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DSG GEARBOX
(DIRECT SHIFT GEARBOX)
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DESCRIPTION.
Automatic transmission systems with the launch of this dual-clutch automatic
gearbox (double gearing, DSG). It uses a sequential automatic gearbox and the
driving pleasure of a six-speed manual gearbox. The complex mechanical-
electronic control unit (Mechatronic) was developed, which has made possible
the use of the DSG in some models such as the VW Golf or Touran.
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A significant feature that differentiates the DSG from conventional
automatic transmissions is that the new system does not use the
torque converter.
The DSG gearbox has significant advantages in terms of performance
and fuel economy. With identical acceleration and top speed, it shifts
as smoothly as the automatic transmission and, additionally, the gears
can be changed manually through the Tiptronic function. . Acceleration
times are shorter than those obtained with the manual gearbox.
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CHARACTERISTICS.
The gearbox (mounted transversely) is the two clutches in an
oil bath, with hydraulic pressure control. Clutch 1 (K1) moves
the odd gears, plus reverse, and clutch 2 (K2) the even gears.
Therefore, for all purposes, we must speak of two parallel
gearboxes. The two clutches with input and output shafts are
managed by “Mechatronic”, an intelligent hydraulic and
electronic control.
This interconnection allows the next gear to always be
engaged and ready to be engaged immediately.
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As an example, while the car is driving in third gear, fourth gear is
already engaged, although not activated. As soon as the gear
range is reached, the third gear clutch opens, while the other
closes, activating fourth gear. The process of opening and closing
the clutches is completely coincident, which produces the direct
and smooth change already mentioned. This entire process is
carried out in hundredths of a second.
The specific characteristics of the DSG automatic transmission are:
•Six forward gears and one reverse gear.
•Normal driving program «D», sport driving program «S», as well
as Tiptronic switch on the selector lever and steering wheel
(option).
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•Mechatronic – an electronic and electrohydraulic control unit constitutes a single
unit housed in the transmission •Hillholder function; If the vehicle stopped with
the brake applied only slightly tends to move, the system increases the pressure in
the clutch and holds the vehicle stationary •Slow leak creep regulation; allows the
vehicle to move in "creep", for example when parking without pressing the
accelerator
•An emergency driving program. With the emergency function and depending on
the type of failure that has occurred, you can only drive in 1st and 3rd gears or only
in 2nd gear.
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TECHNICAL DATA
Designation DSG 02E (DSG automatic transmission)
Clutch two multi-disc wet clutches
maximum torque 350 Nm (depending on engine)
Marches six forward gears and one reverse gear
implemented (all synchronized)
Automatic and Tiptronic
Operating modes
Oil capacity 7.2L; DSG oil specification G052 182
approx. 94 kg for front-wheel drive; 109
Weight approx.
kg for 4motion traction
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CONCEPTUAL PRINCIPLE
The DSG automatic transmission essentially consists of two
independent partial transmissions. Each partial transmission is
structured as if it were a manual transmission, as far as its
operation is concerned. Each partial transmission is assigned a
multi-plate clutch. Both multi-disc clutches work on oil from the
DSG transmission itself. The Mechatronic system is responsible
for opening and closing the clutches in a regulated manner,
depending on the gear to be engaged.
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With the multi-plate clutch K1, the power flow of the 1st, 3rd, 5th and reverse gears (MA) is
connected. The power transmission of 2nd, 4th and 6th gears is connected by means of the
multi-plate clutch K2.
Basically there is always power drag in one of the partial transmissions, while in the other the
next gear is already preselected, but still with the clutch open for the gear in question.
Each gear is assigned a conventional synchronization and control unit equivalent to that of a
manual transmission.
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TORQUE INPUT
The engine torque is transmitted through a dual-mass flywheel through a spline
to the double clutch input hub. This is connected to the main hub of the multi-
disc clutch K1 through its external multi-disc support. The external multi-disc
support of the K2 clutch is also in force communication with the main hub.
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From the double clutch, the torque is transmitted, depending on the gear
in action, either to primary shaft 1 or 2, and from there it passes to the
corresponding secondary shaft (1 or 2).
The coaxial implantation of the primary shafts and the mixed distribution
of even and odd gears on both secondary shafts enables a very compact
construction and minimization of weight.
The two secondary shafts transmit, with different transmission ratios,
the torque to the cylindrical pinion of the final drive and from there to the
differential, as well as, in the quattro versions, to the pair of bevel gears
and from there to the wheels. rear.
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MULTI-DISC CLUTCHES
Engine torque passes through a spline in the dual-mass flywheel to the dual-
clutch input hub. The input hub is welded to the drive disc. The drive disc is
integral with the external disc holder K1 and thus includes the engine torque in
the double clutch.
