Automatic transmissions are confidently replacing the mechanics in modern models cars. The word "automatic" refers to one of three types transmissions: classic automated, robotic or CVT. Each of these options has advantages and disadvantages, so before buying a car, you should find out what is the difference between robot and automatic boxes, and which one to choose depending on your own preferences.

How to distinguish "machine" from "robot" visually

Distinguish the classic automatic transmission from robotic easily by looking at the gear lever. Top position Automatic transmission is marked with the icon "P" - parking. When instead of this icon there are only the designations “N” - neutral and “R” - rear, we have a robotic device.

The automatic gearbox is a complex, but at the same time reliable, time-tested design. Unlike mechanics, such a box arrangement allows the driver not to constantly use the clutch pedal and shift gears with a lever: all this is controlled by automation instead. Automatic transmissions are currently equipped with cars and trucks, such a box is also applicable in buses.

The presence of the “P” position on the gear lever indicates that we have a “thoroughbred machine”

Automatic transmission design

At the heart of the automatic transmission are two main modules:

1. Reducer. Carries out the transmission of force through a system of various variations of gear engagement. The number of steps in boxes of various variations is from 4 to 6. In latest models auto is possible large quantity steps.
2. Torque converter. Analog clutch on a mechanical box. Provides smooth gear shifting without bumps and jerks. The system receives a signal about the number of engine revolutions, driving mode and load, and, based on the analysis of this information, switches the speed.

Gear shifting in automatic transmission occurs when the engine reaches a certain number of revolutions, and in oil system pressure builds up. The participation of the driver during the shift is not required.

An analog of the clutch in an automatic transmission is a torque converter that transmits torque from the engine to the transmission.

The main difference between the automatic transmission and the usual mechanical ones is gear shifting without breaking the power. When you turn off one speed, another turns on at the same time, excluding jerks. It dampens jerks when switching speeds with a torque converter. They cannot boast of smooth switching of model speeds sports class. Shocks during switching are present in them, and they are explained by a very fast gear change, which contributes to accelerated acceleration.

Advantages and disadvantages

A feature of automatic transmission artificial intelligence is the ability to “adjust” to the driving style of a particular motorist. If the driver presses on the gas smoothly, measuredly, the controller does not bring the engine to a power mode of operation and consumes fuel economically. The nervousness of the driver and the rapid pressure on the gas pedal makes the automation work faster. The computer automatically switches the box to sports mode. As soon as the gas pedal starts to work again slowly and smoothly, the smart box switches the engine to normal operation.

Designers are constantly working on improving automatic transmissions. New models with 7th and 8th steps allow you to save gasoline, select the driving mode: "Sport", "Winter", etc.

One of the novelties is the ability to switch to the manual control mode "Tiptronic". You can also highlight the following benefits automatic transmission:

• Convenience and ease of use.
• No risk of overheating with inept use;
• Smoothness of movement.
• Availability passive system safety, preventing movement when the machine stops on a slope.
• Durability of work at proper maintenance and proper operation.

The disadvantages of automatic transmission are the high cost of the car itself and its maintenance, low Engine efficiency due to the impossibility of using dynamic settings. A significant disadvantage of automatic transmission is the need to constantly monitor the level, condition and quality of the transmission fluid, as well as change it every 50-60 thousand kilometers.

It is important! In new models of eight-speed automatic transmissions from Jeep, Toyota and Volkswagen, range rover these shortcomings are absent. Their gearboxes fully reveal the potential of the engine, quietly switch speeds, and are distinguished by the possibility of dynamic settings. In addition, there are already so-called maintenance-free boxes - the liquid in them does not need to be changed at all.

Robotic gearbox

The robot box is an improved version of traditional mechanics, in which the gearshift functions are automated. Cars with manual transmission do not have a clutch pedal. Control over the timely switching of gear stages is carried out by an electronic unit.

The only difference between a manual transmission and a manual transmission is that servos are responsible for closing and opening the clutch, as well as gear selection in the second case.

Manual transmission design

The robotic gearbox was originally designed to reduce the cost of the machine while maintaining its advantages over mechanics.

The operation of the manual transmission combines automation and mechanics. When shifting gears and pressing the gas pedal, a signal is transmitted to the control unit. The box gives a signal about the current and necessary speed at this stage of movement. Block selects optimal mode and the moment of switching to the required speed. The work of hydromechanics, that is, the process of coupling and disengagement, is controlled by the system unit. The switching process coincides with the movement of the handle and is completely invisible to the driver.

Cars with manual transmission are equipped with on-board computers, which are also involved in the control system. In memory on-board computer work algorithms are laid down that process the signals incoming to them and control the operation of the box and gear shifting.

The sports car uses a robotic transmission with two clutches to top speed gear shifting. In a robotic box with two clutches, there are two drive shafts equipped with a clutch, one inside the other. Gears for even gears are located on the outer shaft, gears for odd gears are located on the inner shaft.

