In 2007, Volkswagen played the golden power combination of TSI + DSG, and it is this power combination that has made Volkswagen's market share rise all the way and become the brand with the highest market share in the Chinese market.
TSI engine we temporarily press the table, this article we will focus on the DSG dual clutch transmission, the industry for volkswagen's DSG transmission evaluation can be described as mixed, some people think that the DSG launched too hastily, so that a series of problems broke out later; there are also people who think that volkswagen to consumers popularized the dual clutch, belongs to the industry pioneer.
So what is the strength of Volkswagen's DSG dual-clutch transmission, what are the advantages or disadvantages, and which models are currently installed, the above questions will be answered one by one in this article.
First, why volkswagen launched the DSG dual-clutch transmission
Friends who may have some understanding of the dual-clutch transmission will definitely say that the public is interested in the fast shift speed of the dual-clutch transmission or the technology is more advanced.
In fact, from the structural principle, the structure and technical difficulty of the dual-clutch transmission are far less than those of the AT automatic transmission, and even the time proposed by the double-clutch is earlier than that of the AT automatic transmission.
So why is Volkswagen still insisting on using DSG dual-clutch transmissions? This has to tell a story: the hearts of those who are not of my race must be different.
As we all know, the automobile is an industry with a very long industrial chain, and it is impossible for any brand to produce all the spare parts of a car, and the general use of global procurement.
Since procurement is required, especially the core components of the transmission, the production capacity of an oem factory is deeply bound to the supply of this supporting parts factory.
If this supporting parts factory is the main engine factory holdings, it is better to say that it must be a priority supply of its own brand, such as the relationship between Toyota and Aisin Seiki, which is destined to be supplied to Toyota Motor on a priority basis.
But on the other hand, Volkswagen does not have a supporting parts supplier that it controls, which leads to a consequence: others want to give you as much capacity as they want, and the production rhythm is completely out of their control.
Specific to the gearbox, the 6-speed transmission used by Volkswagen before has always relied on the TF-60SN transmission provided by the Japanese Aisin AW Company, if the Aisin transmission is limited, then the public can only eat yellow lian, there is pain can not be said.
This is naturally unacceptable for an ambitious brand, so Volkswagen decided to start another stove and have it later
We are familiar with the DSG dual-clutch transmission.
Second, what versions of Volkswagen DSG are mounted on and which models are mounted
In 2003, the Volkswagen brand officially unveiled the first generation of DSG dual-clutch transmissions, code-named DQ250, and was the first to be installed on the fourth-generation Golf R32 and Audi TT V6 models.
In 2007, Volkswagen introduced the DQ200 "dry" dual-clutch 7-speed DSG transmission, developed specifically for small-displacement models. In 2009, based on the foundation of the DQ250, Volkswagen introduced the DQ500 dual-clutch transmission, which was specially built for high-end models.
With the continuous advancement of technology, Volkswagen officially launched the DQ380 transmission developed for the MQB platform in 2014 on the basis of the DQ500. Three years later, in order to reduce emissions, Volkswagen once again launched a new generation of high-efficiency DQ381 gearbox based on the DQ380, which reduces the CO2 emissions of the DQ381 by 9g/km compared to the DQ380.
To date, Volkswagen's dual-clutch transmissions have been available in as many as nine versions, namely the DQ200, DQ250, DQ380, DQ381, DQ500, DL501, DL382 and DL800, which cover both horizontal and vertical platforms and the DQ400e designed for new energy models.
Where the code name is DL, the beginning of the DQ is horizontal, and the data behind represents the different maximum withstand torque, the larger the number, the higher the torque that can be tolerated, the specific data is as follows:
The DSG transmission models currently on sale in China are listed below:
DQ200:
Volkswagen brands: Sagittarius 1.2T, Sagittarius 1.4T, Langyi 1.4T, Bora 1.4T, Bora 1.2T, Maiteng 1.4T, Passat 1.4T, Tuyue 1.4T, Tukai 1.4T, Tukai 1.4T, Tu safety system, Golf 1.2T, Golf 1.4T, T-ROC Tanger (two-wheel drive), Explore 1.4T, Explore 1.2T, Golf Jia Travel.
