Home Rack Which box is better automatic transmission or dsg. DSG gearbox - pros and cons The principle of operation of automatic transmission DSG

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Which box is better automatic transmission or dsg. DSG gearbox - pros and cons The principle of operation of automatic transmission DSG

The DSG transmission is a family of preselective gearboxes installed on Volkswagen AG vehicles.
The first DSG was put into production in 2003, starting to be mass-produced on many models.
Since then, robotic gearboxes have been repeatedly changed, more and more new modifications have appeared.

“ Between themselves, they differ in the design of the clutch, the layout relative to the engine, and are also designed to work in tandem with engines that have different volume, torque and type of fuel.

To date, there are the following types of DSG:

DSG6-02E/0D9 (DQ250)- the only version of the DSG with six steps.
Equipped with a "wet" clutch, designed for front- and all-wheel drive vehicles, with a maximum torque of up to 350 Nm, and a volume of 1.4 - 3.2 liters;
DSG7-0AM/0CW (DQ200) - the first generation of a seven-speed preselective.
Dry clutches. Designed for use with low power internal combustion engines. Scope - front-wheel drive cars 1.2 -1.8 l, up to 250 Nm;
DSG7-0BT/0BH (DQ500)- 7 steps, "wet" clutch.
They are put on powerful models with front or all-wheel drive, and a transverse engine. Adapted for transmission of high torque (up to 600 Nm);

DSG7-0B5/0CJ/0CL/0CK (DL501/DL382) - also have seven gears, "wet" clutch, but were developed specifically for cars with a longitudinal engine.

To find out which type of gearbox is installed on your car, just connect the diagnostic tool and read the identification data, or check by VIN in the corresponding directory.

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

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

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How to use the DSG box correctly

To begin with, the DSG provides excellent acceleration dynamics and inherent fuel efficiency, as well as comfort. As a result, the preselective robot has become one of the most promising types of gearboxes.

At the same time, even taking into account the similarity with automatic transmission in terms of the principle of operation, as well as with manual transmission in design, the operation of a car with DSG is somewhat different from automatic, mechanics and simple single-disk 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 box is "wet" (operating in an oil bath), while the DSG-7 is "dry".

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

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

In practice, this means that even harsh operation will quickly disable the DSG-7. It should be mentioned cases when such a checkpoint did not nurse more than 50-70 thousand km. from the date of purchase and required expensive repairs.

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

It turns out that with such a “jerky” ride, 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. Simply put, the driver independently turns on the first gear and does not switch to the second if such a situation has developed on the road.

Even in the list of rules that can increase the DSG resource, one should highlight the need to actively press the brake pedal when switching modes. In the event that 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" at stops, which is relevant for "single-disk" 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. not necessary, as frequent switching only increases wear. Moreover, when the brake is fully applied, the box itself opens the clutch.

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

Also, when setting into the “parking” mode, it is necessary to use the parking brake in order to extend the life of the limiter (locking mechanism), which prevents the car from rolling back. 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 DSG should not be overloaded by towing a trailer or other vehicles, as well as by transporting various goods in the car itself. In practice, an initially heavy DSG-7 car (eg Skoda Superb) with a full passenger compartment and additional cargo can weigh about two tons. Given that the box is not designed for heavy loads, such a robot can suddenly fail.

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

First of all, the DSG box needs maintenance, and more often than the manual transmission. For example, in the DSG-6, the clutch works in oil, and the volume of the lubricating fluid itself is also quite large.

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

We also add that if a car with a DSG is stuck in mud or snow, you need to refrain from intensive attempts to drive “into the buildup”. It is better to put the box in N mode and use third-party help, that is, pull or push the car.

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

What is the result

As you can see, the operation of the DSG is quite similar to 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, as far as slippage is concerned, the robotic transmission is most sensitive to them.

It should also be borne in mind 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, DSG repairs often turn out to be not only costly, but also problematic. The reason is that not every car service is able to repair DSG with high quality.

