Honda's parallel axle 5AT is very special and independent, and the Honda transmission can reach 5th gear due to different structural principles, but it is also a technical limit, and even more so. More than one file, the cost is calculated at least geometrically.
Compared with 4AT engine, HYUNDAI 6AT is not a difficulty level at all. Due to the gear structure, there is no way to set a gear with the same level as other 4 gears. Now more than 4AT transmission can be roughly understood as the original 4AT. One file is connected with a secondary gearbox, and its structure is more than twice as complex as 4AT. But this is still difficult for the great car designers. From the 4AT gearbox of the 1990s, after more than ten years of development, 6AT also Popularized in domestic models, it currently has a large market share and is equipped with the most. It is widely used in joint-venture vehicles of more than 100,000 yuan and domestic cars of less than 100,000 yuan.
The picture shows the 6AT gearbox powered by Volkswagen Golf 1.6L.
The 6AT gearbox is the largest gearbox on the market, and its share in North America is close to 90% (North America is the world’s second largest automotive market). There are also a large number of models in China that use the 6AT gearbox (and the owners (Proud), low failure rate, good reliability, can be qualified for high-strength off-road and extreme racing, both at home and abroad have a good reputation, AT gearbox research and development has now reached 9AT gearbox (formally put into sales).
So, which companies are promoting the development and progress of AT gearboxes?
Aisin: Toyota's Aisin Holdings, which mainly supplies transmissions for Toyota, Mazda, Opel, Volkswagen, Fiat, and Citroen. The transmissions produced in China are mainly FAW Toyota, FAW-Volkswagen, Southeast Fujian, Shenyang Jinbei, Sichuan Toyota, Zhengzhou Nissan, Baoding Great Wall, Beiqi Futian and other enterprises provide transmissions. The Aisin transmission has a huge amount of models on the domestic market and is well-known to the Chinese.
ZF: The famous ZF transmission company, Audi (in addition to CVT and dual clutch models), BMW Volkswagen part models, Porsche, Jaguar, Land Rover, Volvo and other gearboxes, 1998, ZF in Suzhou ZF Transmission Technology Co., Ltd. was established to produce automatic transmissions for commercial vehicles. ZF also set up factories in Shenyang, Shanghai, Nanjing and Hangzhou. As the saying goes: BMW does not have its own gearbox, but who dares to say that his power match is poor? BMW and ZF have close cooperation. Most of their models are equipped with ZF gearbox, and matching is quite in place. BMW makes the ZF gearbox known all over the world. ZF is also proud of BMW.
Jie Teke: Founded in 1943, was Nissan's AT/CVT (Automatic Transmission / Continuously Variable Transmission) Division. In 1999, the division was separated from Nissan, and Jetco established the company's transmission technology company. , Currently mainly engaged in the development of CVT gearbox.
In addition to the above three gearbox companies, there are also some companies that are doing research and development of AT gearboxes:
Honda: Everyone says that Honda is buying an engine delivery vehicle, but Honda is also actively researching its own AT gearbox. Honda's parallel-axle transmission is best known. Almost all Honda's models (Honda's 5AT, Acura's 6AT) is using this type of transmission, and there are few other brands except Honda (because this is Honda's patent, Honda does not give it, and his brother (Toyota) doesn't want to use it).
DSI: DSI Automatic Transmission Co., Ltd. is an automatic transmission company specializing in R&D, manufacturing, and sales. It is one of the only two automatic transmission companies in the world that is independent of the automobile company. Ford, Chrysler and Korea. Ssangyong and other world-famous car companies supporting. Because the US Ford Motor Company in Australia's vehicle production cutbacks and South Korea's Ssangyong Motor Company's collapse, DSI production dropped by more than half and went bankrupt. After being acquired by Geely, DSI is expected to recover within two years With an annual output of 200,000 sets of auto transmissions, it will set up factories in China to supply China and other Asian markets. DSI's electric transmissions are currently supplied mainly by its Geely Bo Yue and Borui, and its output is not too high.