The outer disc holder K1 and the outer disc holder K2 are both welded to the
main hub, by virtue of which they are always in force drive.
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The engine torque enters both clutches through the
corresponding outer plate holder and is transmitted to the inner
plate holder of the clutch that has power transmission.
The inner disc holder K1 is integral with the input shaft 1 and
the inner disc holder K2 is integral with the input shaft 2.
Because clutch K1 is used as a clutch for the starting phase in
1st gear and reverse gear, it is subjected to more intense
stresses than clutch K2. For this reason, the design of the
double clutch has been planned so that the K1 clutch is the
external one. This allows it to have a larger diameter and be
able to transmit higher torque and power.
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FEATURES OF THE DOUBLE CLUTCH
• By max. 350Nm
• Max. clamping pressure 10 bars
• Max. friction power. 70 kW
• Max. cooling oil flow rate 20 l/min
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TREES IN THE BOX DSG SE
DISTRIBUTE IN THE FOLLOWING WAY
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TORQUE TRANSMISSION IN THE VEHICLE
The engine torque is transmitted through the DSG automatic
transmission and from here in the front-wheel drive versions, the
driveshafts transmit the torque to the front wheels. In the case of
all-wheel drive versions, the torque is retransmitted through an
additional angular gear to the rear axle.
A cardan shaft transmits the torque to the Haldex clutch. A
differential group for the axle is integrated into this rear final group.
rear.
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FLOW OF FORCE IN THE DIFFERENT
GEARS
The transmission of torque in the gearbox is carried out either through the outer clutch
K1 or through the inner clutch K2.
Each clutch drives a primary shaft.
• Input shaft 1 (inner) is driven by clutch K1. • Input shaft 2 (outer)
is driven by clutch K2.
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The transmission of force to the differential group is carried out through:
• Secondary shaft 1 for 1st, 2nd, 3rd, 4th gears • Secondary
shaft 2 for 5th, 6th and reverse gears.
Reversing the direction of rotation for "reverse" is carried out by means of the
reversing shaft.
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GEARBOX CONTROL
The selector lever is operated in the same way as that of a vehicle with automatic
transmission. The DSG transmission also offers the possibility of changing gears
with the Tiptronic system.
As is known in automatic vehicles, the selector lever has locks and the ignition
key anti-extraction lock. The function of the locks is the same as what is known
until now.
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The selector lever can adopt the following positions:
• P - Parking: to remove the lever from this position, the ignition
must be "on" and the brake pedal must be depressed. Apart from
this, you have to press the unlock key on the selector lever.
• R - Reverse: to select reverse gear you must press the
unlocking.
• N - Neutral: the transmission is in neutral when the lever is in this
position. If the selector lever is in this position for a relatively
long time, you must depress the brake pedal again to remove
it from the position.
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• D - Drive: in this position (drive = normal driving) the forward gears are changed
automatically. • S - Sport: automatic gear selection is carried
out according to a characteristic curve for “sporty” gears, implemented in the
control unit. • + and –: Tiptronic functions can be executed with the steering
wheel paddles when the selector lever is in the right-hand
selection track.
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The selector lever is made up of the following components:
• Control unit for selector lever sensor system J587
Using Hall sensors in the selector lever housing, the position of the selector lever
is detected and the corresponding signals are transmitted to the Mechatronic system
via the CAN-Bus.
• Electromagnet to lock the selector lever N110
The electromagnet locks the selector lever in the "P" and "N" positions. The electromagnet
functions are managed by the selector lever sensor system control unit J587.
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• Selector lever switch locked in position «P»
F319.
If the selector lever is in position "P", the switch
transmits the signal "selector lever in position P"
to the steering column electronics control unit J527.
The control unit needs this signal to manage the anti-
extraction lock of the ignition key.
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The selector lever sensor system:
• Determines all positions of the selector lever for shifting
management.
• Manages the light diodes on the gear shift knob cover or on the indicator unit.
• Manages the electromagnet to lock the selector lever N110,
• Communicates all information through the Traction CAN to the J743 Mechatronic
control unit.
There is no mechanical communication between the gear shift
control and the Mechatronic system. There is talk of a "shift by
wire" (control by electric cable). As mentioned, the control
cable from the selector lever to the gearbox is only used to operate
the parking lock.
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MECATRONIC.
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MECATRONIC.
The Mechatronic module is housed in the transmission, bathed in DSG oil. It
consists of an electronic control unit and an electrohydraulic control unit.
The J743 control unit is the control center of the Mechatronic. All the information
needed for the operation of the transmission and the surrounding systems
converges and is analyzed in J743 and is forwarded from there. J743 generates
the output signals for the actuators inside and outside the gearbox.
