0am vw

VSQ/TT 1

Serv ice Training

7-kiguline DSG

7-kiguline DSG kigukast 0AM

VSQ/TT 2

Serv ice Training02.2008 VSQ/TT 2/17

Tehnilised andmed

Tehnilised andmed

Technical data

Weight: 70 kg including clutch

Torque: max. 250 Nm

Clutch: 2 x dry-plate clutches

Gear stages: 7 x forward, 1 x reverse

Operating modes: automatic/tip mode

Oil volume and specification

Gearbox: 1.7 litre gear oil: - G 052 171-

Mechatronics: 1 litre central hydraulic / power steering fluid - G 004 000-

Housing: Aluminium

VSQ/TT 3


F414_002

Kigukasti skeem

Sisend v ll 2

Vljund v ll 3Vljund v ll 2

Kigukasti osa 2

K2

K1

Sisend v ll 1

Mootori moment

Vljund v ll 1

Kigukasti osa 1

1357

246

R

Kahemassiga hooratasDiff erentsiaal

v eoketas

Gearbox diagram

The torque of the engine is transferred through a dual-mass flywheel (its inner splines are meshed with the outer splines of the double clutch) to the double clutch.

The double clutch gearbox 0AM is designed as a 4 shaft gearbox.

Torque curve within gearbox :

When clutch K1 is pressed against the drive plate, the torque can be transferred to input shaft 1. Input shaft 1 rotates. Before this can happen, the selector fork is moved by the selector lever e.g. indirection of 1st gear, and the flow of power is created between input shaft 1 and output shaft 1. Output shaft 1 rotates and passes on the torque to the differential via a gear wheel connection. From thedifferential, the torque passes to the front wheels and the vehicle is set

in motion.

The flow of power from clutch K2 to input shaft 2 and output shaft 2 and 3 is based on the same principle.

VSQ/TT 4


Topeltsidur

Topelt kuiv sidur

surv elaager K1

surv elaager K2

sidur K1

sidur K2

v eoketas

The double dry-plate clutch

The engaging lever with engagement bearings is pressed against the disk springs by the clutch actuators, which results in the clutch plate in question being pressed against the rotating drive plate.

Clutch K1 is joined via a spline connection to input shaft 1 and thereby transfers the torque for gears 1,3,5 and 7 to output shaft 1.

Clutch K2 is joined via a spline connection to input shaft 2 and thereby transfers the torque for gears 2,4,6 and R to output shaft 2 and 3.

VSQ/TT 5


Mehhatroonika

N435

N434

N436

N433

V401

Rhu akumulaator

Hdrauliline pump

N438

N440

N439

N437

Key

N433 Valve 1 in part gearbox 1 Gear positioner valve 1/3


N435 Valve 3 in part gearbox 1 Clutch positioner valve K1

N436 Valve 4 in part gearbox 1 Part gearbox pressure regulator


N438 Valve 2 in part gearbox 2 Gear positioner valve 6/R

N439 Valve 3 in part gearbox 2 Clutch positioner valve K2

N440 Valve 4 in part gearbox 2 Part gearbox pressure regulator

V401 Hydraulic pump motor

Valves are actuated with a PWM signal

VSQ/TT 6


Hdraulika skeem

Hdropumba mootor V401

hdropump

Kigukasti rhuandur G270

Rhu akumulaator

Tagasiv oolu klapid

Filter Rhu piiramise v entiil

N433 N434 N435

N436 N440

N437 N438 N439

Pearhu kanalid

kigukasti osarhud

Reguleeritud li v ool

KS

The hydraulic system

The hydraulic pump motor V401 is actuated by the control unit and drives the hydraulic pump thereafter. Oil pressure build-up occurs to the pressure accumulator and in the main pressure channels up to the part gearbox pressure regulators. The gearbox hydraulic pressuresender G270 passes on the pressure in the pressure accumulator and the main pressure channels (up to the part gearbox pressure regulators) to the control unit. If pressure falls below 40 bar, the control unit actuates the hydraulic pump motor V401. If pressurereaches 60 bar, the motor is switched off. In the event of signal failure from the hydraulic pressure sender, the hydraulic pump runs on indefinitely. The pressure limiting valve then assures hydraulicpressure to avoid component damage.

VSQ/TT 7


Rhukanalid mehhatroonika plokis

Pea rhukanalOsarhu kanal Reguleeritud v ooluga

likanal

1

2

3

4

5

6

6

7

89

10

11

Colour coding of the channels from the mechatronics for the individual gear and clutch actuators

Colour definition of channels

1. Green = Main pressure channel

2. Dark yellow = Clutch 1

3. Lighter yellow = Clutch 2

4. White = Part gearbox oil pressure for gear positioner 1/3

5. Grey = Regulated volumetric flow for gear positioner 1/3

6. Dark brown = Part gearbox pressure for gear positioner 2/4

7. Light brown = Regulated volumetric flow for gear positioner 2/4

8. Dark blue = Part gearbox oil pressure for gear positioner 5/7

9. Light blue = Regulated volumetric flow for gear positioner 5/7

10. Dark red = Part gearbox pressure for gear positioner 6/R

11. Light red = Regulated volumetric flow for gear positioner 6/R

VSQ/TT 8


Hdraulikapumba mootor V401

Psimagnetitega

rootor

SolenoidStaator

The hydraulic pump motor V401

This is a brushless direct current motor.

