學(xué)過(guò)手動(dòng)擋汽車(chē)的應(yīng)該都知道，技術(shù)不熟練通常無(wú)法做到手腳配合，就會(huì)產(chǎn)生我們常說(shuō)的頓挫感。我們對(duì)變速箱“慢”的容忍度是高于“頓挫”的，也就是寧可換擋慢一點(diǎn)也不要有沖擊感，而高性能車(chē)則反過(guò)來(lái)，換擋效率是首位的。今天我們先來(lái)探討一下頓挫是怎么來(lái)的，然后就可以更好地理解，它是如何解決的。自動(dòng)變速箱換擋頓挫怎么消除

　　Those who have studied manual transmission cars should know that lack of proficiency in technology often results in a lack of coordination between hands and feet, leading to what we often refer to as jerkiness. Our tolerance for "slow" transmission is higher than "jerky", which means we would rather shift slowly than have a sense of impact, while high-performance cars, on the other hand, prioritize shifting efficiency. Today, let's first explore how jolts come about, so that we can better understand how they are resolved. How to eliminate gear shifting jerks in automatic transmissions

　　變速箱的作用顧名思義，就是通過(guò)改變發(fā)動(dòng)機(jī)和車(chē)輪之間的轉(zhuǎn)速比，令發(fā)動(dòng)機(jī)相對(duì)不那么寬廣的動(dòng)力帶，可以適應(yīng)我們駕駛時(shí)對(duì)動(dòng)力非常復(fù)雜的、多變的需求。所以在更換變速箱擋位的時(shí)候，意味著同樣的車(chē)輪轉(zhuǎn)速，發(fā)動(dòng)機(jī)的轉(zhuǎn)速要發(fā)生變化，從一個(gè)擋位的某個(gè)轉(zhuǎn)速，過(guò)渡到下一個(gè)擋位的另一個(gè)轉(zhuǎn)速。例如1擋傳動(dòng)比3.2，2擋傳動(dòng)比2.0，那么1檔@3200rpm升2擋，發(fā)動(dòng)機(jī)轉(zhuǎn)速就會(huì)變成2000rpm，降低了1200rpm。

　　The function of a gearbox, as the name suggests, is to change the speed ratio between the engine and the wheels, so that the engine has a relatively wider power band, which can adapt to our complex and variable power needs while driving. So when changing the transmission gear, it means that the engine speed will change at the same wheel speed, transitioning from a certain speed in one gear to another speed in the next gear. For example, if the first gear ratio is 3.2 and the second gear ratio is 2.0, then shifting from first gear @ 3200rpm to second gear will increase the engine speed to 2000rpm, reducing it by 1200rpm.

　　那么這個(gè)發(fā)動(dòng)機(jī)轉(zhuǎn)速或被拉高或被拖低的過(guò)程，如果處理不好，讓發(fā)動(dòng)機(jī)轉(zhuǎn)速在換擋時(shí)發(fā)生突然變化，發(fā)動(dòng)機(jī)內(nèi)部運(yùn)動(dòng)部件的慣性，就會(huì)反作用于車(chē)體，一小部分將震動(dòng)直接從發(fā)動(dòng)機(jī)懸置傳遞到車(chē)身，其余則從飛輪傳遞到變速箱，再到傳動(dòng)軸，最后車(chē)輪，車(chē)速突變，從而產(chǎn)生沖擊感。擋位越低，發(fā)動(dòng)機(jī)扭矩放大比例越高，頓挫越明顯，所以頓挫感一般發(fā)生在1-2或2-3的過(guò)程里，例如奔馳（包括英菲尼迪）的1.8T和2.0T配7G-Tronic，1-2擋就會(huì)有明顯頓挫；擋位之間齒比越疏，換擋轉(zhuǎn)速差就越大，頓挫越明顯，所以越多擋位的變速箱，擋位之間傳動(dòng)比越密，理論上越平順。1如何消除頓挫感