These boxes are based on preselective robots. When the car is in one gear, the next one is already in operation, so the shifting is quick and smooth, which improves comfort significantly.

Advantages and disadvantages

Compared to an automatic machine, robotic boxes have more low cost, easier to repair and maintain, increase engine efficiency. But at the same time, the RPP has significant drawbacks:

• Long and hard gear shifting;
• Shocks during switching;
• Jerks during the start, after a short stop.
• The need to switch to "neutral" during short stops (traffic jams, traffic lights, stops along the way, etc.);
• The unpredictability of the behavior of the machine in severe road conditions.

The original design of the manual transmission is much cheaper to repair and maintain, as a result of which many motorists prefer it

It is important! If the vehicle is used in difficult road conditions, robotic box worth giving up. Manual transmission is designed for driving on smooth, high-quality road surfaces. Spinning operation will result in premature wear engine.

Comparison of two checkpoints: what is the difference between a robot and an automatic

According to experienced drivers, in terms of reliability and predictability of behavior in difficult road conditions, both gearboxes are inferior to mechanics. Although the automatic transmission is more predictable, unlike the robot.

• Automatic transmission has nothing to do with manual transmission, so their device and principle of operation are fundamentally different. Manual transmission differs from mechanics only in the presence of electronic block management. The basic principle of operation of this type of box is similar to mechanics.
• Automatic transmission - fully automatic. The manual transmission has two modes: automatic and semi-automatic. Clutch control from the driver's side is completely excluded. IN automatic mode the electronic unit implements the transmission operation algorithms pre-set in the program. Semi-automatic mode controls speed transitions using a selector.
• One of the features of the robot box is an unstable transmission. Even in the same car models, the gearbox works differently. The driver needs to adapt to such a box, and even with skillful driving, dots and jerks are felt during gear changes.

This is interesting! Most modern automakers are actively refusing robotic boxes on their models, equipping them with classic machine with hydrotransformer.

The most popular cars with automatic transmission among Russians are: Kia Rio, Hyundai Solaris, Toyota RAV4, Toyota Camry and Volkswagen Polo

Which box to choose

Considering all the pros and cons of these types of checkpoints, and focusing on your own preferences, as well as driving conditions, specific model should be chosen according to three principles: comfort, reliability, price. Based on the ratio of these qualities, experts give the following recommendations:

• Automatic transmission is suitable for car owners who prefer a comfortable ride.
• Robotic boxes are economical in every respect: the cost of a car, repairs, modest consumption of gasoline and fuels and lubricants.
• In terms of reliability, none of the boxes can be compared with the usual mechanics. But the automatic transmission behaves more predictably and rarely presents "surprises" on the road.
• The robot can be completely switched to manual control, and in many automatic transmissions this function is not available.
• The automatic transmission clearly wins when driving in traffic jams, where you need to constantly switch on manual control.
• Recently, especially picky drivers have the opportunity to reprogram automatic transmission control units, customizing it to their own driving style. To increase the acceleration speed, the moments of switching from gear to gear are reduced. This is one of the arguments in favor of the machine for lovers of high-speed driving.

It is important! Manual transmission is recommended for car owners who are able to independently fix minor engine breakdowns. Having experience in repair, many breakdowns can be eliminated with your own hands, without resorting to expensive craftsmen.

Comparative characteristics of the two box options do not show the unambiguous advantage of any option. Otherwise, all car manufacturers would produce exclusively models with the best transmission.

There is only one conclusion from all that has been said - each driver must choose a gearbox, focusing on a set of parameters. The lack of a clutch pedal, both on the machine and on the robot, can be misleading inexperienced driver Therefore, before buying, you must carefully study the characteristics of the selected car model. You need to choose the most comfortable, safe and affordable car for yourself, based on the choice of driving style and conditions.

Gearbox selection. Which is better, mechanics, automatic, CVT or robot?

Should I choose manual transmission or automatic? And if automatic, then an ordinary automatic machine, a “robot”, or a variator? Such questions are very popular among motorists when choosing a new or used car. The Internet is filled with the topic of gearboxes, and how useful information, and information "trash". Only a professional in the subject can distinguish the useful from the rubbish. Such is his, the Internet, lack.

So I decided to write a few lines

J about all these mechanics, automatic machines, robots and CVTs, and, without diving into “nuts”, so that any reader, regardless of the level of technical literacy, can understand what is at stake and that he, PERSONALLY, will be better.

Manual Transmission

Let's start with the mechanics. In the case of a manual transmission, under the hood we have the engine, the "black box" of the box, with all its shafts, gears, synchronizers and clutches. And between the engine and the gearbox is the clutch assembly. They pressed the clutch pedal - the engine and gearbox were completely separated. As long as you keep the clutch pedal depressed, the powertrain and transmission are uncoupled and you can shift into any gear based on driving conditions. This is the main advantage of "mechanics", especially for an "advanced" driver who knows and knows how to apply techniques active management by car. For example, in the case front wheel drive car, "rest" the engine against the wheels of the front axle before the maneuver. And in case rear wheel drive, “screw” the car into a turn, move to a steeper trajectory. But as often happens, the disadvantages are a continuation of the advantages. Actively “driving”, of course, is nice, but wielding the clutch pedal and shift lever in endless traffic jams of megacities is not the most pleasant experience. This is the downside.