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

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

History of creation

The idea of creating gearboxes with a preliminary stage selection appeared at the beginning of the last century, Adolf Kegress became the author of the design. In 1940, a 4-speed gearbox developed by engineer Rudolf Frank appeared, which used a double clutch. The design of the unit made it possible to switch stages without breaking the power flow, which was in demand on the commercial equipment market. The designer received a patent for his invention, prototypes were made for testing.

At the end of the 70s. a similar design was proposed by Porsche, which developed the 962C racing car project. At the same time, the same box with a dry double clutch was used on Audi rally cars. But the further introduction of units was hampered by the lack of electronics capable of controlling the operation of clutches and gear shifting.

The advent of compact controllers has led to the development of a dual clutch transmission for mid-range machines. The first version of the classic DSG box with 2 clutches was launched into mass production at the end of 2002. Borg Warner and Temic, which supplied the clutch, hydraulics and control electronics, took part in the creation of the assembly. The units provided 6 forward speeds and were equipped with a wet clutch. The product received the factory index DQ250 and allowed the transfer of torque up to 350 N.m.

Later, a 7-speed dry type DQ200 appeared, designed for engines with a torque of up to 250 N.m. By reducing the capacity of the oil sump and the use of compact drives, the size and weight of the transmission have been reduced. In 2009, an improved wet type DQ500 gearbox was launched, adapted for use on machines with front or all-wheel drive.

The design of the unit is designed for the installation of gasoline or diesel engines with a maximum torque of up to 600 N.m.

How it works

7 speed gearbox.

The DSG box consists of a mechanical part and a separate mechatronics unit that provides a choice of speeds. The principle of operation of the transmission is based on the use of 2 clutches, which allows you to smoothly shift up or down. At the moment of switching, the first clutch is disengaged and at the same time the second clutch unit is closed, which eliminates shock loading.

In the design of the mechanical module, there are 2 blocks that ensure the operation of an even and odd number of speeds. At the moment of start, the box includes the first 2 steps, but the overdrive clutch is open.

The electronic controller receives information from the rotation sensors, and then switches the speeds (according to a given program). For this, standard couplings with synchronizers are used, the forks are driven by hydraulic cylinders located in the mechatronics unit.

The crankshaft of the motor is connected to a dual-mass flywheel, which transmits torque through a spline connection to the hub. The hub is rigidly mated to the dual clutch drive disc, which distributes torque between the clutches.

The same gears are used to ensure the operation of the first forward and reverse gears, as well as 4 and 6 forward gears. Due to this design feature, it was possible to reduce the length of the shafts and the assembly assembly.

VAG uses 3 types of boxes on cars:

6-speed wet type (internal code DQ250);
7-speed wet type (manufacturer code DQ500 and DL501, designed for transverse and longitudinal mounting, respectively);
7-speed dry type (code DQ200).

Types of DSG.

DSG 6

The design of the DSG 02E box uses clutches with working discs rotating in an oil bath. The fluid provides a reduction in friction lining wear with a simultaneous decrease in temperature. The use of oil has a positive effect on the resource of the unit, but the presence of liquid in the crankcase reduces the efficiency of the transmission and leads to an increase in fuel consumption. The oil reserve is about 7 liters, the lower part of the gearbox housing is used for storage (the design is similar to mechanical transmissions).

Additional features implemented in the dry type box:

sports mode;
manual switching;
Hillholder mode, which allows you to stop the car by increasing the pressure in the clutch circuit;
support for movement at low speed without driver intervention;
maintaining vehicle mobility during emergency operation.

DSG 7

The difference between the DQ200 and previous versions of the box was the use of dry-type friction clutches and 2 separated oil systems designed to lubricate the mechanical section of the transmission and to operate the hydraulic mechatronic circuits. Fluid is supplied to the mechatronic actuators by means of a separate electrically driven pump, which pumps oil into the supply tank. The separation of lubrication and hydraulic systems made it possible to neutralize the negative effect of wear products on solenoids.

