学过手动挡汽车的应该都知道，技术不熟练通常无法做到手脚配合，就会产生我们常说的顿挫感。我们对变速箱“慢”的容忍度是高于“顿挫”的，也就是宁可换挡慢一点也不要有冲击感，而高性能车则反过来，换挡效率是首位的。今天我们先来探讨一下顿挫是怎么来的，然后就可以更好地理解，它是如何解决的。自动变速箱换挡顿挫怎么消除

　　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

　　变速箱的作用顾名思义，就是通过改变发动机和车轮之间的转速比，令发动机相对不那么宽广的动力带，可以适应我们驾驶时对动力非常复杂的、多变的需求。所以在更换变速箱挡位的时候，意味着同样的车轮转速，发动机的转速要发生变化，从一个挡位的某个转速，过渡到下一个挡位的另一个转速。例如1挡传动比3.2，2挡传动比2.0，那么1档@3200rpm升2挡，发动机转速就会变成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.

　　那么这个发动机转速或被拉高或被拖低的过程，如果处理不好，让发动机转速在换挡时发生突然变化，发动机内部运动部件的惯性，就会反作用于车体，一小部分将震动直接从发动机悬置传递到车身，其余则从飞轮传递到变速箱，再到传动轴，最后车轮，车速突变，从而产生冲击感。挡位越低，发动机扭矩放大比例越高，顿挫越明显，所以顿挫感一般发生在1-2或2-3的过程里，例如奔驰（包括英菲尼迪）的1.8T和2.0T配7G-Tronic，1-2挡就会有明显顿挫；挡位之间齿比越疏，换挡转速差就越大，顿挫越明显，所以越多挡位的变速箱，挡位之间传动比越密，理论上越平顺。1如何消除顿挫感

　　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

　　我们先从结构最简单的手动变速箱说起。不是说手动变速箱有同步器的吗？其实同步器的作用只是帮助进行变速箱内部的转速同步，让驾驶者可以顺利换挡，但最终变速箱和发动机同步，还是要交给离合器。所以换挡之后离合器接合的瞬间，离合器输入（发动机转速）与输出（由车速决定的变速箱转速）转速不同步，就是顿挫产生的“根源”。首先，换挡时发动机和变速箱有转速差；第二，再加上“离合器”接合控制不够精细。凑齐这两点，想平顺都难。最理想的消除顿挫的方法，就是让每一次换挡时离合器输入输出端转速完全相同。这并非不可能，有经验的驾驶者通过一段时间的摸索，知道这款车各挡位转速大致转速差、发动机掉转速的速度（和发动机设计有关系，一般规律是高性能高转速发动机相对快一些，排气阻力高的发动机相对低一些），由发动机转速掉落的速度决定换挡的节奏，就有办法找到顺畅换挡的“节奏”，——松开油门踩下离合，切换挡位的同时发动机转速开始下跌，下跌到下一个挡位对应转速，接合离合器。

　　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.

　　当然并非每一次换挡的转速掌握都这么精准，那老司机的做法是离合先松70%，让离合器半联动，相对轻柔地让发动机和变速箱的转速进行同步，也能减少顿挫，甚至达到车内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.

　　换挡平顺以上两种方法，要么“等”要么“磨”，换挡平顺性是可以保证了，但可想而知换挡速度都不可能很快。当我们在跑比赛的时候就需要快的换挡，这时候我们松踩离合的动作很粗暴，接近于踹，挡杆也几乎是砸进下一个挡位的，尽可能减少动力中断时长才是首要的，平顺性什么的也就排在后面了。当然就算是赛车，换挡平顺点终归是好事，平顺意味着离合器输入输出转速差小，这样离合器打滑引起的损耗就少一些，可以延长离合器的使用寿命。

　　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.

　　好的用机械结构最简单的手动变速箱解释完了顿挫是怎么形成怎么避免之后，我们来聊聊更常见的自动变速器吧。这里的自动变速器是广义的，包括了所有“非手动操作的变速器”，传统AT、双离合、AMT统统算在内。

　　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.

