How to properly handle the DSG gearbox. Why are DSG boxes dying? ZR research

Five to ten years ago Volkswagen models We were considered exemplary reliable. This, however, is all thanks to the experience of the 90s and early 2000s with the massive import of truly reliable Golf, Jetta and Passat. They were not “indestructible” at all, but in general the stereotypes of reality more or less corresponded.

The situation has changed noticeably with the emergence of model range companies TSI motors(about which we just recently) and preselective “robots” DSG. The scale of public opinion gradually began to tilt in the opposite direction. This opinion is an inertial thing, and at first the problems of new power units and transmissions were simply not recognized, especially since a fair portion of the “fans” drove cars of previous generations without these troubles. The unfortunate owner of a problematic car was faced not only with very harsh accusations from “warranty engineers” and other official structures for “not correct operation”, but also with public censure on specialized resources on the Internet.

In general, the arguments of the officials and the “social activists” were approximately the same: the owner of the lil wrong oil and the wrong gas and drove incorrectly. In those rare cases when the oil was always strictly “original”, the gasoline was from an ideal supplier, and the driver’s moral qualities and Nordic character were beyond suspicion, public opinion was inclined to believe that this was an accidental marriage and that it “happens” in general.

Meanwhile, the number of cases increased. More and more owners of new cars with new engines and low mileage found themselves in a situation where engine or transmission repairs were required. It has become impossible to keep silent, let alone blame the car owners themselves for the problems.

By the beginning of the 10s, public opinion had collapsed. Of all the configurations, the simplest ones were declared to be the only correct ones, with classic Aisin hydromechanical automatic transmissions and naturally aspirated engines, without direct injection and turbocharging. Prices for cars with DSG and TSI engines on secondary market began to noticeably lag not only from the price of cars with “regular” automatic transmissions, but also from cars with manual transmissions and simple 1.6 MPI. The fear of “downsizing” gave rise to a funny effect: they bought from us in large quantities Skoda Octavia with a 1.8 TSI engine, fortunately the price difference with the 1.4 TSI was small, and in addition they had an Aisin automatic transmission.

Analysis of prices on the secondary market clearly shows that DSG is unnecessarily demonized, cars with such automatic transmission sometimes cost 100-150 thousand rubles cheaper than similar cars with Aisin TF60SC, and even cars with a fairly reliable six-speed DSQ DQ250 are not more expensive than cars with manual transmission .

But enough digressions. Let's take a closer look at the breakdown features of the most widespread and cheapest DSG gearbox of the DQ200 series and try to answer a simple question - is it possible to buy a car with it now?

Patient portrait

First, about the subject of conversation. As practice shows, most of the participants in discussions simply do not know what the unit is called, and even more so, how it works. The automatic transmission of the DQ200 series, also known as 0AM/0CW and the related 0CG gearbox for hybrids, includes quite a lot of transmissions for transverse engines with different gear ratios and buildings.

All these gearboxes are seven-speed, with dry normally open clutches in a single unit. The complex design of the coaxial clutches was developed in collaboration with the Luk company: in fact, the original set was supplied by them. The design uses pure mechanical system compensation for clutch wear, but it is not the main one. The box works with a dual-mass flywheel, which itself is a part with a limited resource.

Operating pressure of the accumulator

The mechanical part of the box has a separate oil bath in which the differential operates. The mechatronics unit is located in the front of the box and can be replaced without removing the entire unit. The system has a hydraulic drive of all four gear shift rods and both clutch release rods. The oil pump is electrically driven. The mechatronics also includes a hydraulic accumulator with a working pressure of 50-75 bar. The DQ200 is almost completely independent from the rest of the car's electrical system; it even has its own crankshaft speed sensor.

The design is designed for engines with a torque of up to 250 Nm, but in practice it can withstand as much as 350 Nm and even a little higher. The unit is designed specifically for use with small powerful motors as a transmission with maximum efficiency and a large dynamic range.

In practice, this means that the box works perfectly with 80 hp engines. and 125 Nm of torque, as well as with 1.4 and 1.8 TSI engines, which produce 250 Nm at peak. Of course, with more powerful engines, the load on the mechanical part of the automatic transmission is somewhat higher, but unlike classic hydromechanical automatic transmissions, the load on the mechatronics does not directly depend on the transmitted torque.