The control sensors are integrated into the control controller, which made it possible to avoid the installation of additional wiring. The box supports all modes implemented in the units of the previous generation. Hydraulics is divided into 2 sections serving even and odd gears.

If one circuit fails, the transmission goes into emergency mode, allowing you to get to the place of repair on your own.

The DQ500 unit differs from the DQ250 in the appearance of an additional forward gear. The box device uses a flywheel of a modified design, as well as clutches designed for increased torque. The use of advanced mechatronics made it possible to speed up the process of switching speeds.

What cars can be found

DSG transmissions can be found in Volkswagen, Skoda, Seat or Audi cars. An early version of the DQ250 box was used on Volkswagen cars manufactured after 2003. The DQ200 version was used on cars such as the Golf or Polo. You can determine the presence of a DSG box by the emblem located on the shift handle.

But since 2015, the Volkswagen concern has abandoned such markings on the levers, the type of transmission is determined by the appearance of the box (on the side of the crankcase there is a mechatronics unit with a protruding filter cover).

Common Problems

The principle of operation of the DSG.

The weak link in the design of the boxes is the mechatronics, which changes entirely. The failed unit is restored in specialized workshops or in the factory. In early versions of the wet-type gearbox, wear products of the friction linings get into the liquid.

The filter provided in the design becomes clogged with dirt particles; during long-term operation, the unit does not provide oil purification. Fine dust is drawn into the shift control unit, causing abrasive wear to the cylinders and solenoids.

The wet clutch life is affected by the torque of the motor. The service life of the clutch is up to 100 thousand km, but if a reprogrammed engine control unit is used, then the mileage before replacement drops by 2-3 times. Dry friction clutches in the DSG7 serve an average of 80-90 thousand km, but increasing power and torque by flashing the motor controller reduces the resource by 50%. The complexity of replacing worn-out elements is the same, for repair it is required to remove the gearbox from the car.

In DQ500 boxes, there is a problem with oil ejection through the vent hole. To eliminate the defect, an extension hose is put on the breather, which is attached to a small volume container (for example, to a reservoir from a clutch cylinder from VAZ cars). The manufacturer does not consider the defect critical.

What breaks in the DSG box

Common breakdowns of DSG gearboxes:

In DQ200 units, the electronic control unit may fail. The defect is observed on boxes of early series due to the unsuccessful design of printed circuit boards on which the tracks depart. On DQ250 models, a controller breakdown leads to the activation of emergency mode at the moment the motor is started, after turning off and restarting, the defect disappears.
Used in a dry box, an electric pump operates on signals from pressure sensors. If the tightness is lost, the circuit does not hold pressure, which provokes the constant operation of the pump. Long-term operation of the engine causes overheating of the windings or rupture of the storage tank.
To shift gears, the DQ200 used forks with a ball joint, which collapses during operation. In 2013, the box was modernized, finalizing the design of the forks. To extend the life of old-style forks, it is recommended to change the gear oil in the mechanical section every 50 thousand kilometers.
In DQ250 units, wear of the bearings in the mechanical block is possible. If the parts are damaged, a hum appears when the car is moving, which varies in tone depending on the speed. A damaged differential begins to make noise when turning the car, as well as during acceleration or braking. Wear products enter the mechatronics cavity and disable the assembly.
The appearance of a clang at the time of starting the engine or during idle mode indicates the destruction of the structure of the dual-mass flywheel. The assembly cannot be repaired and is replaced with the original part.

Pros and cons

Advantages of DSG transmission:

ensuring accelerated acceleration due to the short time of switching speeds;
reduced fuel consumption regardless of the driving mode;
smooth gear shifting;
possibility of manual control;
maintenance of additional modes of operation.

The disadvantages of cars with DSG include an increased cost compared to analogues equipped with a manual transmission. The mechatronics installed on the boxes fails due to temperature changes; in order to restore the box's performance, you will need to install a new unit. On dry-type units, jerks are noted when switching the first 2 speeds, which cannot be eliminated.