Hydromechanical automatic transmission, or "regular automatic"

In order not to control the box “hand-to-hand”, and not to strain too much with the handles and legs in a dense city stream, it was invented automatic transmission gears. First came the hydromechanical automatic transmission (automatic transmission). In order to understand how it works, you need ... a fan (ordinary, household) and some kind of children's turntable-toy with a propeller-like fan. Turn on the fan and bring this toy to it. What will happen? The propeller on the toy will spin too! Now imagine that the screw does not drive the fan electric motor, but the car engine. And the second screw is on the shaft, which goes into the "black box" with gears, clutches, and everything else. Both of these screws are enclosed in a sealed case filled with a special transmission fluid which is called a torque converter.

What are these passions for? And in order to move off smoothly, shift gears as smoothly as possible without any clutch "from the driver's foot", as in the "mechanics" between the engine and the "black box" with gears. Indeed, in order to move, you need to smoothly connect the motor and the “black box” of the box. Here is a torque converter, without losing any effort from the engine, this is what it does. A fluid is needed in order to transmit rotational motion through it. And the air, it will not cope. Air density is low for energy transfer at such rotational speeds. As for gear changes, they are performed at the command of the control unit, automatically, depending on driving conditions. Previously, these blocks were hydraulic, now electronic.

In general, everything in the hydromechanical automatic transmission seems to be good. She rides herself, she switches. The driver can only press the "gas" and brake pedals, and the "automatic" selector click between "Park", "Drive" and "Back". And this thing works quite reliably. If you do not pretend to be Schumacher on the automatic transmission, and follow the Maintenance Regulations, then it does not break.

But there are drawbacks. Chief among them are the tangible moments of automatic shifting of automatic transmission ranges in the "black box" with gears, and more. high consumption fuel, in comparison with the "mechanics" with the same power units. The need for more comfort, rising fuel prices and concern for the environment encouraged engineers to think about automation again.

"Variable speed drive". CVT automatic transmission

To understand what the engineers came up with, imagine ... a bicycle. Pedals, two sprockets, and between them - a chain. On rear wheel slightly more advanced models have several sprockets so that you can switch gears. I switched to a big asterisk - it is easier to pedal and you can go up a steep hill, but you have to pedal more often. At the same time, the speed of the bike drops, but this is the price for high traction. And if you ride on flat terrain, or from a mountain, then you turn on a smaller asterisk at the back - you pedal less often, and the speed of the bike increases. Now imagine that a bicycle has a belt drive instead of a chain drive. That is, instead of a chain - a belt, instead of sprockets - pulleys, only instead of a bunch of sprockets on the rear wheel - ONE pulley, but its diameter can ... change smoothly.

Represented? Here, in front of you, is a CVT automatic transmission! One pulley is of constant size, the second is of variable size and its diameter changes at the command of the control unit, adjusting to traffic conditions. And between them - the strongest "belt", which is either a multi-link chain, or composite, of metal plates. A smooth change in the diameter of one of these pulleys leads to the fact that the switching moments of the automatic transmission are not felt at all. After all, they simply do not exist, these moments of switching.

J Amazingly comfortable thing to work with, this variator! But it was not without flaws, significant and smaller.

"Variators" are not cheap. They also categorically do not like slippage. Due to the fact that the same torque converter has to be placed between the “black box” with pulleys and the belt (you need to get under way!), And also due to mechanical friction in the “black box”, energy losses are quite large, fuel consumption, in comparison with the "ordinary" automatic transmission, a little less. And maybe more. And you also have to “conjure” the engine programs so that it does not buzz like a trolleybus at constant speed during acceleration. After all step switching gear - no. Therefore, engineers again opened up scope for research.

"Robots". Robotic gearboxes

To overcome the shortcomings of hydromechanical and CVT automatic transmissions, several design schools turned their attention to ... a conventional manual gearbox. And what if we replace the clutch foot drive with an electric drive, the gearshift lever and thrust to the “black box” with gears with electric actuators, and control the clutch and shifts using an electronic unit, based on driving conditions? Of course, it is easy and soon only a fairy tale affects. The engineers had to work hard on the control programs for this unit and the reliability of the electric drive, but automated mechanical boxes gear, which journalists dubbed "robotic", or "robots", went to mass production for small cars. They are precisely the classic "mechanics", in which the clutch and gear shifts are controlled by an electronic unit.

The main advantage of most "robots" is high fuel efficiency, for which they were primarily created. After all, a computer with a perfect control program never makes mistakes, never gets angry, does not get depressed and never gets tired, unlike drivers with different experience, skill and resistance to physical and moral stress. Therefore, a car with a “robot” consumes less fuel than the same car with any other box, including "mechanics". And also such a “robot” is cheaper than any other automatic transmission in the purchase, when ordering a new car. Like this.

