學過手動擋汽車的應該都知道，技術不熟練通常無法做到手腳配合，就會產生我們常說的頓挫感。我們對變速箱“慢”的容忍度是高于“頓挫”的，也就是寧可換擋慢一點也不要有沖擊感，而高性能車則反過來，換擋效率是首位的。今天我們先來探討一下頓挫是怎么來的，然后就可以更好地理解，它是如何解決的。自動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，就是通過改變發動機和車輪之間的轉速比，令發動機相對不那么寬廣的動力帶，可以適應我們駕駛時對動力非常復雜的、多變的需求。所以在更換變速箱擋位的時候，意味著同樣的車輪轉速，發動機的轉速要發生變化，從一個擋位的某個轉速，過渡到下一個擋位的另一個轉速。例如1擋傳動比3.2，2擋傳動比2.0，那么1檔@3200rpm升2擋，發動機轉速就會變成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.

　　那么這個發動機轉速或被拉高或被拖低的過程，如果處理不好，讓發動機轉速在換擋時發生突然變化，發動機內部運動部件的慣性，就會反作用于車體，一小部分將震動直接從發動機懸置傳遞到車身，其余則從飛輪傳遞到變速箱，再到傳動軸，最后車輪，車速突變，從而產生沖擊感。擋位越低，發動機扭矩放大比例越高，頓挫越明顯，所以頓挫感一般發生在1-2或2-3的過程里，例如奔馳（包括英菲尼迪）的1.8T和2.0T配7G-Tronic，1-2擋就會有明顯頓挫；擋位之間齒比越疏，換擋轉速差就越大，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

　　我們先從結構最簡單的手動變速箱說起。不是說手動變速箱有同步器的嗎？其實同步器的作用只是幫助進行變速箱內部的轉速同步，讓駕駛者可以順利換擋，但最終變速箱和發動機同步，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（發動機轉速）與輸出（由車速決定的變速箱轉速）轉速不同步，就是頓挫產生的“根源”。首先，換擋時發動機和變速箱有轉速差；第二，再加上“離合器”接合控制不夠精細。湊齊這兩點，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離合器輸入輸出端轉速完全相同。這并非不可能，有經驗的駕駛者通過一段時間的摸索，知道這款車各擋位轉速大致轉速差、發動機掉轉速的速度（和發動機設計有關系，一般規律是高性能高轉速發動機相對快一些，排氣阻力高的發動機相對低一些），由發動機轉速掉落的速度決定換擋的節奏，就有辦法找到順暢換擋的“節奏”，——松開油門踩下離合，切換擋位的同時發動機轉速開始下跌，下跌到下一個擋位對應轉速，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.

　　當然并非每一次換擋的轉速掌握都這么精準，那老司機的做法是離合先松70%，讓離合器半聯動，相對輕柔地讓發動機和變速箱的轉速進行同步，也能減少頓挫，甚至達到車內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。當我們在跑比賽的時候就需要快的換擋，這時候我們松踩離合的動作很粗暴，接近于踹，擋桿也幾乎是砸進下一個擋位的，盡可能減少動力中斷時長才是首要的，平順性什么的也就排在后面了。當然就算是賽車，換擋平順點終歸是好事，平順意味著離合器輸入輸出轉速差小，這樣離合器打滑引起的損耗就少一些，可以延長離合器的使用壽命。

　　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.

　　好的用機械結構最簡單的手動變速箱解釋完了頓挫是怎么形成怎么避免之后，我們來聊聊更常見的自動變速器吧。這里的自動變速器是廣義的，包括了所有“非手動操作的變速器”，傳統AT、雙離合、AMT統統算在內。

　　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.

　　對于自動變速箱而言，頓挫產生的機理是一樣的：產生轉速落差并且擋位切換之后同步過程不精細。那么我們先討論和手動變速箱結構最近似的雙離合變速箱來說明。（AMT變速箱本質上就是手動變速箱，在此先略過）先舉一個正面例子，為什么有的變速箱就能做得平順而且換擋速度比較快。這時候要請大眾DSG變速箱出場了。事實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，換擋必須要消化轉速差才能夠平順，這是一個物理定律，與變速箱采用何種換擋構造沒有關系。2部分車型案例分析

　　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？這源自大眾的一個可以控制松開油門后發動機停留在某一個轉速的專利技術。試想想，變速箱TCU（變速箱控制單元）準備升擋時，向ECU發出關閉節氣門的信號，這時候大眾可以將發動機轉速快速定格在下一個擋位對應的轉速，那么在雙離合的兩組離合器完成切換的過程里，用來同步轉速的半聯動過程就可以節省掉或者說大幅度縮減，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（很多廠家會把離合器切換速度當成換擋速度），而在于半聯動所要耗費的時間（切換離合器并完成半聯動，才能恢復動力，所以一個完整的換擋過程必須包含半聯動時間）。因為不是每一家廠商都可以精準地控制好發動機轉速和變速箱的同步問題，也就是我們常說的，發動機和變速箱匹配做得不精細。既然還需要離合器去慢慢把轉速同步好（有的雙離合變速箱轉速同步也沒有做好，導致1-2擋頓挫），那么換擋速度就沒辦法縮短了。

　　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，它在傳統雙離合變速箱的基礎上增加了一副液力變矩器。其實更準確的描述是，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速設計，然后在兩根輸出軸的末端（也就是在遠離發動機的那一側），各增加了一對濕式雙離合機構。形象點說，如果說傳統雙離合變速箱的雙離合在頭部的話，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可以在用業界一流的速度換擋的同時，達到頂級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.

　　說到平順性，傳統AT變速箱普遍做得比較好，就是有賴于液力變矩器這個柔性傳動元件。所謂柔性，是相對于剛性的，離合器傳動就是剛性傳動。舉個例子，我要讓漂在水上的球動起來，我可以直接推球，這是剛性傳動；要不我也可以攪水，讓船順著水流漂，這就是柔性傳動。柔性傳動效率低于剛性（因為柔性要先讓水動起來），但可以更好地吸收我手部的不規則運動（震動、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，那是控制策略的問題了。但液力變矩器也不是無所不能的，現在AT變速箱的一個很顯著趨勢是提升傳動效率，當柔性傳動要提高傳動效率時，它吸收沖擊的能力就會相應削弱，就會更容易產生頓挫。這時候，就要考驗廠商在發動機和變速箱匹配、以及換擋動作做得足夠柔順的功力了。而使用時間較長的自動變速箱，或者工作條件惡劣（例如頻繁地板油起步、頻繁強制降N擋等）其變速機構內部的制動片、離合片磨損，以及變速箱油老化，都會讓換擋過程更粗暴，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.

　　雖然自動變速箱有較為精準的控制，但也無法完全消除頓挫。這時候就要考驗廠商在發動機和變速箱匹配。

　　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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