Skoda brand: Octavia PRO 1.4T, Supai 1.4T, Kolok
Audi brand: A3 series, Audi Q2L
DQ250: None
DQ380: None
DQ381:
Volkswagen brands: Magotan 2.0T, Passat 2.0T, Tiguan L (low power version), Tuyue 2.0T, Tiguan X, Golf 2.0T, Volkswagen CC, Tanyue 1.4T, Tanyue 2.0T (low power version), T-ROC Tango 4WD version, Tango X, Weilan
Speed 2.0T, Lingdu.
Skoda brand: Kodiak (2.0T low power version), Kodiak GT (2.0T low power version).
Audi brand: Audi Q3 1.4T Audi Q3 Sportback version 1.4T
DQ500：
Mass brands: Tiguan L (high-power version), Tuon full series, Weiran, Tuon X full series, Lanjing, Tanyue 2.0T (high power version), Matway, Kailuwei.
Skoda brand: Kodiak (2.0T high power version), Kodiak GT (2.0T high power version)
Audi brand: Audi Q3 2.0T, Audi Q3 Sportback 2.0T.
DQ400e：
Volkswagen brands: Passat New Energy, Tiguan L New Energy, Magotan GTE Plug-in Hybrid, Tanyue GTE Plug-in Hybrid
Audi brand: Audi A6L new energy
DL382:
Volkswagen brand: Hui Ang
Audi brand: A7L, A6L (3.0T version is DL382+, can be understood as an enhanced version), A4L, Q5L, Audi Q5L Sportback, Audi A5, Audi A7, Audi A6, Audi A4.
DL501: None
DL800: Audi R8, Lamborghini Huracan.
Three, three main transmissions
Here we focus on three important versions, namely the DQ200 on the entry-level model, the DQ380/381 with the 2.0T high-power MQB platform model, and the DL382 version for Audi.
First of all, the Volkswagen entry model equipped with the DQ200 transmission, this transmission is currently produced by Volkswagen Automatic Transmission Dalian Co., Ltd., structurally or by the dual clutch module, gearbox, electromechanical control module, its advantages are fast shift speed, simple structure, high transmission efficiency, good fuel economy; of course, the disadvantages are also obvious, there is no transmission oil cooling, dry clutch is easy to overheat, clutch piece sintering, jitter, abnormal sound and other problems followed, This eventually leads to damage (the difference between dry dual-clutch and wet dual-clutch is described in more detail below).
From the feedback of the market, this transmission in the early stage can be described as a lot of criticism, gear shift setbacks, abnormal noise, loss of power and other frequent failures, bringing consumers a very bad experience of use, and even once on the 315 evening, but in recent years with the dual clutch transmission control technology and production process continues to improve, now the market side of the DQ200 transmission fault complaints show a downward trend year by year.
Speaking of the current DQ381 version mainly used in the MQB platform, as mentioned above, this transmission is based on the DQ380 improvement, specifically, Volkswagen further optimized its bearing structure, while using low-friction transmission oil, reducing power loss; the clutch plate of the internal clutch has been lightweight processed, the overall structure has been reduced, and the heat dissipation efficiency has also been improved.
In addition, the DQ381 also introduces a new electronic oil pump, which works in conjunction with the mechanical oil pump to improve the oil pressure hysteresis during engine start-stop (the transmission oil pump needs to be driven by the engine, here refer to the ZF 8AT's HIS hydraulic accumulator and the GM 9AT's start-stop hydraulic energy accumulator, the result is the same) and reduce the load on the engine.
Not only that, the DQ381 gearbox has added an oil storage tank design inside, and after the vehicle runs, an appropriate amount of transmission fluid will be pumped into the oil storage tank to reduce the oil level height of the gearbox and reduce the resistance.
Finally, let's talk about the DL382 transmission, which is mainly used in Audi models, which is not a new development, it is based on the DL501.
This transmission has the following innovations: 1, the use of a new large diameter equal diameter parallel structure of the clutch mechanism; 2, the addition of a centrifugal pendulum provided by Luk with a dual mass flywheel, can effectively suppress the engine at low speed generated noise and vibration.