The gearbox is essentially mechanical, but has a composite input shaft and two secondary ones. The gears are engaged using clutches, like conventional manual transmissions. In such a design, it seems that everything should be reliable if the bearings can withstand it, but...

List possible problems turned out to be quite large, and mechanical problems were not the least important. Let's start with them.

Typical breakdowns

If the diagnostic shows errors 21096 P073A, 21097 P073B, 21094 P072C or 21095 P073D, then this indicates problems in the mechanical part.

First of all, the gear forks fail. Here they move using a ball bearing bushing. And, as it turned out, it cannot withstand the load, because the hydraulics perform shifts very quickly and harshly. Once the bushing is damaged, its inner plate is sent floating around the box, causing damage to the gears and creating metal debris. The latter not only acts as an abrasive, but also clogs the Hall sensors, which are needed by the mechatronics to control the box. In case of serious damage, balls may fall out. They are more difficult to grind, but the box can handle it. But there will be even more losses.

It is not only the first and second gear shift forks that are damaged, as many people think. The sixth-rear fork breaks just as often. The design of the bushing bearings is fundamentally the same. After 2013, and on repair forks, the design of the bushings was completely replaced, they became solid. Nominally, the service life of such a design without a ball bearing is shorter, but it does not break, and purely resource problems have not yet manifested themselves. This is exactly the design installed on 0CW.

The remaining failures of the mechanical part of the box are in most cases considered secondary, associated with oil contamination due to broken rods. Thus, differential failure, chipping of gears, complete destruction of the seventh gear and overheating of the bearings in most cases are caused precisely by the presence of metal dust in the oil, a product of the destruction of the forks. By themselves, they rarely happen, and are usually associated with engine tuning or missed oil levels. Well, or unsuccessful assembly of the box: like any manual transmission, the DQ200 is sensitive to the accuracy of assembly and tuning.

A differential failure may be completely independent problem: The satellites are welded to the axle under increased load due to poor design, and not due to any other problems.

Fault numbers P175 21062/21184 and P176E 21063/21185 indicate problems with clutches and their wear.

Failures of the clutch block and dual-mass flywheel are considered by many to be beyond the list of failures of the DSG itself, but in fact, these are its integral parts. The flywheel wears out during serious torsional vibrations, during starts, slipping of clutches and wheels, when driving over uneven surfaces under traction, and similar situations. Wear accelerates overheating and contamination of the structure.

The clutch block also does not like dirt, but the complex design has many more vulnerable points. But the main thing for us is that with a replacement price of about 50 thousand rubles, new versions of this unit are simply more reliable and better maintain gaps during operation. Since 2012, installing a shield on the hole for the release rods has made it possible to significantly reduce contamination of the clutch housing and their wear. Adjustment of the working gap is the responsibility of the master, and the general list of typical violations during assembly is almost a dozen items.

Also, the clutch unit suffers greatly if the driver does not work properly with traction in traffic jams and on rough terrain. By the way, both clutches are normally open, so there is absolutely no need to put the box in neutral to reduce the load on the mechatronics and clutch in traffic jams. But the knot still remains quite complex and expensive. And very vulnerable to driver and technician errors.

However, the service life of even the first versions of the unit can be a very respectable 150-250 thousand kilometers or more. And in terms of resource stability latest versions increased greatly: after 2012, there are almost no cases of clutch block wear before a mileage of 100 thousand.

Major mechatronics failures

The remaining breakdowns of the DQ200 are associated with the mechatronics unit - the electro-hydraulic transmission control unit. Its problems may well harm the mechanical part, because the gears are engaged independently, and the clutches are not connected to each other. List typical breakdowns The blocks are quite voluminous. So you'll have to execute it as a list.

Pump motor failure
Failure of control solenoids
Failure of the pressure accumulator
Damage to the electronic board or its sensors
Failure of the mechatronics housing due to cracked channels or breakage of the accumulator cup
Leaks and loss of tightness

Just three or four years ago, the prevailing opinion was that any breakdown of mechatronics required its replacement. There were plenty of arguments, ranging from the complexity of the design to the lack of spare parts.

The block itself was not very well executed. What caused this is unknown: either the Romanian assembly, or the quality of the work of German engineers. It is important that the replacement was expensive, and besides, there were no guarantees regarding his subsequent happy life. Fortunately, the situation has now changed. Repair documentation and standard troubleshooting cases have appeared.