　　If the process of raising or lowering the engine speed is not handled properly, causing a sudden change in engine speed during gear shifting, the inertia of the internal moving parts of the engine will react on the vehicle body. A small part of the vibration will be directly transmitted from the engine suspension to the vehicle body, while the rest will be transmitted from the flywheel to the gearbox, then to the transmission shaft, and finally to the wheels, resulting in a sudden change in vehicle speed and creating a sense of impact. The lower the gear, the higher the torque amplification ratio of the engine, and the more obvious the jerking, so the jerking feeling generally occurs during the 1-2 or 2-3 process. For example, Mercedes Benz (including Infiniti) 1.8T and 2.0T with 7G Tronic will have obvious jerking in 1-2 gears; The sparser the gear ratio between gears, the greater the difference in shifting speed, and the more pronounced the jerking, so a gearbox with more gears has a denser transmission ratio between gears, theoretically smoother. How to eliminate jerkiness

　　我們先從結(jié)構(gòu)最簡(jiǎn)單的手動(dòng)變速箱說(shuō)起。不是說(shuō)手動(dòng)變速箱有同步器的嗎？其實(shí)同步器的作用只是幫助進(jìn)行變速箱內(nèi)部的轉(zhuǎn)速同步，讓駕駛者可以順利換擋，但最終變速箱和發(fā)動(dòng)機(jī)同步，還是要交給離合器。所以換擋之后離合器接合的瞬間，離合器輸入（發(fā)動(dòng)機(jī)轉(zhuǎn)速）與輸出（由車(chē)速?zèng)Q定的變速箱轉(zhuǎn)速）轉(zhuǎn)速不同步，就是頓挫產(chǎn)生的“根源”。首先，換擋時(shí)發(fā)動(dòng)機(jī)和變速箱有轉(zhuǎn)速差；第二，再加上“離合器”接合控制不夠精細(xì)。湊齊這兩點(diǎn)，想平順都難。最理想的消除頓挫的方法，就是讓每一次換擋時(shí)離合器輸入輸出端轉(zhuǎn)速完全相同。這并非不可能，有經(jīng)驗(yàn)的駕駛者通過(guò)一段時(shí)間的摸索，知道這款車(chē)各擋位轉(zhuǎn)速大致轉(zhuǎn)速差、發(fā)動(dòng)機(jī)掉轉(zhuǎn)速的速度（和發(fā)動(dòng)機(jī)設(shè)計(jì)有關(guān)系，一般規(guī)律是高性能高轉(zhuǎn)速發(fā)動(dòng)機(jī)相對(duì)快一些，排氣阻力高的發(fā)動(dòng)機(jī)相對(duì)低一些），由發(fā)動(dòng)機(jī)轉(zhuǎn)速掉落的速度決定換擋的節(jié)奏，就有辦法找到順暢換擋的“節(jié)奏”，——松開(kāi)油門(mén)踩下離合，切換擋位的同時(shí)發(fā)動(dòng)機(jī)轉(zhuǎn)速開(kāi)始下跌，下跌到下一個(gè)擋位對(duì)應(yīng)轉(zhuǎn)速，接合離合器。

　　Let's start with the simplest structure of a manual gearbox. Isn't it said that manual transmissions have synchronizers? In fact, the function of the synchronizer is only to help synchronize the internal speed of the gearbox, allowing the driver to shift gears smoothly, but ultimately the synchronization between the gearbox and the engine still needs to be handed over to the clutch. So at the moment when the clutch engages after shifting, the asynchronous speed between the clutch input (engine speed) and output (transmission speed determined by the vehicle speed) is the "root cause" of jerking. Firstly, there is a speed difference between the engine and gearbox during gear shifting; Secondly, in addition, the engagement control of the "clutch" is not precise enough. Completing these two points makes it difficult to achieve smoothness. The most ideal way to eliminate jerking is to ensure that the input and output speeds of the clutch are exactly the same during each gear shift. This is not impossible. Experienced drivers, through a period of exploration, know the approximate speed difference between each gear of this car, the speed at which the engine drops (which is related to the engine design. The general rule is that high-performance high-speed engines are relatively faster, and engines with higher exhaust resistance are relatively lower). The rhythm of gear shifting is determined by the speed at which the engine drops. There is a way to find a smooth "rhythm" for gear shifting - releasing the accelerator and stepping on the clutch, switching gears while the engine speed begins to drop, falling to the next gear corresponding to the speed, and engaging the clutch.