But even here it is not without drawbacks. No matter how hard the engineers tried to optimize the moments of switching, the “pecking” of the car with its nose during violent acceleration is very noticeable. Such "robots" for economical and quiet ride, not for Schumacher. They also do not like slippage in clutch units. The engineers had to work hard again.

"Robots" class

DSGfromVolkswagen

Imagine a car with a six-speed manual transmission. Represented?

J Only this box is not quite ordinary. In fact, it's not at all common. It seems to consist of TWO units, with 1st, 3rd and 5th gears connected to the engine through one clutch module, and 2nd, 4th and 6th through another. It turns out something like "two in one". Now imagine that all control is fully automatic, electronic and electric. Moreover, when you accelerate, for example, in 2nd gear, the control unit has ALREADY turned on 3rd, and is only waiting best moment to make instant “clack-clack” independent clutches, to “release” the second gear and “cut in” the prepared 3rd in advance. Switching in such an automatic transmission takes not just a fraction of a second, but milliseconds! The driver and passengers simply do not notice these changes, and acceleration is smooth and very fast. For example, in DSG , which was the first in the world to be put on the conveyor by the concern VOLKSWAGEN , switching times take 7 milliseconds. It's much faster than blinking your eyes. J Therefore, there are no jerks and pushes, as with the “robots” described above.

In the same way, such “robotic” boxes switch not only “up” but also down. The gearbox control unit carefully “observes” the driver’s actions using sensors on the pedals and steering mechanism, and prepares in advance the best transmission for the purposes of the driver.

If I say that such "robots" of the class

VW DSG work brilliantly, this is not an exaggeration, and not only in terms of gear changes. Their control units also do not "get tired" and do not "make mistakes", so the fuel consumption of a car with DSG , especially in the urban cycle, less than with any other box, including "mechanics".

As for the shortcomings, there are few of them, but, alas, they exist: The high cost and unacceptability of slippage in clutch units (however, what kind of clutch does it like?).

As you can see, it is impossible to say unequivocally what is better and what is worse. To each his own!

If you are an active driver, you understand a lot about high-speed and maneuverable driving, then the “mechanics” or “robot” of the class

DSG from VW .

If you choose an SUV, you want comfort in the city, but you also get out of the city, and not only on the highway, then the traditional hydromechanical automatic transmission.

If you are a calm driver, drive around the city, choose a small car and economy is very important to you, then a simpler “robot” will suit you.

The CVT will be good for fans of extreme smoothness.

Ten years ago, before buying a car, all drivers always decided with which gearbox to buy a car without any problems and confusion. The choice was not difficult. Today, making such a choice is much more difficult. If there are no problems with a manual transmission, then any buyer may have difficulties, since at the moment there are several types of automatic transmissions on the market that differ not only in their design, but also have different principle work.

However, on some more expensive models also automakers began to install new 9 step boxes gears, which in a few years will most likely also appear on cheaper cars.

Conventional automatic transmissions use a torque converter in their design, which does the same job as the clutch in a manual transmission. But unlike mechanics, the torque converter does not turn on when the clutch pedal is pressed, but automatically.

This happens with hydraulic system, in which the oil passes through special channels and enters certain sections of the box, creating pressure in the system, through which the computer determines what speed to turn on.

Thanks to the hydraulic interface, modern automatic transmission shifts gears very smoothly. , since automatic transmissions first appeared on the car market in 1940.

Since those times classic box gears improved in their characteristics, but, nevertheless, the principle of operation and the arrangement of the box remained practically unchanged.

However, even modern automatic transmissions change gears more slowly than, for example, an automatic transmission with two clutches, which primarily affects fuel consumption.

Therefore, a car with a conventional gearbox consumes more fuel than similar machine with a box with two clutches.

Notation automatic transmissions on , and : ZF8HP; ZF9HP; Tiptronic

Dual clutch automatic transmission

The PDK gearbox, which is installed on cars, is one of the best in the world.

The dual clutch box, as its name suggests, has two clutches in its design. This of course does not mean that a car with such a box has two clutch pedals.

Of course, the whole process of the double clutch box is electronically controlled and without the participation of the driver (there is no need to press the clutch pedal and shift gears yourself).

For example, one clutch controls odd gears, the other even. At the moment when you are driving in one gear, adding engine speed, torque begins to be transmitted to another shaft ( automatic switching transmission) with virtually no delay, since the second clutch is already ready to shift the clutch to transmit torque.

As a result of these actions, the gear shifting process is faster than experienced driver shifts speed manually on a manual transmission.

In addition, some dual clutch transmission systems are more economical than manual transmissions. That is, some cars with a dual-clutch gearbox consume much less fuel than cars equipped with automatic and manual transmissions.

True, there is one minus. This is the process at the beginning of the movement of the car. At first, the box may pause in order to engage the clutch on the shaft where the first gear is located. It is also felt when maneuvering on low revs engine. For example, you may feel a jerk in the car.