The situation is complicated by the fact that since 2015, electronics units are flashed once and cannot be installed on another machine. This “killed” the nascent market for refurbished blocks, but, apparently, craftsmen will soon solve the problem.

Electrical faults (fuses blow in the automatic transmission power circuit) are mainly associated with the valve body.

Typical errors - 21148 P0562, 21065 P177F and 21247 P189C - are mainly associated with damage to the conductors of the electronic board and failure of the mechatronics electric pump.

The board's conductors literally burn out, damaging its body, and the motor simply stops due to pump failures or its own problems. Often the pump windings burn out.

Surprisingly, they were among the first to learn how to repair burnt circuit boards. The power buses are simply soldered; fortunately, no special equipment is required for this. The motors are changed or simply rewound; now such restoration is available in the factory. The price of “used” electric motors and those restored by factory methods ranges from one to five thousand rubles.

Faults 18156 P1748 and 05636 P1604 are also related to the electronic board, but in that case the control module is damaged.

The ceramic board is afraid of vibrations and temperature changes, as well as overheating. Electronics are more difficult to restore. But, like other automotive electronic components on a ceramic substrate, they can be repaired. All you need is skill and special equipment. And also – the availability of documentation. All this is now available in specialized service centers, and such a malfunction is far from a death sentence for the board.

Failures of individual sensors, except for the clutch position sensor, can be eliminated by replacing them. Buying them now is no longer difficult.

The solenoids also fail. There are eight of them here, they are combined into two blocks 0AM325473. Washing doesn't always help them. But there are a sufficient number of used, refurbished and even new parts at a reasonable price. The typical price for a set of two factory remanufactured units is around $90.

The mechatronics control board 927769D, which includes all sensors, conductors, “brains” and connectors, is available at a price of about 40 thousand rubles. Replacing the board assembly – a good option repair if partial renovation is impossible, or conditions do not allow it to be fulfilled. Moreover, you will receive the most modern version of the board, with improved characteristics. If you want to further reduce costs, you can order the board on AliExpress or eBay for $200 to $300.

Troubles can also be expected from the main aluminum board-body of the unit and the hydraulic accumulator. The hydraulic accumulator can be torn out of the block with damaged threads, and it will bend the housing cover. At the same time, the liquid will disappear. The housing often leaks near the “glass” of the accumulator. The crack can be welded, fortunately there is enough space, but it will require very high-quality work with milling the leak cavity. In extreme cases, the entire housing can be replaced. The price of the part on Amazon is about 40 dollars, which is not so much, but in Moscow it will cost you 150.

The average cost of repairing a mechatronics assembly will be about 35-50 thousand rubles. Usually, the price of repairing a unit from various specialized companies that install the units they have restored instead of yours is within the same range.

Average cost of mechatronics repair

35,000 - 50,000 rubles

Progress in mechatronics design has affected literally all elements. The control board has changed dramatically; in newer versions it is noticeably more powerful and more resistant to temperature and overcurrent. The housing of the mechatronics unit has become stronger. But the hydraulic accumulator, apparently, has not changed, nor has the electric motor of the pump. The solenoids have also changed minimally. But the company replaced the oil in mechatronics with a less chemically active one. This is expected to extend the life of the control board solenoids and plastic.

Among the mechatronics malfunctions, there are almost no ones left that will require it complete replacement new. So the price of the assembled unit at 300 thousand rubles should not scare you. It will be much cheaper to restore. But breakdowns of the mechanical part can be expensive, but now there is a good selection of “used” units in which the mechanical part is guaranteed to be in good condition.

It is believed that the main problems of the DQ200 series boxes were solved with the release of the updated 0CW in 2013. Yes, there are quite a lot of changes compared to the 0AM series. And almost all affected nodes could be found in the list of “main problems” of the old version of the box.

To take or not to take?

Does it make sense to buy a car on the secondary market with such a gearbox now? What about the new one? The answer will be more likely “yes” than “no”. But only if you are not one of the “riders” and will not let any minor malfunction lead to a complete breakdown. If you are not one of them, then making a decision in favor of choosing a car with a DSG DQ200 is quite a lot.