Of course, the DL382 is just a series, and further subdivided, there are also DL382-7A, DL382-7Q and DL382-7F, the difference between the three is: DL382-7F is suitable for front-wheel drive models, DL382-7A is suitable for four-wheel drive models with independent transfer case/center differential or independent four-wheel drive coupling, and DL382-7Q is suitable for four-wheel drive with integrated transfer case/center differential.
Compared with the most widely used DQ381, what is the difference between the two transmissions? The biggest difference is naturally the installation method is different, the Volkswagen DQ381 uses horizontal mounting, while the Audi DL382 uses vertical mounting.
Correspondingly, because the volume of the vertical is larger than the horizontal straight, its layout is easier, it is easier to dissipate heat, and its withstand torque can also be made larger (for example, the DL382 matching the Audi A6L 3.0T version has a maximum bearing torque of 500N · M）。
Fourth, Volkswagen DSG dual-clutch transmission detailed explanation
4.1: The difference between the dry and wet versions of volkswagen DSGs
The main difference between dry dual clutch transmission and wet dual clutch transmission is that the structure of the double clutch is different, and the shift actuator and the gear transmission structure principle are the same.
The dry dual clutch consists of two diaphragm clutch plates of similar size mounted on top of each other. The two clutch plates located on both sides are connected to the 1st, 3rd, 5th, 7th and 2nd, 4th, and 6th gears and reverse gears respectively, and the middle disc moves between them, "combining" or "separating" from the 2 clutch plates respectively, and switching gears by switching.
The wet double clutch adopts a large and a small 2 groups of multi-plate clutches installed together coaxially, because the two multi-plate clutch assemblies are always immersed in the oil, so it is called a wet double clutch.
It can be seen that the clutch engagement and separation of the dry double clutch transmission is mainly completed by the hydraulic ejector rod pushing the control arm, while the wet dual clutch is achieved by hydraulic oil
Their advantages and disadvantages can be determined with the structure, the dry double clutch structure is simpler, so the transfer efficiency is higher and the gear change speed is faster, but because it can only take the way of thermal radiation to dissipate heat, the transmission is prone to overheating. In addition, the dry dual clutch can withstand a lower maximum torque than the wet dual clutch.
Wet double clutch is because the clutch plate is soaked in a closed oil environment, so it has more advantages in heat dissipation, but when the clutch plate is working normally, there will be a part of the power loss in overcoming the blockage of the cooling fluid, just like: one is running on the road, one is running in the water, the latter also needs to overcome the resistance of the water, relatively more tired.
Moreover, because of the presence of cooling oil, the separation of the clutch is not complete, and the relative slip between the active and driven plates is generated, causing friction losses, which have led to the wet dual clutch system being inferior to the dry type in terms of transmission efficiency.
4.2, the working principle of DSG transmission
Taking the DQ200 7-speed dry dual clutch as an example, the following figure is a schematic diagram of the structure of the DQ200.
Clutch K1 is responsible for 1, 3, 5, 7 odd gears; clutch K2 is responsible for 2, 4, 6 even gears and reverse gears, when the clutch K1 is combined, the drive shaft 1 and 1 gear, 3 gears, 5 gears, 7 gears active shaft into one, at this time the engine rotation through the drive shaft 1, so that the 1st gear, 3rd gear, 5th gear, 7th gear connected with it actively rotate.
The rotation of each gear of the drive shaft 1 will drive the rotation of the corresponding gear of the output shaft 1 (but it is idle), when the system detects that it is necessary to change into a certain gear, the electronic control hydraulic drive the joint sleeve on the output shaft, and the gear of the idle rotation is connected with the output shaft, and the corresponding gear can be output.
When the clutch K2 is combined, the specific working logic is basically the same as K1, and we will not elaborate on it.
It is worth noting that the DQ200 gearbox is the method of pre-meshing with the next gear gear, that is, if the 1st gear is working, the 2nd gear is connected to the second input shaft in advance (which is why the double-clutch transmission shifts fast), but at this time, the K2 clutch and the second input shaft are in a separate state, so only the first input shaft outputs power.