The picture shows the 8AT gearbox that Toyota Camry equipped
In the automotive gearbox industry, there are five major companies that are promoting the development of AT gearboxes. At present, the AT gearbox has reached 9AT, and it has been put into use in the market. Under the constant improvement of these gearboxes, AT gearboxes are not It will sink into this, with the development of the times, there will be a more advanced form of gearbox to replace it, but it will be very long, at least in the next ten or twenty years will not appear, so AT gearbox The sunset industry is not quite correct.
Second, we must discuss the second question: Can companies that do not make gearboxes outsource?
Of course, without gearbox technology, you can of course outsource. However, despite the globalization of the auto market, in the current increasingly competitive relationship, which company will willingly offer its core technology to competitive companies?
Here we can look at Volkswagen and Toyota's gearbox grudges:
German Volkswagen created the Beatles, golf and other hot-selling models created by Hitler during the Second World War. The global sales of these two models exceeded 70 million, which is highly appreciated by European people.
However, in the manufacture of gearboxes, especially in the technology research and development of automatic transmissions, Europeans lag far behind the United States and Japan. In Europe, including France, Germany, and the United Kingdom, many people like to open manual transmissions;
In Germany, more than 70% of cars are manual transmissions, and they are diesel versions. Most of them are satellite cities, and they have a wide range of roads. There is no congestion on the highway. In France, there are mostly mountainous roads. For humans, manual gearboxes are more fun to drive with downshift replenishment. In the UK, almost every car is a manual transmission. There have been statistics, and less than 5 of thousands of cars were seen. Automatic transmission, automatic selection, is a completely unnecessary configuration in the eyes of the British. Londoners' attitude toward manual and automatic transmissions is the same as the difference between the 28-speed bicycle and the variable-speed bicycle. One of the selling points used by domestic autos to advertise is the 'liberation of the left foot' or the 'convenient driving in traffic jams'. The British are less able to experience traffic jams, and more people drive the car to a large distance near a subway station. Parking lot, directly into the city by subway.
Therefore, based on the characteristics of several European countries, fuel economy, high transmission efficiency, and manual transmission that can maximize the car's power are their favorites, so Europeans (mass, logos) have not been involved in the cost of automatic transmissions. Research and development.
However, Volkswagen will one day be out of Europe and go global. To be the world's largest seller, it is necessary to please the North American market and the Asian market, including the United States, Canada, China, Japan, and India, which have large auto sales. Their terrain is a country with a large population, rough roads, and unusual congestion. (Americans are lazy, too lazy to shift, and Canadians too) What if there is no automatic gearbox?
buy!
The first half of the article said that the world's automatic transmission companies, well-known for those five, you may also say, I can not purchase other than five other gearbox? Yes, but the speed of small businesses The quality of the box is not up to standard, and the output is low. The most important thing is that the public sells tens of millions of vehicles a year. More than half of them are automatic transmission models and need to meet the output of transmissions with millions of sales. The output and technology of small enterprises cannot keep up , still need to ask for help from the top five companies, of which ZF's gearbox supplies luxury brands (too expensive), DSI production can not keep up (too little), Honda's parallel shafts are used by themselves (not for sale), leaving Aisin and Jetko. , Select one, Volkswagen chose Aisin.
In the early days of Volkswagen and Aisin cooperation, we can see from MAGOTAN to Passat to golf, Jetta, and all AT gearboxes. These AT gearboxes, which Volkswagen bought from Aisin, have stable quality of AT gearboxes. Shifting gear to master the chassis and delicate interior with very good texture, Volkswagen's popularity in the domestic market has increased steadily. However, at the same time, the sales volume has also risen with a bottleneck. Insufficient supply. As the technology of automatic transmission is always in the hands of others, if you want to increase the production of automatic cars, you need help with Aisin, but who is Aisin? Toyota's, Toyota is a Volkswagen. The world’s number one competitor, it will not rush to follow the increase in production, which makes the public secretly decided to make their own gearbox.
But is the AT gearbox simple to manufacture?
