DSG - Direct Shift GearboxPresented by Dr William (Bill) Henney PhD F.I.M.I We will look at the 6 and 7 speed variants Designators6 Speed 02E7 Speed 0AM6 Speed Honda Motor Cycle Transmission DSG - Direct Shift Gearbox 4x4 The New Audi TT with DSG Direct-shift gearbox 02EAudi works designation : DSG 250Volkswagen works designation : DQ 250 twin clutch gearbox Direct-shift gearbox 02EWeight : 94 Kg approx FWD – 109 Kg approx 4WDOperating Mode : 6 Speed Automatic and TiptronicOil volume : 7.2 Litres DSG Oil G052 182 Direct-shift gearbox 02EThe DSG was developed by Borg Warner for the Volkswagen Group and has been in production since July 2003. It is available in cars like the Pole,Passat, Golf, Touran and Jetta. It is also fitted to the new Audi TT and Audi A3, but Audi refer to it as the S-tronic.The Bugatti Veryon uses a specially up rated version of the DSG. It is also expected that Lamborghini may introduce DSG-equipped cars soon. Direct-shift gearbox 02EIn principle, the twin clutch gearbox takes the form of two fully functioning manual gearboxes, connected in parallel, with a shared differential (2 gearboxes in one housing)The engine torque is divided between the part gearboxes via two clutches. One part gearbox selects the even gears and the other the uneven gears.Each gear is allocated to a conventional synchroniser and selector of a manual gearbox as are used in VW manual gearboxes.The selector units can change gear independently of each other. This means that the requirement for unrestricted gear selection can be fulfilled. This includes from even to even and uneven to uneven gears Direct-shift gearbox 02EPut another way.It uses two computer controlled clutches. The outer clutch pack drives gears 1, 3 and 5 as well as reverse gear. The inner clutch pack drives 2nd, 4th and 6th gear. Each clutch pack is comprised of 4 smaller clutch disc instead of the normal single large plate found in most gearboxes. This system allows extremely precise shifting that requires only 8 milliseconds thanks to gear pre-selection. For example, while you are in 2nd gear, 3rd gear is pre-selected to cut down on shifting time. TimeSpeedConventional manualDSGThis graph shows the improvement that DSG offers over a conventional manual transmission. The DSG is currently the fastest shifting automated manual gearbox available.Here are some comparisons.Volkswagen DSG (Golf GTI) 8Ms.BMW SMG II (M3 E46) 80Ms.Ferrari F1 (Maserati 4200GT) 80Ms. Ferrari F1 (360 F1) 150Ms.Ferrari F1 (Enzo) 150Ms.Ferrari F1 (575M) 220Ms.BMW SMG (M3 E36) 220Ms.Aston Martin Vanquish 250Ms.BMW SSG (3-series) 250Ms.Alfa Selespeed (156 Selespeed) 700Ms. DSG - Direct Shift GearboxMulti-plate clutchOil Pressure FilterMechatronicsOil PumpOil Cooler Diagram Showing Principle of OperationTransmission unit 2Multi-plate clutch K2Engine torqueMulti-plate clutch K1Transmission unit 1 K22nd 4th 6th K11st 3rd 5th Rev The Twin Clutch System Setting up the clutch Outer plate carrier K2Outer plate carrier K1Dual mass flywheelInput hubDrive PlateMain hub Diaphragm SpringInput shaft 1Oil pressure chamber K1Plunger 1Inner plate carrier K1Outer plate carrier K1Clutch K1 Oil pressure chamber K2Plunger 2Clutch K2Inner plate carrier K2Coil SpringInput shaft 2 The engine torque is transmitted to the input shafts from multi-plate clutches K1 and K2Input shaft 2Input shaft 2 is shown in relation to the installation position of input shaft 1Input shaft 1Input shaft 2Pulse wheel2nd gear4th/6th gearInput Shafts Input Shaft 1Pulse wheel5th Gear3rd Gear1st/Rev Gear 1st Gear3rd Gear4th Gear2nd GearOutput shaft gearLocking collarInput shaftsInstallation position in gearboxOutput Shaft 1 Output Shaft 2Pulse wheel for G195 & G1965th Gear6th GearReverse GearOutput shaft gearInstallation position in gearbox 1st Gear Power flow1st GearK1 ClutchInput shaft 1Output shaft 1Differential 2nd Gear Power flow2nd GearK2 ClutchInput shaft 2Output shaft 1Differential 3rd Gear Power flow3rd GearK1 ClutchInput shaft 1Output shaft 1Differential 4th Gear Power flow4th GearK2 ClutchInput shaft 2Output shaft 1Differential 5th Gear Power flow5th GearK1 ClutchInput shaft 1Output shaft 2Differential 6th Gear Power flow6th GearK2 ClutchInput shaft 2Output shaft 2Differential Reverse Gear Power flowReverse GearK1 ClutchInput shaft 1Reverse shaftOutput shaft 2Differential Selector LeverControl UnitHall Effect SensorsSelector lever sensors controlHall Effect Sensors for Tiptronic control Valve Body & Mechatronics N91N90N89N92Once the printed circuit is