It is worth noting that the design of a dual clutch gearbox is very complex, and in view of the fact that this type of transmission has appeared on the market quite recently, it is too early to talk about its reliability. It takes about 10 years for experts and automakers to understand how similar the type of transmission of the pillars to the front long service life car.

The most famous designations for dual clutch transmissions are: DSG, PDK, M-DCT and Powershift.

Automated manual transmission

Even though Up is small compact car during acceleration, gear shifting is jerky due to an automated manual transmission

With the advent of the dual clutch, automated manual transmissions are becoming a rarity in the automotive world, but some companies still continue to install this type of transmission on many vehicles.

In a car that uses this type of gearbox, as well as a dual clutch gearbox, there is no clutch pedal, but there is a gear shift knob, like on traditional mechanics.

By switching the speed, the box cuts off the transmission of torque from the engine to the box, transfers the transmission of torque to desired shaft, and then again turns on the transfer of energy from the engine to the box. And all this without the participation of the driver.

This type of transmission may at first appear to have an advantage over conventional automatic transmissions, many of which do not allow drivers to shift gears themselves, but there are actually disadvantages to the operation of an automated manual transmission.

So there are problems with the speed and smoothness of the transmission. The problem is that these transmissions take time to shift without a clutch to do the necessary steps in the correct order. Therefore, the whole process is too slow to cause discomfort to passengers and the driver.

But, despite this, many drivers often note that cars with such boxes accelerate very slowly, which is associated with huge delays between gear changes.

Some drivers, to smooth out the shifting process, slightly lower the gas pedal before switching to another speed. But cars with traditional automatic and dual-clutch transmissions accelerate cars much faster and the shifting process is smoother.

The most famous designations for automated manual transmissions are: Informally, this type of transmission is called semi-automatic, ASG, EGC and ETG.

Continuously Variable Transmission (CVT) - CVT

The new generation is equipped with a CVT, which allows the car to dynamically pick up speed, but the owners pay for this with a loud engine sound.

A continuously variable transmission is unlike any other transmission in its design. In the variator you will not find a single spare part that is used in other types of gearboxes. CVT uses two pairs of metal cones, each with pointed ends.

One set of cones is attached to the engine and the other two cones are attached to the wheels vehicle. A belt is stretched between these pairs of cones. The cones move towards each other, usually under computer control.

IN modern variators the design of the box allows using a computer to change the angle of the belt located between the two cones, which ultimately allows you to change gear ratios gears.

It sounds strange, but in fact, this gearbox design allows you to constantly change the gear ratios, instead of using the fixed values ​​\u200b\u200bset at the factory.

This means that gear ratios can be adjusted indefinitely, allowing the engine to run more efficiently as it picks up speed. In fact, when accelerating, there is no gear shifting, which creates the effect that the car accelerates without delay.

But just like, there are also disadvantages in the operation of the variator.

For example, it's annoying loud noise operation of the engine, which is constantly running on increased speed. That is, if your car is equipped with a CVT, during acceleration, the engine speed will not drop, as it happens, for example, on automatic or manual gearboxes (when changing gear, engine speed decreases).

The most famous designations stepless boxes gears: E-CVT, CTV and Multitronic.

Nowadays, the number of varieties of gearboxes is steadily increasing day by day. Relatively recently, motorists made the discovery of the existence of standard automatic boxes, the design of which includes a torque converter.

The presence of a robotic gearbox in cars is also becoming a frequent occurrence, although some of the avid motorists do not trust this design option enough. The questions become reasonable and fair: what is better - an automatic machine or a robot? Which gearbox is more practical and easier to manage? What is the difference between an automatic transmission and a robot? Let's figure it out.

Contrary to popular belief, robotic boxes are not "relatives" of automata. At its core, a manual transmission is a mechanical transmission, where the clutch and gears are automated. The person sitting behind the wheel of such a car, as well as the conditions pavement only form the basis for the operation of such a gearbox.

Decision-making and operation modes are made inside the switching box itself by means of a special electric unit, for which action algorithms are set in certain situations. This principle of operation is distinctive for the RKPP. With questions: what is the difference between manual transmission and automatic transmission, what is the difference between the two designated types - we figured it out. Go ahead.

The robotic gearbox is different:

• comfort;
• reliability;
• relative economy;
• cheapness.

The device of the robotic gearbox

Also, the indicated types of gearboxes may differ and structural features. By the way, robotic options may differ among themselves and in some characteristics of the design. Common to all versions is the presence in the structure of the principle of manual transmission (manual box), which is controlled, as we found out earlier, by electronic "brains".

The manual transmission device assumes the presence of a friction type clutch. It can be single disk or multi-disk. Modern options robotic boxes use the system double clutch. This feature allows you to avoid serious losses in power while maintaining dynamics.

Drive of robotic gearboxes

Drive systems in manual transmissions can be of two types: based on hydraulics or electrics. In the case of using electrical controllers, the design contains special devices and mechanisms such as servomotors. If the drive is presented hydraulic view, then the work takes place thanks to special cylinders controlled by solenoid valves.