As mentioned before, if it is 4At, it's still quite simple, but when the market is already using 6AT, you must find a product to compete with the 6AT gearbox... Perhaps for technical reasons, the 6AT gearbox is really The structure is complex, and the public has always been unable to break the barriers of technology; perhaps for reasons of time, breaking the technical barriers can, but it takes a lot of time, but the other side of the market is in short supply... Perhaps for cost reasons, 6AT shifts The price of the box is still high... Based on various reasons, Volkswagen finally found a way to overtake the curve—double-clutch gearbox!
The advantages and disadvantages of this gearbox I will not go into details here. In the dual clutch problem, Volkswagen also experienced - R & D - put into use - found problems - did not recognize death - 3.15 show exposure - recall - modify the shift logic - Extended warranty, etc. After a series of actions, the dual-clutch gearbox was gradually popularized in the market. So far, the dual-clutch gearbox has still not received the trust of some people in the market (including me), and it has been used in domestic and foreign cars. Today, large-scale enterprise applications, dual-clutch gearbox is still not mature and stable than the AT gearbox.
So, have you ever wanted gearbox outsourcing? Buying someone else’s gearbox is subject to people, big companies are subject to sales (Volkswagen and Aisin); small businesses won’t give you a match (Harvard’s early days with ZF’s (cooperation), so companies are looking for outsourcing gearboxes that want to expand the global market and are destined not to be long-term, which is why domestic auto companies are vigorously developing their own gearboxes (Changan, Geely, Chery, BYD's own manufacturing), Who doesn't want to buy ready-made ones? It's all forced. So companies that don't make gearboxes can outsource. This sentence is not very smart.
Let's discuss the third problem again: Hybrid can start the motor, electric vehicles do not need gearbox.
In this regard, I would like to say that currently there are three brands of hybrid vehicles in the market, and the technology is mature and well known – Toyota, Honda and BYD.
(The following are technical stickers, non-technical personnel to avoid)
Toyota: The Toyota THS uses a set of so-called PSD (PowerSplitDevice)/Planetary gears as the core of the entire hybrid system. The structure is very subtle and it can achieve variable speed functions. Therefore, this system is also called the eCVT, but In fact, the Toyota THS has no conventional transmission. In this system, as long as the engine is running, it is almost always generating electricity. When the engine is running at medium and low speeds, the engine drives the No. 1 motor (auxiliary motor) and is forwarding the power, No. 2 motor ( After the main motor is driven; After exceeding the critical speed (82km/h), the No. 1 motor reverses, and the engine is driven together with the engine. The No. 2 motor is converted into a generator. All of this is performed under the planetary gear structure. Allocation, engine energy is almost no waste. This hybrid mode is generally called a hybrid structure, which belongs to strong mixing.
Honda: The Honda i-MMD hybrid system consists of a 2.0L Atkinson cycle engine, a power control unit (PCU), a high-power motor, and a large-capacity lithium-ion battery. The motor part is loaded with dual motors, neither traditional The gearbox drive system, which does not require planetary gears, is structurally simpler than the Toyota THS-II hybrid system. The main feature of this hybrid system is that it not only provides superior performance as other hybrid systems. Fuel economy, but also the power requirements are never reduced, so it is called a sports hybrid system.
BYD: BYD's technology route is divided into two types. One is the DMI system represented by F3DM, and the other is the DMII system represented by BYD Qin. The DMI system is a dual motor structure with one main and one auxiliary motor. A 25kw generator M1, a 50kw motor M2, and a 1.0L3 cylinder 50kw engine. The engine is only used for M1 power generation, does not participate in the drive axle. M1's primary task is to start the engine, and then as a generator Charges the battery; M2 is the main motor and recaptures energy during braking to recharge the battery. DMI is essentially a series structure where the engine drives the generator to generate electricity, the generator recharges the battery, and the motor drives the vehicle to operate. This is relatively simple The hybrid model, but does not mean that BYD's DMI does not have a bit of technical content. BYD has added a parallel mode to the series structure, allowing the engine to drive the M1 and M2 motors together to provide higher output power. The DMII system The biggest change compared to DMI was the plug-in + single-motor solution, which used a 110kw/250Nm motor with a 113kw/240Nm 1.5T turbocharged In theory, a single-motor solution cannot effectively isolate the engine from bad conditions, but the DMII uses a plug-in design that compensates for the drawbacks of the single-motor solution to some extent. Because the plug-in solution has a larger battery capacity, the internal combustion engine The need to generate electricity while driving is greatly reduced, and at least it can basically cope with short-distance travel in the urban areas.