The rotor comprises 6 pairs of permanent magnets.

The stator comprises 6 pairs of solenoids.

A rotating magnetic field is generated in the stator coils through actuation by the control unit of the individual electromagnetic terminal pairs. This rotating magnetic field is followed by the rotor and this causes a rotating movement.

VSQ/TT 9


Rhu akumulaator / li filter

Rhu akumulaator lifilter

Mdav oolu

kuulklapp

The pressure accumulator

With ignition "on" the pressure accumulator is charged with oil from a hydraulic pressure of 20 bar. The working pressure is between 40 and 60 bar.

The oil filter

The filter is located behind the hydraulic pump. The oil flows through the filter once oil temperature is > - 5C. If the oil temperature is < -5C, the oil is too thick and cannot flow through the filter walls. A ball within the filter is pushed back, thereby opening the bypass. The oil can now make its way via the bypass to the main pressure channel.

VSQ/TT 10


Elektro/hdraulilised komponendid

Solenoid klapi plokk

N436

Kanal mis on

henduses pea

rhukanaliga

hiskanalOsarhu kanal

Paaki tagasi

Reguleeritud

v ooluga likanal

N435N434N433

Design of solenoid valve block

The part gearbox pressure regulator N436 changes main pressure to part gearbox oil pressure. The part gearbox oil pressure is thereby channelled via a hole to the distribution rail. In the distribution rail the part gearbox oil pressure makes its way to the gear and clutch actuator valves. At the same time, the part gearbox oil pressuremakes its way via holes in the mechatronics block to the part gearbox pressure channels. Two channels per part gearbox are connected to the front piston chamber of the gear actuators. This means that part gearbox oil pressure can be built up in front of the gear actuator piston. A different channel of the part gearbox leads to the clutch safety valve (KS). There is part gearbox oil pressure here, too.

VSQ/TT 11



Kigukasti osarhu reguleerklapp N436/440

Pea rhukanalist

Osarhu kanalisse

Tagasi lipaaki

pool

Magnet sdamik

kolb

The part gearbox pressure regulator N436

If the part gearbox pressure regulator is actuated by the control unit with a PWM signal, the control plunger moves upwards, thereby opening up the path for connection of the distribution rail (in the solenoid valve block). This is where the part gearbox oil pressure is built up. The part gearbox oil pressure is determined by the current strength set at the solenoid valve. The axiom here is: the more current received by the solenoid, the higher the part gearbox oil pressure.

VSQ/TT 12



Kiguvahetus ja sidurillitusventiil

Kigukasti osarhukanalist

Reguleeritud li v ool

kiguv ahetusssteemile v i

sidurillitusele

Tagasi lipaaki

poolMagnet sdamik

kontrollkolb

Gear actuator valve

For activation of the solenoid by the gear actuator valve, a PWMsignal is used by the control unit. The current moves the control plunger upwards and the path to the channel of the gear actuator is opened. The current strength determines what position the control plunger adopts and thereby the volumetric flow imparted on the gear actuator. The regulated volumetric flow flows in the rear pistonchamber of the gear actuator. From the regulated volumetric flowbehind the plunger of the gear actuator, any position required by the gear actuator can be set.

Clutch positioner valve

For activation of the solenoid by the clutch positioner valve, a PWM signal is used by the control unit. The current moves the control plunger upwards and the path to the channel of the clutch positioner is opened. The current strength determines what position the control plunger adopts and thereby the volumetric flow imparted on the clutch positioner. The plunger presses against the engaging lever and the clutch is pressed against the drive plate. In contrast to gear actuator valves, relieving the load on the clutch actuator is also achieved through activation of the control plunger. If contamination causes the control plunger to become jammed, the volume is built-up by the clutch safety valve (KS). If this fault occurs, the affected clutch no longer works and the part gearbox is isolated.

VSQ/TT 13


Kiguvahetuse operatsioon

1-3 kigu aktuaator neutraalasendis

Kolv i ees kamberKolv i taga kamber

N 436

N 433

kiguv ahetuskolb

The gear actuators 1-3 in neutral position

When the gear actuator is in neutral position, the plunger is located in a state of equilibrium (different surfaces) in the front and rear piston chamber as a result of different pressures. The gear actuator valve N433 is energised by the control unit and frees the path to the rear piston chamber. Through regulated inlet and outlet of the very low volumetric flow in the rear piston chamber, the gear actuator plunger is held in neutral position against part gearbox pressure of the front chamber

VSQ/TT 14


Kiguvahetuse operatsioon

1-3 kigu aktuaator, 1 kik on sisse llitatud

Kolv i taga kamber

N 433

N 436

Kolv i ees kamber

kiguv ahetuskolb

The gear actuators 1-3; 1st gear selected

When 1st gear is selected, the gear actuator valve N433 is supplied with more power by the control unit. In this way, the volumetric flow in the rear piston chamber is increased. The pressure in the rear piston chamber can be raised up to the pressure of the front chamber. This causes an excess in force (different surfaces) resulting in movement of the gear actuator plunger in the direction of out. The fluid that is forced out of the front chamber is used to fill the rear chamber. 1st gear is engaged by the selector fork.

Control/measurement of the position of the plunger/selector forkoccurs in both situations by means of magnets on the selector form and travel sensors of the control unit.

VSQ/TT 15


0am vw

Documents