　　當(dāng)然并非每一次換擋的轉(zhuǎn)速掌握都這么精準(zhǔn)，那老司機(jī)的做法是離合先松70%，讓離合器半聯(lián)動(dòng)，相對(duì)輕柔地讓發(fā)動(dòng)機(jī)和變速箱的轉(zhuǎn)速進(jìn)行同步，也能減少頓挫，甚至達(dá)到車(chē)內(nèi)的人感受不到的程度。

　　Of course, not every gear shift has such precise control of the speed. The old driver's approach is to first release the clutch by 70%, allowing the clutch to semi engage and relatively gently synchronize the engine and transmission speeds, which can also reduce jerking and even reach a level that people inside the car cannot feel.

　　換擋平順以上兩種方法，要么“等”要么“磨”，換擋平順性是可以保證了，但可想而知換擋速度都不可能很快。當(dāng)我們?cè)谂鼙荣惖臅r(shí)候就需要快的換擋，這時(shí)候我們松踩離合的動(dòng)作很粗暴，接近于踹，擋桿也幾乎是砸進(jìn)下一個(gè)擋位的，盡可能減少動(dòng)力中斷時(shí)長(zhǎng)才是首要的，平順性什么的也就排在后面了。當(dāng)然就算是賽車(chē)，換擋平順點(diǎn)終歸是好事，平順意味著離合器輸入輸出轉(zhuǎn)速差小，這樣離合器打滑引起的損耗就少一些，可以延長(zhǎng)離合器的使用壽命。

　　The above two methods for smooth shifting are either "waiting" or "grinding". The smoothness of shifting can be guaranteed, but it can be imagined that the shifting speed cannot be very fast. When we are running a race, we need to shift gears quickly. At this time, the action of releasing and stepping on the clutch is very rough, almost like kicking, and the gear lever is almost pushed into the next gear. Minimizing the duration of power interruption as much as possible is the top priority, and smoothness and other aspects are ranked behind. Of course, even for racing cars, a smoother gear shift is always a good thing. Smoothness means a smaller difference in the input and output speed of the clutch, which reduces the losses caused by clutch slippage and extends the service life of the clutch.

　　好的用機(jī)械結(jié)構(gòu)最簡(jiǎn)單的手動(dòng)變速箱解釋完了頓挫是怎么形成怎么避免之后，我們來(lái)聊聊更常見(jiàn)的自動(dòng)變速器吧。這里的自動(dòng)變速器是廣義的，包括了所有“非手動(dòng)操作的變速器”，傳統(tǒng)AT、雙離合、AMT統(tǒng)統(tǒng)算在內(nèi)。

　　After explaining how jerking is formed and how to avoid it using the simplest mechanical structure of a manual transmission, let's talk about more common automatic transmissions. The automatic transmission here is broad and includes all 'non manual operated transmissions', including traditional AT, dual clutch, and AMT.

　　對(duì)于自動(dòng)變速箱而言，頓挫產(chǎn)生的機(jī)理是一樣的：產(chǎn)生轉(zhuǎn)速落差并且擋位切換之后同步過(guò)程不精細(xì)。那么我們先討論和手動(dòng)變速箱結(jié)構(gòu)最近似的雙離合變速箱來(lái)說(shuō)明。（AMT變速箱本質(zhì)上就是手動(dòng)變速箱，在此先略過(guò)）先舉一個(gè)正面例子，為什么有的變速箱就能做得平順而且換擋速度比較快。這時(shí)候要請(qǐng)大眾DSG變速箱出場(chǎng)了。事實(shí)上雙離合變速箱也并非神速且平順換擋的代名詞，正如我之前提到的，換擋必須要消化轉(zhuǎn)速差才能夠平順，這是一個(gè)物理定律，與變速箱采用何種換擋構(gòu)造沒(méi)有關(guān)系。2部分車(chē)型案例分析

　　For automatic transmissions, the mechanism of jerking is the same: a speed drop is generated and the synchronization process after gear shifting is not precise. So let's first discuss the dual clutch gearbox that is most similar in structure to a manual gearbox to illustrate. (AMT gearbox is essentially a manual gearbox, which will be skipped here) Let me give you a positive example of why some gearboxes can be made smooth and shift faster. At this point, we need to invite the Volkswagen DSG gearbox to appear. In fact, dual clutch transmission is not synonymous with fast and smooth shifting. As I mentioned before, shifting must digest the speed difference in order to be smooth. This is a physical law and has nothing to do with the shifting structure used in the transmission. Case analysis of two vehicle models

