AlfaBrera32 wrote:
在 D3降 D2...(恕刪)
A大謝謝你 有實際的數據參考很踏實
也解決我困擾很久都只能用"聽說"的疑問
👍👍👍
deep15 wrote:
請問鍾大有試過AUTOHOLD...(恕刪)
我試了:
Auto Hold D檔煞車:
Auto Hold M1檔 煞車:
ECO D 檔煞車:
a.變速箱輸入轉速-變速箱輸出軸1 =~800 rpm…. 代表離合器左右兩側轉速差
b. 離合器 1 壓力=~2.4Bar, 代表離合器1被壓的壓力,不是~0
離合器有接合,但有轉速差,代表打滑中…
另一篇 post 文可以看到, 二檔半離合輕油門時轉速差約 400rpm, 壓力 3.38Bar,收油門時 70rpm, 2.5bar
以上的數據可以知道,停止選D檔,屬於轉速差高,壓力也不是多小的狀態,磨損搞不好比2檔半離合還多,不過,我不知道是否真的如此?
因為一個是壓力小,轉速差大,一個是壓力大,轉速差小...最後誰磨損多? 要測才知道...
結論是, AutoHold 真的只是幫忙踩煞車而已..並沒有多做變速箱的檔位,離合器控制...
我滿意外的...怎麼會這樣設計?
AlfaBrera32 wrote:
1. 2 vs...(恕刪)
D2在時速12.8； 17； 17.7； 21.7km/hr時
K2的壓力2.29；3.38；3.76； 2.8bar
前面都是時速越低壓力越低
但到21.7km/hr壓力又降至2.8
同檔同齒比最高時速下應是離合器接合最完全的時候
但是控制壓力卻下降了
這是否意味著滑差發生不只和離合器控制壓力有關而已?
還有其他的因素影響?
而且K2接合入檔時K1應該處於預備狀態吧
但K1壓力都是幾乎沒有:0,0,0.01,0
為何沒像車停止預備入檔的高油壓?
不知道有沒有比較好解釋?
AlfaBrera32 wrote:
重點在於離合器兩側...(恕刪)
離合器兩側的轉速差是結果
而且和離合器控制壓力有關
只是考慮這兩件事都沒用
因為離合器控制壓力不是駕駛可以控制的
駕駛只有檔位、油門和煞車可以操作
如果在D檔更少了個檔位控制
如果是手排車
你可能有機會用離合器踏板控制或假少離合器打滑
但少了離合器踏板
我不知道有什麼[手排觀念]可以用在DSG上
如果你說用是M檔使用?
手自排也需要呀不是只有DSG
AlfaBrera32 wrote:
在 D3降 D2 一...(恕刪)
[我發現原廠控制離合器的加壓力道不是 有,無 這兩種...是有不同壓力的設定]
我記得你在另一篇分享Audi的資料中有提到
Creep control
扭力會視情況控制在1-40 Nm間
這蠕行控制和離合器輕接觸的控制應該類似吧?
Cloudy Shiau wrote:
D2在時速12.8...(恕刪)
離合器的壓力控制,電腦控制會盡量讓離合器有一定的打滑程度:
Clutch control adaptation:
Comfortable clutch operation must be maintained
in all operating states and throughout the useful life
of the clutch.
For this purpose, the relationship between clutch
valve control current and clutch torque is subject to
continuous updating.
This process of updating is necessary since the
friction coefficients of the clutches are continuously
variable.
The coefficient of friction is dependent on the
following continuously variable factors:
– ATF (quality, ageing, wear)
– Oil temperature
– Clutch temperature
– Clutch slip
To compensate for these influences, the
relationship between control current and
clutch torque is determined in various
driving conditions, e.g. under microslip,
and stored.
Clutch cooling:
To avoid overheating of the clutches, the clutches are cooled by a separate oil flow.
The clutch cooling system is activated at the same time as the clutch is controlled.
The near-permanent microslip ensures that the clutches are continuously cooled and lubricated.
The cooling oil flow is shown overleaf on Fig. 386_021.
The mechatronic control unit J743 activates N218 depending on clutch state/cooling oil demand by applying
a defined electrical current, which in turn produces a proportionate control pressure. This control pressure
acts upon the piston of the clutch cooling valve (CCV). Depending on the control pressure, a corresponding
oil flow is branched off the system oil pressure and fed to the clutches. The maximum cooling output is
approx. 20 l/min at 2.0 bar.
The N218 has a falling current/pressure characteristic. This means that in case of failure of the N218, the
maximum cooling oil flow is set at all times and, therefore, the maximum possible cooling output is available.
Fig. 386_058 (adjacent) shows this state.
內文搜尋
從 APP 打開
X