removed, the gear actuator valves N89, N90 and N91 become visible Solenoid Activation ChartSolenoid Activation ChartN88N88N89N89N90N90N91N91EPCEPCN217N217EPCEPCN215N215K1K1EPCEPCN216N216K2K2N92N92MultiplexerMultiplexer1 1ststX X* *X X2 2ndndX X* *X XX X3 3rdrdX X* *X X4 4ththX X* *X XX X5 5ththX X* *X XX X6 6ththX X* *X XRevRevX X* *X XN NX X* * Valve LayoutMultiplexer ValveClutch Cooling ValvePressure Reg ValveN233 Safety ValveN371 Safety Valve N371 DamperCooler DamperN233 DamperValve Damper Layout G193 Pressure Sender 1G194 Pressure Sender 2Steel Ball & SeatsFiltersLocations Solenoid LocationsN217 – Line Pressure Control N216 – K2 Pressure Control N215 – K1 Pressure Control N371 – 6th Gear Pressure Control N91 – No.4 Gear Actuator N90 – No.3 Gear Actuator N218 – 4th Gear Pressure Control Pressure Relief Valve N233 – 5th Gear Pressure Control N92 MultiplexerN89 – No.2 Gear Actuator N88 – No.1 Gear Actuator Electro-Hydraulic Control Unit N218N215N216N371N88N233N92N217Printed CircuitPressure Relief Solenoid DetailsN215 Pressure Control No.1 – Normally Low Pressure 5 Ohm approx solenoid – Regulates pressure to the No.1 Clutch. Influenced by engine torque. Failure could cause premature failure of the clutch. Failure in the on position will cause engine stall at a stop.N216 Pressure Control No.2 – Normally Low Pressure 5 Ohm approx solenoid – Regulates pressure to the No.2 Clutch. Influenced by engine torque. Failure could cause premature failure of the clutch. Failure in the on position will cause engine stall at a stop.N217 Pressure Control No.3 – Normally Applied 5 Ohm solenoid – Regulates main line pressure. Engine RPM and engine temperature are used to adjust pressure. If the solenoid fails, shut down occurs and maximum pressure maintained.N218 Pressure Control No.4 – Normally Applied 5 Ohm solenoid – Regulates cooling oil to both clutches. The clutch oil temperature sender G509 acts on this solenoid. Failure in the minimum volume position will cause the clutches to over heat. Failure in the maximum volume position will cause difficult gear engagement at cold ambient temperatures.N233Pressure Control No.5 – Normally Applied 5 Ohm solenoid – A safety solenoid that isolates section 1 of the gear train so gears are not available from that section . During failure only 2nd gear is available.N371Pressure Control No.6 – Normally Applied 5 Ohm solenoid – A safety solenoid that isolates section 2 of the gear train so gears are not available from that section. During failure only 1st and 3rd gears are available. N88 No.1 gear actuator – N.C. ON/OFF 8 Ohms approx solenoid – Allows pressure to 1st and 5th gear actuators.N89 No.2 gear actuator – N.C. ON/OFF 8 Ohms approx solenoid – Allows pressure to 3rd and “N” gear actuators.N90 No.3 gear actuator – N.C. ON/OFF 8 Ohms approx solenoid – Allows pressure to 2nd and 6th gear actuators.N91 No.4 gear actuator – N.C. ON/OFF 8 Ohms approx solenoid – Allows pressure to 4th and “R” gear actuators.N92 No.5 Multiplexer Solenoid – N.C. ON/OFF 15-20 Ohms approx solenoid – Used to stroke the Multiplexer valve in the valve body to allow a gear actuator to select different gears.Solenoid Details G502 – Input Sender No.2G501 – Input Sender No.1 Input Sender G182 G195 and G196 Output Shaft Sender Travel SendersA permanent magnet is fitted to each selector fork. The magnet allows the travel sensor in the mechatronics to detect the precise position of the selector fork.Magnetic Travel Senders Travel SendersSelector Rollers Mechatronic Hall Effect SensorsG501 – Input shaft SensorG502 – Input SensorG490- Travel SensorG488 - Travel SensorG487 - Travel SensorG489 - Travel SensorG195 and G196 Output Sensors Oil Pump An internal gear crescent pump is used for the actuation of hydraulic components. It allows a maximum output of 100 litres per minute and a main pressure of 20 bar.The oil pump supplies the multi-plate clutches, the clutch cooling, gear selection hydraulics and gear wheel lubrication. Oil Pump CrescentPressure sideSuction sideReturn to suction side Oil Pump The following damage situation are known to dateMechatronicsPlated through holes interrupted – Caused by excessive voltage.Gear selector defective – A ball from the guide sleeve 5th/Neutral was stuck on the solenoid. Syncroniser ring for 6th destroyed.Oil Pump NoisesNoise at 1000rpm – Toothing of oil pump shaft – Replace oil pumpPulsation noise in all gears between 4000 rpm & 6000 rpm – Check fluid level or replace oil pump.Oil LeaksOil leaking from cooler – Replace