4.3, DSG transmission gearbox structural characteristics
In order to cooperate with the above process, the input axis 1 and input axis 2 of the Volkswagen DQ200 transmission are designed as coaxial design, with drive shaft 1 being solid (and longer), drive shaft 2 being hollow (and shorter), and input shaft 1 passing through the interior of input shaft 2.
Drive shaft 1 and clutch K1 are connected by meshing teeth to transmit the engine input torque to the 1st, 3rd, 5th, and 7th gear active gears, in order to obtain the speed of the drive shaft 1, a sensor wheel for detecting the speed of the input shaft is installed on this shaft, and the structure of the drive shaft 2 is the same.
On output shaft 1, there are 2, 4, 3, 1 gear gears and synchronizers between each gear. Ultimately, to deliver power, you need a combination of synchronizer and gear, exactly like a manual transmission. Output axis 2 and output shaft 3 are basically similar to this, and we will not go into details.
V. What is the current reputation of Volkswagen DSG?
As the first car company to bring a dual-clutch automatic transmission from the racing field to the civilian car field, Volkswagen's DSG dual-clutch transmission has not been smooth sailing in China, and even once appeared on the 315 evening party in 2013 because of transmission problems.
It can be said that Volkswagen has made Chinese consumers aware of double clutch, and it is also Volkswagen that makes Chinese consumers hate double clutch.
Even if the technology has developed to today, the reputation of Volkswagen's double clutch is not good, we inquired about the complaint records of a three-party website, and found that it is very common for Volkswagen owners to complain because of transmission problems.
As for why it is also very easy to understand, as we mentioned earlier, the essence of the Volkswagen dual-clutch transmission is actually a three-axle manual transmission, and the old driver who has driven the manual gear knows that the usual driving needs to reduce the clutch semi-linkage as much as possible, because the long-term semi-linkage will greatly aggravate the wear and even burn out of the clutch piece.
Since the dual clutch is also through the clutch for power transmission, naturally also afraid of semi-linkage, but the current situation of traffic congestion in China's cities determines that most of the road sections need to be constantly switched between low-speed gears, the clutch is constantly combined and disconnected, the temperature continues to rise, and the final result is the system alarm, the clutch does not work at all, and the vehicle loses power.
On the other hand, the day-to-day semi-linkage will greatly aggravate the wear of the clutch plate, slowly pressing the tablet, the surface of the friction plate will appear hard points and other unevenness, and each time the clutch compression plate and the friction plate are combined, it will produce jitter. In turn, it causes problems such as gear shifting setbacks, accelerated jitter, and so on.
Sixth, what are the current double clutches
At present, the common dual-clutch on the market are the Volkswagen DSG dual-clutch transmission, the Ford POWERSHIFT dual-clutch transmission, the Porsche PDK dual-clutch transmission, the Mitsubishi TC-SST dual-clutch transmission, and the mainstream suppliers are BorgWarner, Getrag, and Luk.
Many of our independent brands choose to cooperate with suppliers, such as Geely and Chery using dual-clutch transmissions developed in cooperation with Getrag; FAW is cooperating with BorgWarner; the double-clutch of the Great Wall is the strength of the family, and many core components are provided by well-known suppliers; GAC's dual-clutch comes from FCA Group
But there are exceptions, such as BYD's dual-clutch transmission is independently developed, but from the owner's feedback, BYD's dual-clutch is not doing a good job.
Write at the end:
With the DSG transmission, Volkswagen can be described as a blockbuster, and it has entered the ranks of the head enterprise in one fell swoop, but it is also because of DSG that Volkswagen has been on the cusp of the storm many times. But in general, a new technology from the birth to maturity, behind always inseparable from the lesson, as the first to bring the double clutch from the racing field into the civilian market, the double clutch to Volkswagen has brought benefits and disadvantages, as to whether it is a big advantage or a disadvantage, in fact, it is not so important, because at the advent of the electric age, one thing seems to be certain, the wheel is always rolling forward, all of which will eventually become history.