The DSG transmission is not designed for aggressive driving because shock loads destroy the dual mass flywheel and friction clutches.

Is it worth taking a car with DSG

If the buyer needs a car without a run, you can safely choose a model with a DSG box. When buying a used car, you need to check the technical condition of the unit. A feature of DSG boxes is the ability to conduct computer diagnostics, which will determine the condition of the node. The check is performed using a cord that is attached to the diagnostic block of the machine. To display information, the software "VASYA-Diagnost" is used.

The Volkswagen “robot” DQ200 with a dual dry clutch, aka DSG7, aka S-Тronic, made a lot of noise and continues to excite minds by inertia. Behind the box, there is a trail of notoriety, which, according to the German concern, is completely unreasonable, and there are no special problems with the unit. Is it so? "Engine" decided to deal with the issue.

Recall that the DSG7 transmission appeared in 2006 and is a robotic manual with two dry clutches and two input shafts. The main goal of creating such a box was to combine the economy of "mechanics" with the convenience of using the classic "automatic", since the "robot" with one clutch that existed at that time did not fully satisfy the last requirement. That is, the DSG is designed to maximize fuel economy while continuously transferring torque from the engine to the wheels, without breaking traction.

If in a conventional manual gearbox, when shifting gears, the engine is disconnected from the transmission and the moment is not transmitted to the wheels for some time, then in the DSG7 the force is constantly transferred. For example, when the car starts off in first gear, the second gear is already engaged in the DSG box on the other shaft, and when shifting gears, the first clutch opens and the second closes. Unlike conventional mechanics, DSG clutches work in the opposite direction and are open in the free position. The shift is controlled by a single special module - mechatronics, consisting of an electronic unit and a hydromechanical drive system that disconnects the clutches and moves the gearshift forks.

At first, the box was greeted with applause: long articles with colorful diagrams describing the innovative design of the box and its outstanding advantages were full of all automotive resources. The owner of a car with such a transmission could count on the same ride comfort as on a conventional torque converter "automatic" with fuel consumption less than even on a manual box. But then the Web began to fill with forums with angry reviews. It got to the point that State Duma deputy Lysakov, with the support of an “initiative group of citizens,” filed a request with the Government of the Russian Federation demanding that sales of cars with DSG7 boxes be banned in Russia.

“They complain about jerks, vibrations, uneven work. But all these malfunctions, which I would not even call malfunctions, are the consequences of the hype that was raised in the media and among the first owners who were used to other boxes. Most malfunctions are not actually malfunctions. This is a feature of the operation of such a transmission,” Ivan Klykov, technical chief coach of the official Volkswagen Center Tallinn dealer, comments on the situation.

Volkswagen's reaction was a statement made in 2012 to provide an extended warranty for DSG7 boxes in Russia for 5 years from the date of sale or 150,000 km of run. Only Audi cars were not included in this program. Similar steps were taken by the German concern in other parts of the world: for example, about 400 thousand cars with DSG7 were recalled in Australia, and in China the warranty for such boxes was extended to 10 years.

But then Volkswagen revised its decision regarding Russia and released a release, which reported on the modernization and modifications of the DSG7 box, which “allow us to talk about the absence of the need for an additional warranty obligation for cars manufactured starting from 01/01/2014”. Now the German concern clearly states that there are no systemic problems with DSG7 boxes.

“Yes, now there is no five-year warranty, but in the post-warranty period all appeals are considered and if there is any problem, then within the post-warranty period the malfunction is eliminated, often free of charge. If the malfunction is related to the clutch, then in general you can count on post-warranty support. However, each case is considered separately,” continues Ivan Klykov.

Meanwhile, there are problems, they are very ambiguous and do not have direct simple solutions. It’s worth starting with the fact that by releasing its “robot” to the market, Volkswagen, of course, staged a full-scale PR campaign to promote an innovative transmission. The effect of inflated expectations turned out: buyers, unfamiliar with the features of the DSG7 box, formed the very army of dissatisfied people who made the German “robot” powerful anti-advertising on the forums on the Web.