Firstly, at the current price of fuel, an extra liter and a half of consumption is already a significant help, and the DSG is more economical than even a manual transmission. Secondly, a car on the secondary market will almost certainly turn out to be much cheaper than the same car with a “classic” automatic transmission. If only simply due to the fact that they are too afraid of “robots”, and the difference in the price of cars is even higher than the price of replacing the complete unit with a “contract” one.

Mechatronics control board 927769D

40,000 rubles

Another reason is the ease of diagnosing the DQ200 using a scanner. This is no longer a “pig in a poke” purchase. You can find out not only the approximate wear of the clutches, but also understand how the car was operated, what troubles can be expected in the near future, and the like. Knownly problematic copies can be discarded.

Classic automatic transmissions received such rich diagnostic capabilities only on recent generations six- and eight-speed gearboxes, and Aisin, which usually acts as an alternative to DSG, is not one of them.

The cost of repairing most DSG breakdowns has dropped dramatically over the past five to six years. If you pay attention to the incorrect behavior of the box in time, then the chances of inexpensive repairs are very good. The design of this “robot” is simple and extremely repairable, and now there is no longer any doubt about it.

In severe cases, when the mechanical components of the box are irreversibly damaged, it is recommended a good choice used components. It turned out that cars often have a shorter service life than this very troublesome unit.

And the last argument in favor of DSG is purely ideological. Cars with a classic automatic transmission are often purchased by people who use the car harshly, without regard to manuals. Such cars may quite naturally have a high mileage, and the loads they endure during operation can be very high. After a few years, it becomes unknown which car will be a more profitable purchase: the one that was initially more reliable, but has gone through “thick and thin,” or the one that required much more gentle handling and received it in full.

How is your DSG transmission doing?

Preselective gearbox - a robot with two clutches is installed on many models produced by the Volkswagen concern, and you can find both the earlier version of the DSG-6 and the DSG-7.

As practice shows, in order to maximize the service life of the DSG, it is necessary to take into account certain nuances during operation of the gearbox of this type. In this article we will look at how to properly use such a gearbox.

Read in this article

How to use the DSG box correctly

Let's start with the fact that DSG provides excellent acceleration dynamics and fuel efficiency inherent as well as comfort. As a result, the preselective robot has become one of the most promising types of gearboxes.

Moreover, even taking into account the similarity with an automatic transmission in terms of operation, as well as with a manual transmission in design, the operation of a car with a DSG is somewhat different from an automatic, manual and simple single-disc robots (AMT gearbox).

Moreover, some nuances arise even depending on what type of DSG is installed on a particular car model. For example, the DSG-6 gearbox is “wet” (operates in an oil bath), while the DSG-7 is “dry”.

At the same time, the clutch discs, both in the first and second cases, wear out, and in the case of the DSG-7 this happens faster. This means that an aggressive driving style, sudden accelerations from a standstill, slipping, etc. for DSG-6 are still acceptable, but the same cannot be said about DSG-7.

The fact is that a clutch in an oil bath is more protected from wear and overheating than its “dry” counterpart. Also, the DSG-6 was initially designed for higher torque (about 350 Nm), while the 7-speed version “digests” no more than 250 Nm.

In practice, this means that even harsh use will quickly damage the DSG-7. It is worth mentioning cases when such a gearbox did not last more than 50-70 thousand km. from the moment of purchase and required expensive repairs.

It is important to understand how to use DSG in a traffic jam and operate a car with this gearbox within the city. First of all, in order to save fuel, the DSG in automatic mode usually quickly switches from first to second gear. Moreover, if the driver further presses the brake or does not accelerate, the transition to first gear occurs again.

It turns out that with such jerky driving, accelerated wear of the gearbox and clutch occurs, the clutch overheats, etc. To avoid this, it is optimal to switch to manual control using the semi-automatic mode of the box. To put it simply, the driver independently engages first gear and does not switch to second if such a situation arises on the road.

Another thing to note in the list of rules that can increase the life of the DSG is the need to actively press the brake pedal when switching modes. If the brake is not fully depressed, the DSG does not fully open the clutch discs, thereby increasing wear.

Also, the rule of switching to “neutral” when stopping, which is relevant for “single-disc” robots, affects the DSG to a lesser extent. In other words, switch to N mode at traffic lights and when idle for up to 60 seconds. there is no need, since frequent switching only increases wear. Moreover, when the brake is fully pressed, the box itself opens the clutch.