As can be seen from the above text, hybrid vehicles do not require the use of gearboxes, or the use of gearboxes that are by no means conventional. When hybrid systems are becoming more and more popular all over the world, AT gearboxes are bound to be eliminated, but When did that happen? Hybrid vehicles are in a very precarious situation in China: They don’t save money (Corolla Shuangqing costs 30,000 yuan more than the regular version, which is equivalent to 20,000 kilometers a year, and is worth 8 years to return to oil). It saves money. Do not maintain value (BYD pure electric cars, Beiqi EV200 and other models, 3-year hedge rate of nearly 30% everywhere), high-speed fuel-efficient oil in the urban area (Sonata mixed version, urban fuel consumption of 100 kilometers, running high speed Eight hundred kilometers fuel consumption eight), can be charged without electricity pile (no car parking spaces, parking spaces do not allow the installation of charging piles).
The popularity of hybrid vehicles in China is still a long way to go. So hybrids can start with electric motors. Electric vehicles do not need gearboxes. This is correct, but it is not realistic.
Finally discuss the fourth question: double clutch slow wear and setbacks?
For the double clutch, I am definitely not a double-clutch fan. I am a dual-clutch fan. I never mind that someone else would buy a dual-clutch car, but I will refuse it. Because I don’t have the right to consume the other person, but I Witnessed the dual-clutching 3.15 evening party (2013 double-clutch event was exposed on the 3.15 evening event, in June I booked a manual golf, and in September I mentioned the car), but after the objective evaluation, the parties selected, today I
To make a simple justification for this technology:
In the early days, the extremely fast shifting speed and transmission efficiency of the double-clutch gearbox were indeed a big advantage. However, in China, the congested road conditions caused the double-clutch shift to be too fast and frequent, resulting in high temperatures. When the transmission stops working, the motive power of the car will disappear and the red light of the engine will flash on the instrument panel. As the vehicle power disappears, it will be very dangerous, and it will lead to very serious consequences, even life-threatening.
Later, the public recalled, reduced the frequency of gearbox shifts, the gearbox temperature did not immediately increase, then, the overheated gearbox caused the death and flicker did not recur, but it also brought a new problem, that is, the gearbox This was caused by the chaotic logic of shifting gears, which was especially noticeable when the first gear went up second gear, or when it stopped and went uphill.
The gearboxes with early death and scintillation events are all dry dual clutch gearboxes. There is also a dual clutch gearbox type called wet dual clutch gearbox. It perfectly bypasses the phenomenon of dry double clutch heating, but the cost Higher, but with the increasing popularity of global industrialization today, the cost of such transmissions will only become lower and lower, so popularity is only a matter of time.
With the continuous tuning and research and development of dual-clutch gearboxes by many domestic and foreign automobile manufacturers, the problem of double-clutch gearbox setbacks will only become less and less. Among the world’s dual-clutch manufacturers, the public is considered to be the most mature one. The new dual-clutch gearbox tuning of the new car is also becoming more and more perfect. The technology has always been growing and progressing. Double clutch low-speed wear and tear will eventually be overcome.
New technologies will one day obsolete old technologies, and cars will be replaced by more advanced vehicles in the sooner or later. Times are evolving and technologies are constantly improving. At present, At gearboxes are not going to go down the river and others will continue to research and develop 10AT. , 11AT... In the distant future, when the traditional fuel truck is still in service, he will not be eliminated.
