CVT, dual-clutch, AT and the earliest AMT, and have driven them for a long time. Starting from different technical structures, there is no absolute advantage or disadvantage among these gearboxes .
But judging from the current product classification, gearboxes are abruptly divided into three, six, and nine grades.
For example, CVT mainly serves family cars that focus on comfort. The engine horsepower and torque cannot be large, so CVT gearboxes are often classified as gearboxes for entry-level vehicles.
AMT gearbox has been eliminated by the times because of its need for basic operation and its own instability.
dual-clutch and AT gearboxes are the two most hyped types of gearboxes at present. Their advantages and disadvantages are very obvious. At the same time, strictly speaking, there is no absolute quality between AT gearbox and dual-clutch gearbox .
In principle, the ceiling of dual-clutch transmission is higher, the limit is stronger, and the AT gearbox is more balanced.
From my own experience, dual-clutch performance in high-end cars is better than that of AT gearboxes. Of course, I am talking about companies that are willing to work hard on dual-clutch gearboxes.
For example, Audi , the gearbox used in the A5 and A6 is very powerful. Judging from the
experience, the gearbox shifts very smoothly, and the characteristics of dual-clutch are destined to shift faster, far exceeding the AT gearbox. In terms of structure and materials, I have never heard of Audi. High-end DL series gearboxes have experienced widespread quality problems.
Features such as fast shifting speed, low fuel consumption, more direct power transmission, and silky smoothness are destined to be the ceiling level in terms of experience, as long as it is not a 3.0T engine. The AT gearboxes of
Aisin and ZF are currently exclusive to high-end cars, and their biggest feature is stability.
But everything should not just be about stability, but also from a comprehensive experience point of view. The smoothness of the AT gearbox depends on the strength of the company itself. Some companies can make AT the same as CVT, but some companies are not. Very embarrassing.
Of course, due to the large size of the AT gearbox itself, it is difficult for you to accurately select an excellent gearbox. For example, ZF’s gearbox, the experience of 9AT is not as good as 8AT, and Aisin’s 8AT is also worse in smoothness than 6AT. A little more. There is another problem with
AT, which is that the traditional structure leads to higher fuel consumption, and it also brings difficulty in matching for enterprises.
In principle, at this core node of carbon-neutral transformation, technologies that can deliver low fuel consumption and low emissions should be pushed into the mainstream. Judging from the dual-clutch I have experienced so far, most dual-clutch gearboxes are very reliable. It is powerful, has fast shifting speed, strong reliability and high transmission efficiency. It can dominate the market with its characteristics that overwhelm AT gearboxes.
In fact, I used to be a solid supporter of AT gearboxes. The AT gearbox of Lexus ES had a very extreme experience, but not all gearboxes are the same as the 6AT of Toyota . Most companies are It's a poorly matched AT gearbox.
is converted to Audi dual-clutch, and you can really feel the characteristics of smoothness, quick shifting and low fuel consumption.
Now it is really difficult for me to switch from dual-clutch to AT gearbox. After all, there are fewer and fewer companies that can make AT gearboxes well, especially today when new energy is developing so rapidly.