Outstanding representatives such transmission systems are Fords and Opels. It is worth noting that electrical type drives are characterized by insufficient speed. It would be good to understand that hydraulic drive systems provide constant pressure, that is, energy costs in this case increase significantly. Most often, such solutions are provided for sports cars.

Scope of use

Robotic shift boxes can often be found on economy cars. Prominent representatives are Mitsubishi, Fiat, Peugeot. Along with the growth of the prestige and cost of the car, the likelihood of using hydraulic systems in its design is also growing.

Management Process

As noted earlier, the robot is controlled by a special electrical mechanism. Special sensors and execution systems are built into such a mechanism. Sensors monitor the main parameters.

It is worth noting that monitoring pressure and temperature for manual transmission is almost prerequisite for normal uninterrupted operation. The sensors transmit the collected data to electric block control, which, based on them, creates control signals due to the special algorithms embedded in it.

Hydraulic systems, among other things, are provided as a structural element hydraulic elements providing management processes. It's time to consider the features of the operation and design of an automatic gearbox in order to figure out which is better: a robot or an automatic.

Automatic transmission

The automatic transmission is represented by two main modules - a torque converter and a gearbox. The primary function of the torque converter is smooth switching gears. In a certain context, it also plays the role of a clutch that is present on machines with a manual gearbox. The gearbox of the machine contains a number of pairs of gears that are in continuous engagement. The gear stages are 4th, 5th and 6th.

Advantages and disadvantages of an automatic shift box

Some motorists believe that better machine. Let's try to figure out why by looking at characteristics machines. So, automatic transmission allows you to control the machine with comparative simplicity. There is no need to master the skills of using the clutch, gear shifting is also assigned to the box, a difficult moment for beginners - how to start off correctly, etc. and so on. - all this is assigned to the automatic transmission device.

Provided that the torque converter is considered as an analogue of the clutch, a simple conclusion can be drawn: the traditional clutch, due to insufficient skills and abilities of some drivers, quickly becomes inappropriate, and the likelihood of gearbox deformations appears. In addition, it is important that the use of automatic gearboxes in the design of cars gives less loads than analogues of this option in the form of robots.

This allows us to draw the following conclusion: the resource of the motor is not spent in vain. It should also be understood that the coefficient useful action machines with automation is characterized by low rates. This feature is due to the fact that the torque converter spends most of its useful action on the implementation of its correct operation. An important feature is also the fact that automatic gearboxes work with a slight delay. Now that we have taken a closer look at what robotic and automatic boxes are, we can talk about their differences.

The difference between robots and machines

If we consider both versions of the gearbox from the standpoint of operational moments, then the difference between them is small. In an automatic gearbox, there is simply no clutch, although the robotic version provides for it, however, it completely takes over control. In general, robotic boxes are an analogue of mechanical boxes, while automatic machines provide for a system of hydromechanical elements.

Perhaps this is the main feature and difference between robotic and automatic options. It is worth considering and it is important to understand the nuance of overclocking with some delay. Liquids in automatic machines do not cope with the effects of the driven shafts in a timely manner due to the non-rigid clutch. This design feature was created specifically to play the role of a kind of "fuse".

The transformer will rotate in free mode, even if something jams. The efficiency, as we noted earlier, is relatively small, which contributes to the loss of part of the power. In addition, with the engine turned off, the automatic transmission simply will not be able to function.

Pros and cons

The undoubted advantage of the robot in relation to the machine is a small price. Not only when buying a car, but also during the subsequent repair and maintenance of the transmission. In addition, the basis of the robot is the classic "mechanics", which has been tested and proven over the years.

If we talk about reliability indicators, then the automatic transmission loses again, because statistics show that owners of automatic machines go to repair shops more often than their fellow car enthusiasts with robotic gearboxes.

There are also issues of efficiency: the robot is characterized by less fuel loss, especially when covering long distances. An additional plus in the piggy bank of automation: drive and speed, ease of maintenance and no need to find workshops that would take care of maintenance and repairs. There are far fewer professionals in the field of robots.

Outcome

As we found out, the difference between a robotic gearbox and an automatic one is very small: it lies in power indicators, subtleties of maintenance and durability. In general, speaking seriously and from the standpoint of opinion professional drivers or simply specialists who know from and to the features of both structural and working, and the options for automatic execution, and robotic, then an unambiguous answer to the question: which is better? - simply no.

In the event that on automotive market at present, a universal design solution would be presented, many world concerns would have adopted it long ago and produced cars with a unified gearbox.

The final decision on the choice of this or that side, this or that car, with a machine gun or a robot, must be made by you yourself, having determined what you want more: smoothness or dynamics. The first parameter is characterized by an automatic box, the second - a robotic one. Good luck on the road and all the best!