Communication with the peripherals is mostly done through the CANTraction.
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To monitor the temperature of the transmission oil, two thermo
sensors (G93/G510) are installed in the transmission control
unit . They measure the temperature directly on components
exposed to the risk of high temperatures. There are twelve
sensors in this compact unit. Only two sensors are arranged
outside the Mechatronic.
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The Mechatronic manages, regulates and executes the following functions:
• Adaptation of the oil pressure in the hydraulic system to the requirements and needs
in question • Double clutch regulation • Clutch cooling
regulation • Selection of shift points • Gear
change cycles • Communication with other units control •
Emergency gear program • Self-diagnosis
The Mechatronic control unit memorizes
(self-adapts) the positions of the clutches, the positions of
the shift actuators when a gear is engaged, and
does the same with
the main pressure.
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The advantages of this compact unit are:
• Most of the sensors are integrated. • The electric actuators are housed
directly in the Mechatronic.
• The electrical interfaces required on the vehicle side are
established through a central connector.
With these measures, the number of connectors and cables is reduced. This means greater
electrical reliability and lower weight. But this also places maximum thermal and mechanical
loads on the control unit. Temperatures that can occur from –40 °C to +150 °C, as well as
mechanical oscillations of up to 33 g, must not affect the system's ability to operate in
circulation.
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ELECTROHYDRAULIC CONTROL UNIT
The electrohydraulic control unit is integrated into the Mechatronic
module. This control unit includes all the solenoid valves,
pressure regulating valves, as well as the hydraulic slide valves
and multiplexers.
There is also a discharge valve in the hydraulic module. Prevents
the pressure from rising to magnitudes capable of causing
damage to the hydraulic gate valve.
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Depending on the function assigned to the valves, they have different switching
characteristics.
A distinction is made
between: • «Yes/No» switching valves and •
Modulating valves.
After removing the printed circuit board , valves N89, N90 and N91 for the shift
actuators are visible .
The "Yes/No" switching valves include:
• The shift actuator valves and • The multiplexer
slide valve.
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Modulating valves include:
• The main pressure valve •
The cooling oil valve • The clutch
valves and • The safety
valves.
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OIL CIRCUIT
The DSG has a common oil circuit for all gearbox functions. The circuit contains a total
of 7.2 l of oil.
The oil must satisfy the following requirements:
ÿ Ensure the regulation of clutches and management
hydraulics.
ÿ Have a stable viscosity over the entire temperature range. ÿ Resist high level
mechanical loads.
ÿ Do not allow foaming.
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The functions assigned to this oil are:
ÿ Lubrication/cooling of the double clutch, of the wheels
gears, shafts, bearings and synchronizers.
ÿ Control of the double clutch and the pistons for the clutch actuators.
change.
An oil radiator, subjected to the flow of engine coolant , ensures that the
oil temperature does not exceed 135 °C.
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ELECTRONIC MANAGEMENT OF THE
CHANGE
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SENSORS
In the same Mechatronic control unit there are twelve sensors, only
two sensors are arranged outside the unit.
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INPUT RPM SENSOR
G182 CHANGE
This sensor is plugged into the gearbox housing. It is responsible for electronically
scanning the outside of the double clutch and thus detects the gearbox input
speed. The gearbox input speed is identical to the engine speed.
The speed sensor works according to the Hall principle. The G509 sensor is also
housed in the housing of this sensor . Both sensors are connected to the
Mechatronic through electrical cables.
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Application of signals.
The signals from the gearbox input sensor are used as input magnitude
to calculate the slippage of the multi-plate clutches. For this calculation,
the control unit also needs the signals from sensors G501 and G502. By
knowing the clutch slippage, the control unit can more accurately manage
the opening and closing of the clutches. If the signal is absent, the control
unit uses the engine speed as a substitute signal, coming from the CAN-
Bus.
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PRIMARY SHAFT SPEED SENSOR 1
G501 AND PRIMARY SHAFT SPEED
SENSOR 2 G502.
Both sensors are installed in the Mechatronic. The sensor
speed G501 detects the speed of input shaft 1. The sensor
speed G502 detects the number of turns of the primary shaft
2.Both sensors are Hall versions.
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To detect the rpm, each sensor scans a pulse generating wheel on
the corresponding shaft. The generating wheel consists of a piece
of sheet metal, which has a rubber-metal layer. This layer constitutes
small magnets around the entire circumference, with their
corresponding north and south polarities.
Between each magnet there is a spacer opening.
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Application of signals.
In combination with the gearbox input speed signal, the control unit calculates the output
speeds of the multi-plate clutches K1 and K2 and thus detects clutch slippage. With the help
of slip, the control unit detects the open and closed state of the clutches.