You need to know that the DSG gearbox (especially the 7-speed gearbox) is “afraid” of slipping even more than an automatic transmission. This means that slipping in mud, on ice, when starting from a standstill manual mode etc. forbidden.

Also, when setting to “parking” mode, you must use parking brake to extend the life of the limiter (locking mechanism) that prevents the vehicle from rolling away. Switching between modes should be smooth, with a slight delay of about 1 second. During this time, the electronics will have time to “adjust.”

It should be added that a car with a DSG should not be overloaded by towing a trailer or other vehicle, as well as by transporting various cargoes in the car itself. In practice, an initially heavy car with DSG-7 (for example, Skoda Superb) with a full passenger compartment and additional cargo can weigh about two tons. Given that the box is not designed to withstand heavy loads, such a robot may unexpectedly fail.

As for the DSG-6, this gearbox is more durable and is installed in conjunction with powerful engines. However, this does not mean that a car with such a transmission can be constantly used as a tow vehicle.

First of all, the DSG gearbox needs servicing, more often than a manual transmission. For example, in the DSG-6 the clutch operates in oil, and the volume of lubricant itself is also quite large.

For this reason, the DSG oil should be changed every 60 thousand km. mileage At the same time, the gearbox filter is also changed. At the same time, without the proper experience and equipment, it is better to refuse self-replacement in a garage environment.

Let’s also add that if a car with a DSG is stuck in mud or snow, you need to refrain from intensive attempts to drive out into the swing. It's better to switch the box to N mode and use outside help, that is, to pull out or push the car.

If there is a need for DSG, you need to adhere to the rules and recommendations, tow the car at the permitted speed and only for short distances. The information is usually contained in the manual.

What's the result?

As you can see, the operation of the DSG is quite reminiscent of the use of a classic hydromechanical automatic transmission. At the same time, there are differences. For example, DSG allows you to switch from D to R mode without a slight delay in N. However, when it comes to slippage, the robotic transmission is the most sensitive to it.

It should also be taken into account that a robot with two clutches is a rather complex unit in terms of design. At the same time, in comparison with other types of transmission, repairing a DSG is often not only costly, but also problematic. The reason is that not every car service center is able to properly repair a DSG.

As a result, we note that even taking into account all the difficulties and potential problems, the DSG box is still the most preferable option when choosing a new car.

Also, the manufacturer VAG itself is constantly refining the design, making changes to the gearbox operating algorithms, and improving the firmware electronic unit etc. As a result, you can count on increased reliability and a fairly long service life of the gearbox.

How to control DSG in a traffic jam

Do not put the selector in position N. Nowadays, modern robots break the clutch simply when the brake is pressed (disengage). That is, with the brake pressed, the car is in neutral.
There is no need to move half a meter while pressing the gas and brake. (Each time you release the brake, it’s like releasing the clutch; it automatically begins to come into contact with the flywheel, and also scrolls due to incomplete contact. When you released the brake and were already driving at a speed of 5-6 km/h, then full engagement occurred).
Leave the car in front about 5 meters in front of you and follow it at low speed, in first gear.
Resource DSG 6 and DSG 7 directly depends on whether the robot will switch to second speed in a traffic jam. Shifting first - second, second - first in a traffic jam “kills” (the clutch and flywheel wear out and overheat) any robotic gearbox with two clutches.

How to brake with DSG

When you are coasting, the clutch is rigidly connected to the flywheel. If at this moment you sharply press the brake, the load from the rapid decrease in speed goes to the box. The clutch does not have time to open and scuff marks form on the flywheel.. Subsequently, the DSG begins to tremble and twitch. A common example is suddenly slowing down before a traffic light. When coasting, apply the brake smoothly and allow the clutch to release smoothly.

How to use manual mode correctly

In most cases, robotic gearboxes have a manual mode. The catch is that the automation does not fully understand what next gear you want to engage (up or down). If you press the gas, the gearbox prepares a higher gear, if you brake on the contrary, it prepares a lower gear.

What happens if you do it the other way around. Let's say you are driving in 4th gear and accelerating smoothly. The automatic system has prepared 5th gear for engagement. But you move on to the third. At this moment, the box has to abruptly change the prepared speed to a reduced one. Switching occurs after the fact (as on a single disk robot). At low gas this operation is not dangerous. But if you shift incorrectly during intensive city driving, the flywheel will wear out intensively. Which leads to the same vibrations and twitching.