Of course, you need to compare the robotic gearbox and the CVT, and both are now developing quite strongly (more and more of them can be replaced on ordinary cars). So which one is better, more reliable, and what to choose in the end to drive for a long time? Let's figure it out, as usual there will be a text version + video. Well, the vote at the end of this material, I'm really interested in your opinion, well, let's go ...

The variator has been on our market for a long time, for example, such brands as NISSAN, its "daughter" INFINITY, MITSUBISHI have been using such transmissions for a long time. But ROBOTS (RKPP), 5-7 years ago, were quite rare and, to put it mildly, buggy transmissions (remember at least robots from TOYOTA, they worked VERY badly).

BUT what is happening now? Now manual transmissions are installed on quite a lot of cars, even in budget class, remember at least our LADA VESTA! Moreover, AVTOVAZ announced that it plans to install not only robots, but also CVTs on VESTA.

In general, there is something to compare, so I still plan to think about which transmission is preferable to choose. Let's begin …

VARIABLE SPEED DRIVE (CVT)

In fact, it was developed a very long time ago (they talked about the variator -), it allows you to give excellent acceleration dynamics without unnecessary devices and parts, combining fuel economy. However, he is afraid. After all, despite all its simplicity in structure, not every car service will undertake to repair it. Although now the situation is changing. This type is constantly improving, modernizing. There are more and more specialists in this field. Of course, it’s too early for him to compete with a machine gun (automatic transmission trusts more manufacturers cars), however, many manufacturers are switching to CVTs precisely because of the smoothness of the ride, fuel economy and dynamic characteristics. Even electric car manufacturers prefer this particular transmission (models where one electric motor is installed in front), so this transmission is the future. Even if it changes beyond recognition.

Technical part

The variator, if you drop it into the structure, is quite simple. There are two shafts, certain cones (or pulleys) are put on them, as it is better for anyone to hear. One shaft approaches the engine (now through a torque converter), the other (through various drives) directly to the wheels. Between them there is a link, usually a belt (for example, on NISSAN cars) or a chain (on AUDI).

The cones that are on the shafts can move and move apart, due to this their diameter changes. For example - at the start, one shaft has a smaller diameter, the second maximum. When the speed is average, the diameters are the same, when the maximum shafts change in size (one becomes small, the second becomes large). just link them. BUT this link is the maximum load.

Briefly about breakdowns

As I wrote above, the variator simple transmission, but quite demanding on its maintenance (especially lubrication). And it is not so easy to repair it, despite all the simplicity, not all of them are taken dealer stations(I'm already silent about third-party service stations), there are simply no normal masters and knowledge.

• About oil . Here it is special (on NISSAN NS-2, NS-3). Now many can say that this is not oil at all. Calm down, oil, just the most technologically advanced, even better than ATF fluid on automatic transmission. It is expensive, so many save and do not change it. BUT you shouldn't do that.

• Replacement should be every 60-80,000 km. The variator also has a valve body, solenoids, which can become clogged over time. The pressure in the system drops and from this the cones will move poorly - move apart. Also, the oil protects and lubricates the system, but as you know, it does not last forever, and in order to resume its original characteristics, it must be replaced.
• If you do not change the lubricant and preferably the filter (which is in the sump), then the cones will not effectively squeeze the belt, it will begin to slip, scuffs will appear on the surface. All this will sooner or later lead to jerks and pushes, normal operation will not

• Belt breakage. Tears can also provoke the destruction of a belt or chain if it shatters inside. That can ruin the whole box, there will be nothing corny to restore.
• In general, it is worth driving the variator correctly. I have a separate video about this and. Look, it will be useful.

A few words about the resource

You know, if you drive carefully and do not tear this transmission, it can take a long time, 200 - 250,000 km is not the limit. However, there are also design miscalculations when even 30,000 km does not go (usually due to a firmware error).

If you change the oil correctly and on time, it can take a long time. However, on runs of 150,000 km (maybe a little more), it is worth looking at the condition of the chain or belt, if necessary, it is better to replace

The whole problem of the variator is that it is a difficult-to-predict transmission, someone has 209,000 km and no problems, and someone has 30,000 km and only problems.

Pros and cons of the variator

PROS	MINUSES
Switching. Virtually intangible (because they don't exist)	Service. Expensive consumables. For example, the oil in it is 8 liters and it costs more than ATF, about twice.
Dynamics. Excellent, no gear loss	Repair. Not all companies are taken, there are simply no sensible masters and diagnostics
Resource. More than the opponent	Torque. Withstands limited torque powerful motors and heavy cars, you can not put. Trite will not withstand the belt or chain inside
Control. The same light and understandable as on automatic transmission	Towing is not possible. It is fraught with a belt and cones.
Temperature. Practically not terrible, that is, it does not freeze in winter	Skidding (for a long time) is impossible. Again, the belt and cones will suffer.
Traffic jams. Runs great, no overheating	Overheat. You can not overheat, suffers a lot various nodes inside, starting from the valve body with solenoids, ending with a belt and cones

I think this table will be useful to you. Now let's move on to the opponent.

