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附錄外文文獻(xiàn)
Dual clutch transmission
From Wikipedia, the free encyclopedia
A dual clutch transmission, commonly abbreviated to hoop DCT (sometimes informally referred to as a twin-clutch gearbox, double clutch transmission, or similar variations thereof), is a differing type of semi-automatic or automated manual automotive transmission. It utilises two separate clutches for odd and even gear sets. It can fundamentally be described as two separate manual transmissions (with their respective clutches) contained within one housing, and working as one unit. They are usually operated in a fully automatic mode, and many also have the ability to allow the driver to manually shift gears, albeit still carried out by the transmission's electro-hydraulics.
This type of transmission was invented by Frenchman Adolphe Kégresse just prior to World War II but he never developed a working model. The first actual DCTs arrived from Porsche in-house development, for Porsche racing cars in the 1980s, when computers to control the transmission became compact enough: the Porsche Doppelkupplungsgetriebe (English: dual clutch gearbox) (PDK) used in the Porsche 956 and 962 Le Mans race cars from 1983, and the Audi Sport Quattro S1 rally car.
A dual clutch transmission eliminates the torque converter as used in conventional epicyclic-geared automatic transmissions. Instead, dual clutch transmissions that are currently on the market primarily use two oil-bathed wet multi-plate clutches, similar to the clutches used in most motorcycles, though dry clutch versions are also available.
The first series production road car to be fitted with a DCT was the 2003 Volkswagen Golf Mk4 R32.
As of 2009, the largest number of sales of DCTs in Western Europe are by various marques of the German Volkswagen Group, though this is anticipated to lessen as other transmission makers and vehicle manufacturers make DCTs available in series production automobiles. In 2010, on BMW Canada's website for the 3 Series Coupe, it is described both as a 7-speed double clutch transmission and as a 7-speed automatic transmission. It is actually a dual clutch semi-automatic.
In DCTs where the two clutches are arranged concentrically, the larger outer clutch drives the odd numbered gears, whilst the smaller inner clutch drives the even numbered gears. Shifts can be accomplished without interrupting torque distribution to the driven roadwheels, by applying the engine's torque to one clutch at the same time as it is being disconnected from the other clutch. Since alternate gear ratios can pre-select an odd gear on one gear shaft whilst the vehicle is being driven in an even gear, (and vice versa), DCTs are able to shift more quickly than other cars equipped with single-clutch automated-manual transmissions (AMTs), a.k.a. single-clutch semi-automatics. Also, with a DCT, shifts can be made more smoothly than with an AMT, making a DCT more suitable for conventional road cars.
Characteristic of Dual clutch gearbox
Advantages:
1. Compared with the traditional planetary gear type automatic gearbox fuel economy is more advantageous to the ascension can reduce fuel consumption about 15 percent
2. During the shift, almost no damage
3. When high-grade gear is already in preparation condition, rise against extremely fast, achieve astonishing 8 millisecond
4. No matter what is running mode accelerator or condition, can reach 600 shift time (at least from the odd block to millisecond odd block, or even block drop from even when it took about block, for 900 milliseconds, for example from the first five block to 3 block)
Faults:
1. The electric control system and hydraulic system due to the existence of gearbox efficiency, double clutch than traditional manual gearbox still used to deliver big torque, especially the wet dual clutch gearbox is even more so
2. Dual clutch gearbox cost is higher, the development of precision and complex double clutch, resulting in higher prices
3. When need to switch gears in preparation condition, not shift time relatively long, in some cases even more than 1 second
4. Dual clutch gearbox, compared with the traditional manual gearbox heavier
5. Dual clutch the biggest transfer torque transmission on the low side, restrain the engine of space
6. Early dual clutch gearbox reliability poor
7. Gearbox lubricant need according to factories require change regularly, and replacement costs is not cheap
附錄外文文獻(xiàn)翻譯
雙離合變速器
雙離合變速器是當(dāng)前發(fā)展最迅速的新型變速箱，它以傳統(tǒng)手動(dòng)變速箱為基礎(chǔ)加入雙和電控組件，獲得優(yōu)異的性能表現(xiàn)和良好的燃油經(jīng)濟(jì)性。已經(jīng)成為繼可變正時(shí)、可變氣門升程、和之后的又一個(gè)技術(shù)亮點(diǎn)?！?