The main claim of car owners to the DSG7 box is jerks, jolts and vibration when shifting gears. They write about it on the forums, with this they come to the dealer service. So what's the problem here? According to dealers, for the DSG7 robotic box, small jerks and jerks when switching are quite normal, due to the design. The DSG7 box is the so-called. "adaptive" - i.e. the electronic “brain” of mechatronics is able to adapt to the driver’s driving style, tracking the moments when he accelerates and slows down, with what intensity and, based on this, shifts gears. The time of such adaptation is from 10 to 20 minutes, depending on the difference in driving modes.

The expert comments: “I would not say that the DSG transmission often really breaks down. Those parts that we change cannot be unambiguously called faulty and inoperable. The car, as a rule, arrives under its own power, its behavior on the road does not cause concern. Customer complaints about the operation of the transmission are not confirmed explicitly and unconditionally. In such cases, the purpose of replacing parts is to increase the comfort level and life of the friction parts.

For example, clutch discs are installed that have been modified with an increased resource of friction linings (such discs have long been installed on all new cars). Also, in all cases, the software is updated and the unit is adapted to new parts. After a set of measures, the buyer really feels some positive, from his point of view, changes, although in fact the clutch works the same as it did.

Thus, if, for example, the driver drove for some time on country roads with a uniform rhythm of movement, and then drove through traffic jams of the metropolis, starting to accelerate and brake sharply, the “brain” of the mechatronics “goes crazy” for some time. The same thing happens when changing drivers with different driving styles. For example, when a wife drives calmly and smoothly, and then a husband who loves aggressive driving gets behind the wheel.

In addition, in traffic jams, with constant gear shifting, the clutch discs heat up and, in order to prevent them from overheating, the mechatronics begins to connect the discs faster, reducing the time they rub against each other. The same effect occurs as in a car with a manual transmission, when the clutch pedal is released too abruptly.

Only the whole catch here is that vibration, jerks and shocks in the box can also directly indicate its imminent failure. But how can an inexperienced user determine if jerks and jerks are “normal” or if action needs to be taken? One owner immediately goes to the official service, where he receives an answer that everything is in order with the box - and becomes furious. The other comes to terms with this behavior of the box and eventually “rolls” it to the end.

According to the data we collected from various third-party services, the first “real” problems with DSG7 boxes begin at 60-80 thousand kilometers, many boxes cause problems somewhere around 100 thousand, and only a few reach 150 thousand km without problems. Volkswagen representatives categorically deny these data, arguing that with proper operation, the service life of the DSG7 box exceeds 300 thousand km, that is, the conditional limit of the car's service life.

Regarding what is called “correct operation”, as we found out from official dealers, it is recommended to use manual control mode in traffic jams and not to abuse aggressive driving with constant sharp acceleration and braking. The DSG7 doesn't like this, having been designed from the ground up for a quiet "European" driving style. Well, and all sorts of driver stuff, like gasping with the brake clamped with the left foot, which are not so painful for torque converter “automatic machines”, in the case of the DSG7, they can immediately disable the box.

As for the main causes of the “illness” of DSG7 boxes, this is clutch wear and mechatronics malfunctions. According to the mechanics of third-party service stations involved in the repair of such boxes, the mechatronics suffers very much from the products of development in the mechanical part - bearings, couplings, gears and shafts. Microscopic chips eventually settle on the mechatronics sensors, which begins to make mistakes when switching.

There are shocks and jerks, large delays when shifting gears. The problem can cause the car to completely immobilize when not a single gear is engaged. There have been cases of sudden loss of traction while driving. (It was they, by the way, that became the main argument in the demands of deputy Lysakov to ban the DSG7. The German concern objected, arguing that gearbox malfunctions did not affect the operation of the steering, brakes and security systems.