　　那么為什么大眾系列的雙離合變速箱換擋能又快又順呢？這源自大眾的一個(gè)可以控制松開(kāi)油門(mén)后發(fā)動(dòng)機(jī)停留在某一個(gè)轉(zhuǎn)速的專(zhuān)利技術(shù)。試想想，變速箱TCU（變速箱控制單元）準(zhǔn)備升擋時(shí)，向ECU發(fā)出關(guān)閉節(jié)氣門(mén)的信號(hào)，這時(shí)候大眾可以將發(fā)動(dòng)機(jī)轉(zhuǎn)速快速定格在下一個(gè)擋位對(duì)應(yīng)的轉(zhuǎn)速，那么在雙離合的兩組離合器完成切換的過(guò)程里，用來(lái)同步轉(zhuǎn)速的半聯(lián)動(dòng)過(guò)程就可以節(jié)省掉或者說(shuō)大幅度縮減，因而可以更快速地把離合器完全接合。

　　So why can Volkswagen's dual clutch transmission shift quickly and smoothly? This originates from a patented technology of Volkswagen that can control the engine to stay at a certain speed after releasing the throttle. Think about it, when the transmission control unit (TCU) is preparing to upshift, it sends a signal to the ECU to close the throttle valve. At this time, Volkswagen can quickly set the engine speed at the speed corresponding to the next gear. Therefore, during the process of switching between the two sets of dual clutch clutches, the semi linkage process used to synchronize the speed can be saved or greatly reduced, and the clutch can be fully engaged more quickly.

　　事實(shí)上雙離合變速箱換擋速度不能更快，瓶頸并不在離合器切換的速度（很多廠(chǎng)家會(huì)把離合器切換速度當(dāng)成換擋速度），而在于半聯(lián)動(dòng)所要耗費(fèi)的時(shí)間（切換離合器并完成半聯(lián)動(dòng)，才能恢復(fù)動(dòng)力，所以一個(gè)完整的換擋過(guò)程必須包含半聯(lián)動(dòng)時(shí)間）。因?yàn)椴皇敲恳患覐S(chǎng)商都可以精準(zhǔn)地控制好發(fā)動(dòng)機(jī)轉(zhuǎn)速和變速箱的同步問(wèn)題，也就是我們常說(shuō)的，發(fā)動(dòng)機(jī)和變速箱匹配做得不精細(xì)。既然還需要離合器去慢慢把轉(zhuǎn)速同步好（有的雙離合變速箱轉(zhuǎn)速同步也沒(méi)有做好，導(dǎo)致1-2擋頓挫），那么換擋速度就沒(méi)辦法縮短了。

　　In fact, the shifting speed of a dual clutch transmission cannot be faster. The bottleneck is not the speed of clutch switching (many manufacturers consider clutch switching speed as shifting speed), but the time required for semi linkage (switching the clutch and completing semi linkage is necessary to restore power, so a complete shifting process must include semi linkage time). Because not every manufacturer can accurately control the synchronization of engine speed and gearbox, which is commonly referred to as the lack of precision in matching the engine and gearbox. Since the clutch is still needed to slowly synchronize the speed (some dual clutch transmissions have not synchronized the speed properly, resulting in 1-2 gear jerks), the shifting speed cannot be shortened.

　　本田就找到了另一套解決方案，它在傳統(tǒng)雙離合變速箱的基礎(chǔ)上增加了一副液力變矩器。其實(shí)更準(zhǔn)確的描述是，本田保留了AT的液力變矩器，而將后面的齒輪組換成三軸8速設(shè)計(jì)，然后在兩根輸出軸的末端（也就是在遠(yuǎn)離發(fā)動(dòng)機(jī)的那一側(cè)），各增加了一對(duì)濕式雙離合機(jī)構(gòu)。形象點(diǎn)說(shuō)，如果說(shuō)傳統(tǒng)雙離合變速箱的雙離合在頭部的話(huà)，那么本田DCT的離合器就是在屁股。濕式雙離合有了變速箱油的過(guò)渡，再加上液力變矩器本身就可以消化沖擊，這讓本田DCT可以在用業(yè)界一流的速度換擋的同時(shí)，達(dá)到頂級(jí)AT變速箱的平順性。

　　Honda has found another solution by adding a hydraulic torque converter to the traditional dual clutch transmission. A more accurate description is that Honda retained the hydraulic torque converter of the AT and replaced the rear gear set with a three-axis 8-speed design, and then added a pair of wet dual clutch mechanisms at the ends of the two output shafts (on the side away from the engine). Visually speaking, if the dual clutch of a traditional dual clutch transmission is located at the head, then the clutch of the Honda DCT is located at the rear. The wet dual clutch transmission has a transition to gearbox oil, coupled with the hydraulic torque converter itself being able to absorb shocks, allowing the Honda DCT to achieve the smoothness of a top-level AT gearbox while shifting at industry-leading speeds.