　　对于自动变速箱而言，顿挫产生的机理是一样的：产生转速落差并且挡位切换之后同步过程不精细。那么我们先讨论和手动变速箱结构最近似的双离合变速箱来说明。（AMT变速箱本质上就是手动变速箱，在此先略过）先举一个正面例子，为什么有的变速箱就能做得平顺而且换挡速度比较快。这时候要请大众DSG变速箱出场了。事实上双离合变速箱也并非神速且平顺换挡的代名词，正如我之前提到的，换挡必须要消化转速差才能够平顺，这是一个物理定律，与变速箱采用何种换挡构造没有关系。2部分车型案例分析

　　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

　　那么为什么大众系列的双离合变速箱换挡能又快又顺呢？这源自大众的一个可以控制松开油门后发动机停留在某一个转速的专利技术。试想想，变速箱TCU（变速箱控制单元）准备升挡时，向ECU发出关闭节气门的信号，这时候大众可以将发动机转速快速定格在下一个挡位对应的转速，那么在双离合的两组离合器完成切换的过程里，用来同步转速的半联动过程就可以节省掉或者说大幅度缩减，因而可以更快速地把离合器完全接合。

　　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.

　　事实上双离合变速箱换挡速度不能更快，瓶颈并不在离合器切换的速度（很多厂家会把离合器切换速度当成换挡速度），而在于半联动所要耗费的时间（切换离合器并完成半联动，才能恢复动力，所以一个完整的换挡过程必须包含半联动时间）。因为不是每一家厂商都可以精准地控制好发动机转速和变速箱的同步问题，也就是我们常说的，发动机和变速箱匹配做得不精细。既然还需要离合器去慢慢把转速同步好（有的双离合变速箱转速同步也没有做好，导致1-2挡顿挫），那么换挡速度就没办法缩短了。

　　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决方案，它在传统双离合变速箱的基础上增加了一副液力变矩器。其实更准确的描述是，本田保留了AT的液力变矩器，而将后面的齿轮组换成三轴8速设计，然后在两根输出轴的末端（也就是在远离发动机的那一侧），各增加了一对湿式双离合机构。形象点说，如果说传统双离合变速箱的双离合在头部的话，那么本田DCT的离合器就是在屁股。湿式双离合有了变速箱油的过渡，再加上液力变矩器本身就可以消化冲击，这让本田DCT可以在用业界一流的速度换挡的同时，达到顶级AT变速箱的平顺性。

　　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.

　　说到平顺性，传统AT变速箱普遍做得比较好，就是有赖于液力变矩器这个柔性传动元件。所谓柔性，是相对于刚性的，离合器传动就是刚性传动。举个例子，我要让漂在水上的球动起来，我可以直接推球，这是刚性传动；要不我也可以搅水，让船顺着水流漂，这就是柔性传动。柔性传动效率低于刚性（因为柔性要先让水动起来），但可以更好地吸收我手部的不规则运动（震动、力的突变）。所以AT变速箱通常很容易做得平顺，靠的就是液力变矩器。至于投诉变速箱换挡不聪明，那是控制策略的问题了。但液力变矩器也不是无所不能的，现在AT变速箱的一个很显著趋势是提升传动效率，当柔性传动要提高传动效率时，它吸收冲击的能力就会相应削弱，就会更容易产生顿挫。这时候，就要考验厂商在发动机和变速箱匹配、以及换挡动作做得足够柔顺的功力了。而使用时间较长的自动变速箱，或者工作条件恶劣（例如频繁地板油起步、频繁强制降N挡等）其变速机构内部的制动片、离合片磨损，以及变速箱油老化，都会让换挡过程更粗暴，平顺性变差。

　　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.

　　虽然自动变速箱有较为精准的控制，但也无法完全消除顿挫。这时候就要考验厂商在发动机和变速箱匹配。

　　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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