ROBOT (RKPP - AMT)

The latest work of mankind. They appeared not so long ago, at the end of the 20th century. In essence, this is a conventional mechanical transmission, which has a control unit on top and on the side. These units control traction and shift gears. When electrical engineering was not developed, they had mechanical servos that switched gears according to a given mechanical algorithm. It should be noted that hydraulics were often connected (that is, there was oil inside the blocks)

Now completely different, electrical-mechanical. The control units are controlled by special computers and mechanical servos (no oil inside), they decide how and when to change the speed. The computer can be "flashed" (change the firmware), so you can change the behavior of the robotic gearbox. You can make it more dynamic, or you can make it quieter (less fuel will be consumed). Now these transmissions are evolving very much, hybrid cars have a number of robotic gearboxes, and therefore are promising. However, they have not yet been brought to mind, that is, in simple words with all the pluses, these transmissions are still “buggy” (slurred and slow gear changes, bad dynamics). Of course, they are being finalized, but so far this type of transmission is far from perfect.

Technical part

Again, I have robots (it is big, but I advise you to read it). I won't go into detail here.

The thing is that technically robotic boxes differ radically from each other:

• Available with one clutch disc . ON normal mechanical transmission two “actuators” are hung, which squeeze the clutch for you and change gears. It works slowly, the shifts are noticeable, the acceleration dynamics leave much to be desired. However, it is quite simple.

• With two clutch discs. Here, as it were, two mechanical gearboxes are already combined, and therefore two disks. It works very quickly, there are practically no minuses, with the exception of reliability and resource (more on that later).

What can break and the resource of the ROBOT (AMT)?

Is it better and more reliable than the opponent? If you take both options, and with one disk and with two. In fact, there must be reliable gearboxes (especially the first option). After all, it's practically automated mechanics.

HOWEVER! As we know clutch disc + basket + clutch release they go on mechanics for about 100 - 150,000 km, then a replacement. Actually the same thing happens here.

ACTUATORS . Or control systems. There are two of them on a single-disk robot, for example, on our LADA VESTA. They go (according to unverified information), about 150,000 km.

ON a two-disk robot, actuating mechanism often one (for example, on a VOLKSWAGEN, their DSG boxes, this is "mechatronics"). It also doesn't last long. Now about 100 - 120,000 km. Previously, it could fail much earlier.

Eventually. More than 150,000 km (and even less for two-disk robots) is unlikely to pass. Clutch replacement + need to look or change actuators

The resource, for example, for the same variator will be longer (though subject to an oil change, once every 60,000 km).

Pros and cons of manual transmission

In general, they need to be compiled separately for the single-disk version and the two-disk version. So let's do it.

ONE DISC

PROS	MINUSES
Cheap. Both during production and during installation. The car costs about 40,000 cheaper than with a CVT (if we take LADA VESTA)	STUPIT. Switching, well, very tangible.
Fuel consumption. Less than the opponent.	Freezes. Especially old ROBOTS, with one disk, which have hydraulic actuators (shifting and gear selection)
Roll forward Can be rolled in neutral	Dynamics. Bad, accelerates sluggishly and with jerks.
Towing - IT IS POSSIBLE, in fact it is ordinary mechanics	Resource. About 120,000 km. Next, change the clutch, look at the actuators.
Skid - POSSIBLE.	No creep mode. When you turn on "D" -DRIVE or "A" - AUTOMATIC, it can roll back (this is not for all cars with a robot, but it happens)
Traffic jams. Not terrible. Again, in the structure of the usual mechanics	Control. For a person who moved from automatic transmission or variator. The lever and modes may not be clear (also there is no “P”-PARKING mode)

TWO DISC

POSITIVE POINTS	NEGATIVE
Fast switching. Virtually imperceptible.	Resource. Approximately 100,000 km
Dynamics. Very worthy	Repair and price. Difficult and expensive. Not every service will be taken
Temperature. Doesn't freeze in winter	Towing is not possible. Clutch discs suffer
There is a roll.	Skidding (for a long time) is impossible. For the same reason
Fuel economy. The best among automatic transmissions	Traffic jams. Need to travel to mechanical mode so that there is practically no shifting (for example, in 1st or 2nd gear). Otherwise, there is increased wear on the discs.
Easy control. Lever, positions, creep mode. Everything copies automatic transmission or CVT. So there are no transfer problems.

AS A RESULT . If we consider a variator or a robot. THAT I personally do not lean towards either one or the other, yet for me a regular automatic transmission is better and more reliable. BUT, if you have just such a choice, and no more. Then personally, I would look at the variator (it works smoothly, good acceleration, a great resource with proper maintenance and operation).

Of the ROBOTS, the two-disk is certainly good! BUT repairs every 100,000 km can simply ruin you. Single-disk simple and its repair is much more affordable (once every 120,000 km), but it works extremely disgustingly (switching - jerking - overclocking, everything is very deplorable).

Now we are watching the video version.

This concludes my article. I think it was helpful for you. Sincerely yours AUTOBLOGGER

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