seal on cooler and check for casing pores on mating surface.Clutch cover sealing ring split.Twin clutchCreep and judder, defective splash oil compensation, delayed automatic up shifts – replace twin clutchEmergency operation activatedVehicle goes into emergency mode when cornering – caused by low oil levelClutch adaptationClutch adaptation must be carried out after any repairs via V.A.G. Diagnostics Valve Body Layout Valve Body Layout Bearing Race Problem The following damage situation are known to dateMechatronicsPlated through holes interrupted – Caused by excessive voltage.Gear selector defective – A ball from the guide sleeve 5th/Neutral was stuck on the solenoid. Synchroniser ring for 6th destroyed.Oil Pump NoisesNoise at 1000rpm – Toothing of oil pump shaft – Replace oil pumpPulsation noise in all gears between 4000 rpm & 6000 rpm – Check fluid level or replace oil pump.Oil LeaksOil leaking from cooler – Replace seal on cooler and check for casing pores on mating surface.Clutch cover sealing ring split.Twin clutchCreep and judder, defective splash oil compensation, delayed automatic up shifts – replace twin clutchEmergency operation activatedVehicle goes into emergency mode when cornering – caused by low oil levelClutch adaptationClutch adaptation must be carried out after any repairs via V.A.G. Diagnostics Twin Clutch Adjustment ProcedureFit Clutch with a 2mm Circlip from VW # 02E 398 321 0.12mm (Inner shaft reading)- 0.04mm (Outer shaft reading)+1.85mm (Standard measurement)= 1.93mm ( Fit 1.90mm circlip )Note : Always select the nearest lower available circlip. Never fit a thicker one. The most common concern with the DSG is DTC The most common concern with the DSG is DTC 19143 (Unexpected Implausible Gear)19143 (Unexpected Implausible Gear)This transmission is fundamentally a Manual Gearbox This transmission is fundamentally a Manual Gearbox controlled by sophisticated electronicscontrolled by sophisticated electronicsDebris created from normal wear collects on the Debris created from normal wear collects on the magnetised rings and travel senders. magnetised rings and travel senders. This confuses the Mechatronic as it cannot read which This confuses the Mechatronic as it cannot read which gear it should be in.gear it should be in.A simple strip and clean of this transmission can be all A simple strip and clean of this transmission can be all that is required.that is required.$ $ $ $ $$ $ $ $ $ Shock the splined casing bolts before attempting to Shock the splined casing bolts before attempting to remove as they damage very easy. remove as they damage very easy. Re-assembly Tips Oil Spray Lubrication and Cooling Pipe Use guide pins to locate the lubrication pipe into the top case when assembling Heat casing to slide over bearing Locate Bearing in Front Housing Retain with Circlip Retaining Circlip K1 Clutch PackK2 Clutch Pack Twin Clutch Fit Twin Clutch into Housing Fit Circlip to close the Clutch Fitting the Front Cover Use Seal-e-Zee and the Cone System Retain cover in casing with circlip Now we will look at the 7 Speed0AM •Modular design•Dry Double Clutch•7 Gears on 4 Shafts•Oil Pump driven subject to requirements•No Heat ExchangerDesign Features Designation 0AM•Weight Approx. 70 kg including clutch•Torque 250 Nm•Gears 7 forwards gears, 1 reverse gear•Spread 8.1•Operating mode Automatic and Tiptronic •Gearbox oil volume 1.7l - G 052 171•Mechatronic unit oil volume 1.0l central hydraulic/power steering box oil G 004 000 Fitted to these Vehicles•VW Polo•VW Golf 5•VW Golf Plus•VW Touran•VW Jetta•VW Passat•Audi A3•Skoda Octavia Block Diagram Oil Circuits§This DSG has 2 Separate Oil Circuits.§Mechanical Oil Circuit§Mechatronic Oil Circuit Identification Electrically Driven PumpOperational pressure is 70 BarBrushless DC motorWhen Pressure reached 70 Bar, Motor turns off Solenoid Function Pressure Control Gear Selector Solenoid Valves K1 and K2 Clutch Solenoid ActuatorsNo Current condition = Clutch Open Selector Fork Identification Clutch Actuators Via the Mechatronic UnitN435 ValveN439 Valve Pressure Accumulator supplies pressure when motor is not energisedMotorPump Torque Input Oil Specification§Gearbox oil. 1.7L G 052 171§Mechatronic Oil. 1.1L G 004 000 Central hydraulic/power steering box Oil. Honda§New Business opportunity§From the DN-01 §HFT ‘Human Friendly Transmission§Is a CVT§New 6 Speed DCT (DSG) 3 Operating Modes.•D- Mode. Regular Driving•S- Mode. Sport Driving•M- Mode for Manual Driving.•Full Mechatronic Control The EndThank You 。