Start with two pedals

Modern manufacturers have already made “foolproof” and taught the automation not to react to such manipulations when the brake pedal is pressed.

If you don't want to kill your box, don't do it. Especially if this box has dry clutches.

To quickly accelerate, simply press the gas pedal sharply.

DSG is not designed for this

If your car doesn't have a lot of power. Most likely you have a dry clutch. This box is not designed for racing from traffic light to traffic light. Its job is to save you fuel.

DSG 7 has a dry clutch and no additional cooling. All cooling in this assembly is the heat capacity of the clutch and flywheel. And if you start racing, this cooling limit will come very quickly. DSG is designed for fast acceleration, how could it be without them? To extend the life of the box, maintain a ratio of 3 to 1.

You push for five minutes, drive calmly for fifteen.

Well, don’t think that it will grunt at any moment - here are resource tests from Autoreview:

I hope this article on the proper operation of the DSG was useful to you!!!

Modern vehicle designers, in pursuit of comfort, convenience and safety of driving, are increasingly equipping the vehicles they are developing with complex systems and devices. Transmission mechanisms were no exception. The DSG gearbox is today considered the most technologically advanced and advanced among products of its kind.

The abbreviation itself stands for “ Direct-Shift Gearbox", literally "Direct transmission". The technology received an impetus in its development thanks to Volkswagen concern, which first released a six-speed model of the dsg 6 gearbox, and a little later a modernized seven-speed version of the dsg 7. Both of these boxes became a real breakthrough in the automotive industry, more than a million of them were sold and the demand is not subsiding. However, despite technical and technological innovations, like any other mechanism, automatic machines have positive and negative sides.

Types of boxes

At the moment, there are two main ones that work according to the DSG principle. Both options are widespread and used on vehicles manufactured by VAG (Volkswagen Audi Group). This is the dsg 6 gearbox and its more modern version dsg 7. The mechanisms are installed on well-known and popular cars: Volkswagen, Skoda, Audi, Seat.

Both gearboxes use the same principle, however, there are many differences in their design. So, main feature DSG 6 boxes, in comparison with DSG 7, can be considered the use of a clutch with a friction part placed in an oil bath, which can significantly increase the service life of the product. In such a bath, the disk packs are lubricated and cooled, which has a beneficial effect on the mechanism.

Thanks to its design and good cooling, dsg 6 provides a traction force of up to 350 Nm, which makes it an ideal candidate for installation on cars with powerful engines. The gearbox is installed on engines with a volume of 1.4 to 3.2 liters.

The most famous models using the dsg 6 version (DQ 250):

Volkswagen: Passat, Golf, Scirocco, Sharan;
Skoda: Octavia, Yeti, Superb;
Audi: A3 8v, TT, Q2, Q3;
Seat: Altea, Leon, Ateca.

Since not all car models require a powerful gearbox such as the DSG 6, the developers have designed an improved seven-speed DSG 7 gearbox. In addition to the number of gears, distinctive feature this dsg 7 dq200 gearbox used a dry friction clutch, the gearbox was designed specifically for power plants, with not exceeding a value of 250 Nm.

Comparing the sixth model with the seventh, we can highlight the advantages of the latter:

The box needs less lubrication (1.7 liters versus 6.5 liters in sixth);
Less weight and dimensions of the gearbox (70 kg versus 93 kg in dsg 6);
High fuel economy by eliminating losses in the oil pump drive.

The characteristics of the robotic gearbox were to the liking of the consumer, thanks to which it has become widely used on low-power units.

The dq 200 robot is installed on the following vehicles:

Audi: A1, A3, TT, Q2;
Volkswagen: Golf 6-7, Polo, Passat CC, Touran;
Skoda: Octavia A7, Rapid, Fabia, Karoq;
Seat: Altea, Leon.

Due to the fact that the friction part of the clutch in the DSG 7 gearbox was dry, its installation on more powerful power units had a negative impact on the reliability of the mechanism. Later designs of boxes received a “wet” clutch and could be installed on powerful engines.

The most popular version dsg7 0dl dq500 was used in cars of the following models:

Volkswagen: Passat B7, Tiguan, Arteon;
Skoda Kodiaq.

