Robotized gearbox – Wikipedia

The robotic gearbox (or electro -implemented or semi -automatic gearbox) is a type of gearbox for automotive use, also called robotic manual gearbox and derives from the “robotization”, replacement of manual drive with automatic drive, of a normal manual gearbox.
By extension, scarsed changes are also considered already designed to be operated by automatic actuators but with a mechanics similar to manual changes, therefore with pairing gears with sleeves and synchronizers. For example, the double clutch gearbox, in the abbreviation DTC, can be considered the evolution of the robotic one.

The automatic transmission proper is a totally different device (from a mechanical point of view) with a robotic gearbox, although the function is the same.

The electronic control unit by means of appropriate actuators, it provides the clutch and selection/graft movements of the gears autonomously. ^[first] This control unit runs the process of detachment of the clutch, the transmission of transmission ratio and the subsequent incapitacity of the clutch. During this operation it is communicated to the engine control control unit, through the canbus network, to ignore the request for a motor torque coming from the accelerator pedal to let the rpm regime go down in the increases of travel or to accelerate the engine in ratio climbing , with an appreciated “brace” effect.
The implementation of movements is generally electric or hydraulic. Electric implementation generally has the value of less weight and less cost while hydraulic implementation is characterized by a greater implementation speed. For example, many sports cars produced by Ferrari and Maserati are equipped with the hydraulic implementation of Magneti Marelli, while smart cars have electric actuators.

Usually this type of gearbox is associated with a double operating mode: manual or automatic. In the fully automatic mode, the control unit also takes charge of the decision of the change changes. In the manual mode it is the driver who chooses the relationship to be inserted through a lever similar to the traditional one or with buttons or palettes (Paddles ^[2] ) placed on the wheel (gaily called “levers”).

The robotic gearbox, in its current version, was introduced in the mid -90s. There are many car manufacturers who have adopted it, for example Alfa Romeo, Ferrari, Citroën, Smart and others. Usually it is proposed in special versions of existing models with completely manual gearbox to offer customers a feeling of greater sportiness by simulating the guide of the Formula 1 single -seater, as well as greater practicality since the clutch pedal is not present.

It is also widespread by the experts, the simplification of robotic gearbox in automatic exchange: in reality, even if superficially it seems two similar modalities (especially for the user), technologically have different structure and operation ^[3] .

Among the advantages there are:

• Greater practicality and ease of learning than manual changes
• Greater economy than traditional automatic changes with torque converter, mainly due to the fact of sharing most of the mechanics with manual changes, already produced in large series.
• Operation similar to a traditional manual gearbox, since there are no typical automatic changes with torque converter or engine speed fluctuations of the continuous gearbox (CVT).

Among the disadvantages there are:

• Less reliability compared to the manual gearbox without electronics and actuators.
• Greater cost than the simple manual.
• Interruption of the driving torque transmitted during the gear change phase. For many drivers, the functioning of the robotic gearbox is annoying when the interruption of torque is automatically controlled by the control logic, while it is instead completely normal when they are themselves released the accelerator to carry out the gear gear maneuver with the manual gearbox . This phenomenon is accentuated as the torque grows transmitted to the drive wheels, therefore it grows with the power of the engine and is maximum in the first-second change with the accelerator pedal pressed to the maximum. To remedy this phenomenon, the designers offer various types of changes to the transmission and the greatest success was obtained from the dual clutch gearbox in which the equal gears and the odd gears are grafted on a different primary tree and connected to each of the two frictions. The management logic grafts the upper gear in advance and the gearbox is made simply by changing a clutch and simultaneously grafting the other. All this takes place in a lesser time and with greater fluidity.

RECEIVE:

• Consumption, the mechanical performance is identical to the manual gearbox and the differences are linked to the automatic logic of selection of gears. Manufacturers often implement an economic, selectable mode, which favors the use of long gears. A skilled and attentive driver manages to obtain better consumption with a manual transmission or with a robotic in manual mode, while the automatic mode changes the gears according to a logic that takes into account efficiency, resulting for most people, clearly more park in terms of consumption.
• A similar discourse applies to acceleration performance: a good driver easily manages to change faster and above all to shoot from a detention with a manual transmission, however, using clutch and synchronizers. The robotic (like the automatic) allows everyone to obtain in acceleration of the performance of little lower, simply by pressing the accelerator at tablet and with a reasonable respect for the mechanics.