Still, as the mechanics of third-party service stations say, one has to deal with the destruction of bearings. This, in their opinion, is due to the fact that with a high load in motion in traffic jams, the bearings begin to experience a lack of lubrication. Volkswagen representatives strongly deny all problems with the mechanical part of the box, arguing that almost nothing ever fails here, and the reliability of the DSG7 is equal to the reliability of the mechanical box.

“If we talk about the repair of the mechanical part (bearings, gears and shafts), then there are practically no problems with this at all, the share of these repairs is beyond the limits of objective statistics. The design is reliable and perfect. Unless it is related to damage in an accident and serious violations of the rules for operating a car,” retorts the technical head coach of the Volkswagen Center Tallinn dealership.

What is the bottom line?

There is nothing to deny: Volkswagen has developed and launched into mass production a very progressive unit in terms of design idea, which, in terms of the totality of its characteristics, really surpasses all existing analogues. However, it should not be denied that the transmission turned out to be incredibly complex, which is why at first (read, by "dampness") it required a lot of technical and, mainly, software improvements, which, according to tradition, were already identified by buyers, acting as beta testers.

The most interesting thing is that it was our motorists who in many ways turned out to be the most effective "testers", since it is our operating conditions for European manufacturers that are considered "increased complexity", which is often prescribed even in the service book, introducing a number of restrictions.

In addition, do not forget that the DSG box was invented by the Europeans for the Europeans and their style of automotive life, that is, first of all, for a slow uniform movement in order to maximize fuel economy, and not go “to the point” from the traffic light. It is not difficult to guess that, placed in other realities and requirements, the transmission began to “act up”.

A fairly conservative Russian consumer, moreover, often with an extremely active driving style, is really skeptical about various innovations, which is why automakers often have to return to our market car modifications that are not used in other regions. So, for example, the same Volkswagen concern had to remove the 1.2TSI turbo engine in a DSG pair from Russia and replace it with the usual atmospheric 1.6 “automatic”. It’s already true that what’s good for a Russian is good for a German ...

Now the situation has changed a lot. Compared to what the DSG box came out with in the beginning and what it is now, it's safe to say that the work at Volkswagen was really non-stop. The concern has been continuously improving clutches and mechatronics software, updates of which since the launch of the box into mass production to the present time have been sent to dealer services about two hundred (!) Options. With the new DSG7 boxes from 2014, everything is really much better. At least our recent test of the Audi A6 and Audi A7 did not reveal any complaints about the behavior of the transmission.

The DSG box is an automatic robotic transmission for gear shifting, which is used not only by the Skoda car brand on their cars, but by the entire Volkswagen Group as a whole. Why is it better than a conventional machine gun, how does it work, what kind of reliability and what resource does it have? Many people ask such questions when they are faced with the choice of a car and, in particular, a transmission for it. Let's look at everything in order.

The abbreviation DSG in German stands for Direktschaltgetriebe (Direktschaltgetriebe) and in English Direct Shift Gearbox. In another way, it is also called preselective.

Advantages

To improve comfort when moving, engineers of any concern are trying to develop all new devices and devices. When the first automatic transmission was invented and released, it was a grandiose breakthrough. After all, mechanical switching requires additional effort when driving and working with two pedals: gas and clutch, and here you only need to press on the gas or on the brake.

What are the advantages of DSG compared to mechanics or a conventional machine:

the most important thing is that when shifting gears there is no gap between them and thus loss of engine power (when shifting on the mechanics, we squeeze the clutch, the transmission of traction to the wheels stops, and the engine is idling at these moments) providing better acceleration dynamics and engine efficiency ;
fuel efficiency is increased by up to 10% in comparison with mechanics and a simple machine;
the ability to shift gears both in auto and manual mode (which is not available on all machines).

As you can see, there are two main advantages, but this allowed the DSG gearbox to become very popular and since the release of the first one, which was in 2003 to the present, more than a million have been produced.