There are many more modifications of DSG 7 boxes, the design of which uses an oil bath, most of them are intended for use on vehicles manufactured under the Audi brand.

Design and principle of operation of DSG

From a design point of view, the robotic gearbox automatic dsg 6 and dsg 7 is mechanical, however, unlike it, there is no loss of power when changing gears, and there is no gap between gears. Thanks to this solution, at the moment of switching the engine does not idle, which guarantees the car high dynamics during acceleration and significant fuel savings.

The use of two clutches in the design is a factor that distinguishes the mechanism from any other gearbox. The principle of operation of the clutches is based on the fact that gear shifting in DSG 6 and DSG 7 occurs simultaneously with the first clutch being disengaged and the second being engaged. This helps the torque to be supplied to the car's wheels smoothly.

There are two primary shafts, as well as clutches, used in the design. Based on all of the above, it follows that dsg technology is nothing more than two mechanical boxes operating synchronously. The first box serves even-numbered gears, the second box is responsible for odd-numbered gears.

When starting to move, first and second gears engage synchronously, the clutch in second gear remains in the open position. When it is necessary to shift to a higher gear, the first clutch is simultaneously released and the second is engaged. This principle of DSG operation applies to all gears used in the box.

The device operates automatically, but unlike a classic machine, it does not have a . The name “robotic gearbox” was given in order to avoid confusion in the classification of mechanisms.

The robotic gearbox includes the following elements:

Clutch consisting of several discs;
Pulley (primary);
Pulley (secondary), 2 pieces;
Variable gearbox housing;
Mechatronic, a device that controls the gearbox.

The Mechatronic unit is a collection of various sensors and electronics. Its task is to monitor the readings responsible for the frequency with which the box shafts rotate at the input and output of it. In addition, the unit takes into account temperature and oil pressure readings, and the position of the rocker.

The block consists of:

Hall Sensor;
Control device with electrohydraulic drive;
Transmission wires;
Devices that execute user commands.

There are no special instructions for using dsg boxes. The transmission is automatic, user intervention in its operation is minimized, so it is almost impossible to influence the life of the gearbox to increase or decrease it.

There are a number of rules, following which you can slightly extend the operation of the box until it is repaired, even indirectly.

When changing gears, you must depress the brake all the way. Weak pressure does not allow the disks to fully open and leads to their wear;
If the stop does not exceed one minute, you should not switch the rocker to the neutral position; in traffic jams it is advisable to use the “S” mode and coast;
It is not recommended to move away using slippage;
The hand brake must be applied without releasing the foot brake pedal;
Modes must be switched smoothly, with a short pause between switches;
For the DSG 6 box, it plays a significant role timely replacement oil, it must be changed in combination with the filter, every 60,000 km;
If the car is stuck or stuck in the mud, when freeing it, the gear shift lever must be set to the neutral position.

It may seem that the DSG box imposes many restrictions on operation motor vehicle. By choosing it, the driver receives comfort and safety, and this is important.

Robotic gearboxes are becoming increasingly popular due to their fast shift speeds and efficiency. But many car enthusiasts are distrustful of “robots,” and negative reviews there is quite a lot about this type of transmission. Today, the most common are DSG gearboxes, which are installed on most Volkswagen cars, Skoda, Seat and others.

What causes a large number of breakdowns? The fact is that a robotic gearbox is structurally different from an automatic transmission and a variator, and accordingly, it has its own operating characteristics. Let's figure out what not to do with DSG gearbox and how to extend the service life of this unit.

Dry and wet clutch

Dry clutch boxes are structurally similar to conventional mechanics. The clutch disc contacts the flywheel directly. Coolant circulates in “wet” boxes, which lowers the temperature of parts during intensive work.

"Dry" boxes are installed on cars that do not differ high power. This transmission is designed for a torque of no more than 250 Nm. Many car owners believe that this is not enough, so they do engine chip tuning. As a result, the transmission quickly fails.

It should be remembered that a dry clutch is not designed for aggressive driving. They are equipped with economical city cars, not sports cars. If you accelerate sharply for a long time and try to squeeze the maximum out of the car, the clutch parts will overheat and fail prematurely. After short episodes of sharply pressing the accelerator pedal, you need to switch to a calm driving style. This will allow the transmission to cool down.