　　說(shuō)到平順性，傳統(tǒng)AT變速箱普遍做得比較好，就是有賴(lài)于液力變矩器這個(gè)柔性傳動(dòng)元件。所謂柔性，是相對(duì)于剛性的，離合器傳動(dòng)就是剛性傳動(dòng)。舉個(gè)例子，我要讓漂在水上的球動(dòng)起來(lái)，我可以直接推球，這是剛性傳動(dòng)；要不我也可以攪水，讓船順著水流漂，這就是柔性傳動(dòng)。柔性傳動(dòng)效率低于剛性（因?yàn)槿嵝砸茸屗畡?dòng)起來(lái)），但可以更好地吸收我手部的不規(guī)則運(yùn)動(dòng)（震動(dòng)、力的突變）。所以AT變速箱通常很容易做得平順，靠的就是液力變矩器。至于投訴變速箱換擋不聰明，那是控制策略的問(wèn)題了。但液力變矩器也不是無(wú)所不能的，現(xiàn)在AT變速箱的一個(gè)很顯著趨勢(shì)是提升傳動(dòng)效率，當(dāng)柔性傳動(dòng)要提高傳動(dòng)效率時(shí)，它吸收沖擊的能力就會(huì)相應(yīng)削弱，就會(huì)更容易產(chǎn)生頓挫。這時(shí)候，就要考驗(yàn)廠(chǎng)商在發(fā)動(dòng)機(jī)和變速箱匹配、以及換擋動(dòng)作做得足夠柔順的功力了。而使用時(shí)間較長(zhǎng)的自動(dòng)變速箱，或者工作條件惡劣（例如頻繁地板油起步、頻繁強(qiáng)制降N擋等）其變速機(jī)構(gòu)內(nèi)部的制動(dòng)片、離合片磨損，以及變速箱油老化，都會(huì)讓換擋過(guò)程更粗暴，平順性變差。

　　When it comes to smoothness, traditional AT transmissions generally perform better thanks to the flexible transmission component of the hydraulic torque converter. The so-called flexibility is relative to rigidity, and clutch transmission is rigid transmission. For example, if I want to make a ball floating on water move, I can directly push the ball, which is a rigid transmission; Alternatively, I can also stir the water and make the boat float along the current, which is called flexible transmission. The efficiency of flexible transmission is lower than that of rigidity (because flexibility requires water to move first), but it can better absorb the irregular movements of my hands (vibrations, sudden changes in force). So AT transmissions are usually easy to make smooth, relying on hydraulic torque converters. As for the complaint about the gearbox shifting not being smart, it's a problem with the control strategy. But hydraulic torque converters are not omnipotent either. A significant trend in AT transmissions now is to improve transmission efficiency. When flexible transmission wants to improve transmission efficiency, its ability to absorb impact will be correspondingly weakened, making it more prone to jerking. At this point, it is necessary to test the manufacturer's ability to match the engine and gearbox, as well as perform sufficiently smooth shifting actions. However, automatic transmissions that have been in use for a long time or have harsh working conditions (such as frequent floor oil starting, frequent forced downshifts to N gear, etc.) will experience wear on the brake pads and clutch pads inside the transmission mechanism, as well as aging of the transmission oil, which will make the shifting process rougher and the smoothness worse.

　　雖然自動(dòng)變速箱有較為精準(zhǔn)的控制，但也無(wú)法完全消除頓挫。這時(shí)候就要考驗(yàn)廠(chǎng)商在發(fā)動(dòng)機(jī)和變速箱匹配。

　　Although automatic transmissions have precise control, they cannot completely eliminate jolts. At this point, it is necessary to test the manufacturer's ability to match the engine and gearbox.

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