This signal is also used to know which gear is engaged. In combination
with the signals from the speed sensors at the gearbox output, the control
unit detects whether the correct gear is engaged.
Both sensors are offset from each other and housed in the same housing. In this way, two
signals are generated that are offset from each other. If the signal from sensor G195 has a
dominant “high” level, the signal from sensor G196 still has a recessive “low” level.
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SPEED SENSOR AT THE GEARBOX OUTPUT
G195 AND SPEED SENSOR 2 AT THE GEARBOX
OUTPUT G196.
Both sensors are located in the Mechatronic and are linked together.
indivisible form to the control unit. Just like everyone else
speed sensors in this change, these are Hall sensors.
The two sensors scan the same pulse generating wheel
in secondary tree 2.
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Application of signals.
With the help of these input signals, the control unit detects the speed and direction
of travel of the vehicle. The direction of travel is detected by mutually offset signals.
If the direction of travel is reversed, the signals enter the control unit in reverse order.
If these signals are absent, the control unit uses the travel speed
and direction signals from the ABS control unit.
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SENSOR 1 G193 AND SENSOR 2 G194 FOR
HYDRAULIC PRESSURE.
Both pressure sensors are located in the electro-hydraulic control
unit of the Mechatronic. Sensor 1 G193 is exposed to the same
pressure that acts on the multi-plate clutch K1.
The pressure of the multi-plate clutch K2 in turn acts on sensor
2G194.
With the help of these signals, the electronic control unit for
Mechatronic detects the hydraulic pressure acting on each
multi-plate clutch. The exact hydraulic pressure is a necessary
data so that the control unit can regulate the multi-disc
clutches.
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Functioning.
The pressure sensor consists of a pair of parallel plates that
conduct electrical current. The upper plate is fixed to a ceramic
diaphragm, which buckles depending on pressure variations. The other
plate is rigidly connected to a ceramic substrate.
It does not react to pressure variations. As the pressure varies, the
upper diaphragm buckles and changes the distance between the
plates. In this way, a reliable signal is generated, the magnitude of
which depends on the oil pressure.
If a pressure signal is absent or if pressure is not generated, the
corresponding branch of the transmission is deactivated. In this case, the
transmission can only operate in 1st and 3rd gears or in 2nd gear.
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GEARBOX OIL TEMPERATURE SENSOR, SUBJECT
TO THE G509 MULTI-DISC CLUTCH.
This sensor is located in the same housing as the gearbox
input speed sensor G182. Measures the temperature of
the DSG oil coming out of the multi-disc clutches. Because
the oil is subjected to intense thermal loads in multi-
disc clutches, it has the highest temperature at this point of
the shift. After analyzing the signals from the temperature
sensor G509, the control unit regulates the amount of cooling
oil for the clutches and implements other measures to protect
the transmission.
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This sensor is designed so that it can measure temperatures very
quickly and accurately. It works within a temperature range
between –55 °C and +180 °C.
If the signal is absent, the control unit uses the signals from
sensors G93 and G510, using them as substitute signals.
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G93 GEARBOX OIL TEMPERATURE SENSOR
AND TEMPERATURE SENSOR IN THE G510
CONTROL UNIT.
Both sensors are located directly in the Mechatronic. The Mechatronic is in a continuous
DSG oil bath, which heats it up. An intense increase in temperature can affect the
operation of the electronics.
Both sensors measure temperature directly on components at risk of damage from
excessive heat.
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In this way, appropriate measures can be implemented in a timely manner to reduce
the oil temperature and prevent excessive heating of the Mechatronic.
If the gearbox oil reaches temperatures above 138°C,
Mechatronic causes a reduction in the torque supplied by the
engine. At temperatures above 145 °C, pressurized oil is no
longer supplied to the multi-disc clutches, causing them to open.
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TRAVEL SENSORS 1 TO 4 G487, G488,
G489, G490 FOR SHIFT ACTUATORS.
The travel sensors are housed in the Mechatronic. They are Hall effect sensors.
In combination with the magnets in the shift forks they generate a signal,
through which the control unit detects the positions of the shift actuators.
Knowing the exact position, the control unit applies oil pressure to the shift
actuators to engage the corresponding gears. If a travel sensor stops supplying
signals, the affected branch of the shift is deactivated.
In this case, the gears of the affected branch can no longer be used.
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Each travel sensor is responsible for monitoring the position of
a shift actuator (a shift fork), with which two different gears can
be activated:
ÿ G487 for 1st/3rd gears ÿ
G488 for 2nd/4th gears ÿ
G489 for 6th/reverse gears ÿ
G490 for 5th gear and position N.
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