A wet clutch does not suffer from overheating. The circulating fluid removes excess heat and protects parts from damage. Owners of such a robotic gearbox can afford to drive more aggressively.

How to move correctly in city traffic jams

Driving in dense city traffic does not in any way affect the service life of the automatic transmission, but it can be disastrous for the “robot” if you do not follow simple rules. The fact is that robotic gearboxes, unlike automatic transmissions, have a clutch. When constantly driving for several meters in a traffic jam, it wears out prematurely. This is explained by its inevitable slipping when starting to move. Each time, releasing the brake pedal and moving a few centimeters closer to the front standing car, the DSG owner is approaching a visit to the service center.

Contrary to popular belief, when driving in a traffic jam, you do not need to put the selector in the “N” position, just put your foot on the brake. In this case, the clutch disc and flywheel are released automatically. But in order for the transmission to live for a long time, you need to wait each time until the distance to front car will be at least several meters.

Proper braking

Applying the brake sharply when coasting or while braking the engine significantly reduces the service life of the transmission. Of course, if emergency braking is necessary, hardly anyone thinks about the resource of the box, but in everyday travel you should not do this. Braking should be smooth, only in this case the clutch disc and flywheel will be completely open and will not be subjected to increased mechanical stress.

Quick start: to be or not to be?

Fans of dynamic acceleration often start from a standstill, simultaneously squeezing the gas and brake. This is done in order to increase engine speed, and then release the brake and rush forward as quickly as possible. This technique is not suitable for robotic boxes.

Modern “robots” are equipped with a protective mechanism. When you press the brake, the electronics prevent the clutch disc from closing with the flywheel, so engine speed will not increase. The car will not be damaged in such a situation, but there is no point in this manipulation.

The situation is worse on machines where such protection is not provided. When you press the gas, the discs close, but the brake pedal does not allow the car to move. As a result, the disks slip, damage appears on them, and the life of the flywheel is prematurely exhausted.

Sudden change in speed

"Robot" DSG c double clutch It works as follows: one clutch is responsible for even gears, the other for odd ones. The electronics adapt to the driver’s driving style, switch on the desired speed in advance, and then simply engage the clutch at the right time. Accordingly, if you press the gas, the transmission prepares to engage an upshift, and if you brake, it prepares to engage a downshift. When driving aggressively with sharp braking after acceleration and vice versa, the automatic system does not have time to select the desired speed and changes gears in emergency mode. This leads to impacts on the clutch disc, damage to it and a reduction in service life.

If you want to thrill your nerves, choose the manual gearshift mode. This will allow you to choose the correct speed even with sudden changes in speed and not mislead the automatic system, which is tuned to a comfortable, predictable driving style.

Towing and slippage

DSG boxes are not designed for heavy loads. They are usually installed on cars that, together with the driver and passengers, weigh no more than two tons. If you want to tow another vehicle or a heavy trailer using your car, remember that the “robot” may not be able to cope with such overloads. If you don't want to risk the transmission, give up this idea.

Owners of cars with a robotic transmission should know that this unit is afraid of slipping. This situation can arise when trying to move off on a slippery surface, as well as during a sharp start in manual mode. Unfortunately, in our realities, sometimes it is not possible to avoid slipping, but still try. A car with a robotic gearbox is not an SUV, so think before driving in mud or on slippery tracks.

Correct mode switching and parking

DSG does not like sudden movements. That is why you need to switch modes smoothly. Automation is quickly rebuilt, but for this it needs some time. Just a second delay when changing the selector position will significantly extend the life of the transmission. Don't pull the gearshift knob.

When parked, the car is held in place using a locking mechanism. But if you often park your car on a slope, it is recommended to use the parking brake. This takes the load off the limiter and extends its service life. But remember that in winter brake pads using hand brake may freeze.

Service

The manufacturer claims that the DSG “robot” does not require maintenance, and the oil filled at the factory is designed for its entire service life. But the experience of the masters says otherwise. If you want the transmission to last as long as possible, the transmission fluid must be replaced every 50-60 thousand kilometers.

Before you get behind the wheel of your new car, be sure to read the recommendations for using the DSG robotic gearbox. Its operation is similar to a classic machine gun, but there are still some nuances. If you take them into account, the transmission will serve properly for a long time and will delight you with smooth and quick gear changes.