簡(jiǎn)單說來DCT是兩個(gè)傳統(tǒng)手動(dòng)變速箱的集合體(分別為奇數(shù)和偶數(shù)擋)，擁有兩個(gè)離合器，兩根輸入軸，但僅有一根輸出軸。離合器的分離與接合，以及擋位切換都在電腦的掌控下通過液壓機(jī)構(gòu)進(jìn)行控制，因此也能提供手動(dòng)換擋模式。動(dòng)力傳遞效率高(意味著低)、擋位切換迅速和成本低于傳統(tǒng)自動(dòng)變速箱是雙離合器變速箱的三大優(yōu)勢(shì)，因此得到越來越廣泛的應(yīng)用。
雙離合器變速箱由法國(guó)人Adolphe Kégresse在二戰(zhàn)前發(fā)明，計(jì)劃用于配備充滿傳奇色彩的Traction，但當(dāng)時(shí)的市場(chǎng)狀況并不適合商業(yè)應(yīng)用。雙離合器變速箱在等待了半個(gè)后才開始配備民用車。
上世紀(jì)80年代初，自行研發(fā)了全球首臺(tái)雙離合器變速箱，利用電控系統(tǒng)將雙離合器變速箱的結(jié)構(gòu)變得足夠緊湊，稱為Doppelkupplungsgetriebe(德語，簡(jiǎn)稱PDK)。首款PDK雙離合器變速箱搶先配備956和962賽車，以及SportS1拉力賽車，并獲得不俗戰(zhàn)績(jī)。但賽場(chǎng)與市場(chǎng)畢竟存在不小的距離，雙離合器又花費(fèi)了二十年降低成本和提升耐用度才成功實(shí)現(xiàn)商用。
于2002年為R32(第四代，PQ34平臺(tái)，2003款)配備(Direct-ShiftGearbox)雙離合器變速箱，這是雙離合器變速箱首次配備量產(chǎn)車。與傳統(tǒng)自動(dòng)變速箱相比，大眾的這臺(tái)DSG省去了液力變矩器和行星齒輪組，取而代之的是濕式雙離合器和簡(jiǎn)單的斜齒輪。隨后，成為DCT普及速度最快，應(yīng)用最為廣泛的汽車制造商，從A0級(jí)小車Polo到全球最強(qiáng)悍的超級(jí)都有配備。
雙離合器是一個(gè)非常緊湊而精密的部件，也是DCT的核心，外部稍大一些的離合器負(fù)責(zé)奇數(shù)擋的動(dòng)力接合和中斷，內(nèi)部稍小一些的離合器負(fù)責(zé)偶數(shù)擋的動(dòng)力接合和中斷。兩個(gè)離合器的分離和接合同時(shí)進(jìn)行，因此傳遞到輪的動(dòng)力幾乎不會(huì)出現(xiàn)中斷。當(dāng)奇數(shù)擋離合器分離的同時(shí)，接合偶數(shù)擋離合器，反之亦然?？刂齐娔X根據(jù)轉(zhuǎn)速、車速和節(jié)氣門開度等信息對(duì)擋位進(jìn)行預(yù)判，例如在二擋加速時(shí)，三擋已進(jìn)入預(yù)備狀態(tài)，從二擋切換到三擋的過程只是偶數(shù)擋離合器分離和奇數(shù)擋離合器接合的過程，并且兩個(gè)動(dòng)作同時(shí)間進(jìn)行。因此DCT的換擋速度通常說來相比僅有一個(gè)離合器的變速箱(結(jié)構(gòu)基于手動(dòng)變速箱，用于高性能和跑車)更快。
雙離合器變速箱的特點(diǎn)
優(yōu)點(diǎn)：
1.相比傳統(tǒng)行星齒輪式自動(dòng)變速箱更利于提升燃油經(jīng)濟(jì)性，油耗大約能夠降低15%
2.在換擋過程中，幾乎沒有損失
3.當(dāng)高擋齒輪已處于預(yù)備狀態(tài)時(shí)，升擋速度極快，達(dá)到驚人的8毫秒
4.無論油門或者運(yùn)轉(zhuǎn)模式處于何種狀況，換擋時(shí)間至少能達(dá)到600毫秒(從奇數(shù)擋降到奇數(shù)擋，或者從偶數(shù)擋降偶數(shù)擋時(shí)，耗時(shí)約為900毫秒，例如從第5擋降到3擋)
缺點(diǎn)：
1.由于電控系統(tǒng)和液壓系統(tǒng)的存在，雙離合器變速箱的效率仍然不及傳統(tǒng)手動(dòng)變速箱，特別是用于傳遞大扭矩的濕式雙離合器變速箱更是如此
2.雙離合器變速箱的研制費(fèi)用較高，雙離合器精密而復(fù)雜，導(dǎo)致車價(jià)偏高
3.當(dāng)需要切換的擋位并未處于預(yù)備狀態(tài)時(shí)，換擋時(shí)間相對(duì)較長(zhǎng)，在某些情況下甚至超過1秒
4.雙離合器變速箱相比傳統(tǒng)手動(dòng)變速箱更重
5.雙離合器變速箱的最大傳遞扭矩偏低，限制了發(fā)動(dòng)機(jī)的空間
6.早期的雙離合器變速箱可靠性欠佳
7.變速箱潤(rùn)滑油需要根據(jù)廠家要求定期更換，并且更換費(fèi)用并不便宜。
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