Device and principle of operation

At its core, the DSG gearbox is a mechanic, but gear shifting, as described above, occurs without loss of power. The main difference from any other gearbox is the presence of two clutches in the DSG. The principle of operation of which is that when one shifts from one gear to another, one clutch is disengaged and the second is engaged at the same time. Thus, an uninterrupted transmission of torque to the wheels is ensured. Accordingly, it turns out that there are also two primary shafts. It follows that the DSG is not one, but TWO boxes, even and odd gears, that work simultaneously. If you start moving, both first and second gears are engaged immediately, only the clutch in second is open. When the moment comes for switching, the clutch of the first opens, and the second closes at the same moment. The same principle of operation continues.

Why is it called robotic, because the process of changing gear is automated? Because manual gearboxes, in which the process of changing gears takes place on an automatic machine, and this is our DSG, are usually called “robots” in order to distinguish them from hydromechanical automatic machines. Gears are shifted by ordinary synchronizer clutches, but their forks are driven by hydraulic cylinders. Clutch drives are also turned on and off by hydraulics, and the whole process is controlled by a unit called Mechatronic.

The Mechatronics unit itself is an accumulation of electronic and electro-hydraulic components, as well as sensors of the entire control system of the DSG box. The principle of operation of Mechatronics is to monitor the readings of input sensors that monitor the speed of the shafts at the inlet and outlet of the box, oil pressure and temperature, and what position the shift forks are in. Based on all this, the electronic unit implements a programmed algorithm of actions to control the electro-hydraulic.

Thus, as mentioned above, the principle of operation of the DSG robot is to sequentially engage gears on both input shafts.

Kinds

At the moment, two types of preselective gearboxes are used on Skoda cars, these are DSG 6 and DSG 7, six- and seven-speed, respectively. DSG 6 was released first back in 2003, and DSG 7 was released in 2006.

A distinctive feature of the DSG 6 (factory marking VW 02E) is a "wet" clutch - the disc packs are constantly and work in an oil bath, which lubricates and cools them at the same time. This immediately positively affects the clutch life, and in general the entire box.

It should be noted that DSG 6 can digest and provide thrust up to 325 Newtons, so it is usually used on powerful and large engines. This range starts at 1.4 liters and 140 horses and ends on V-6s, 3.2 liters with 250 horses. But what about budget cars, why do they need such a heavy and powerful 6-speed DSG 6, the weight of which is 93 kilograms. And then the engineers invented and designed a new 7-speed gearbox - DSG 7.

The feature that distinguishes the 7-speed DSG 7 from the DSG 6 is the “dry” clutch. DSG 7 (VW serial number 0AM) was developed specifically for low-power engines, the torque of which does not exceed 250 Newtons. If we compare the amount of oil to be filled, then the 6-speed requires at least 6.5 liters, and the DSG 7 costs 1.7 liters. Of the advantages of the 7-speed DSG, the following can be noted:

weight is 70 kg;
almost 4 times less oil used;
greater fuel efficiency of the engine (by 6.5% according to the European driving cycle), due to the absence of the need for the constant operation of the oil pump.

Therefore, a 7-speed gearbox called DSG 7 has become very well used in tandem with less powerful engines and its limit is such a plan as 1.4 TSI, whose power is 122 hp, well, or 1.9 TDI, which is endowed with 105 horses.

Flaws

Although the manufacturer guarantees the reliability of the DSG, there are still some problems in its operation. What are these problems, what kind and how to deal with them? Let's first see what are the disadvantages when you buy a car with a DSG transmission and whether this affects its reliability:

the cost of a car is much higher than with simple mechanics;
the very complex design of the transmission does not always allow it to be repaired and very often it is necessary to change it entirely, which again is not cheap;
the resource of DSG 7 and its components is much lower than 6-speed, although the manufacturer guarantees its service life for 300 thousand km. (during this time it is considered that the entire car wears out);
the Mechatronic unit can fail due to frequent temperature changes, and their fluctuation reaches from -30 in winter to +140 (oil temperature in which it is located on a 6-speed DSG);
Mechatronic itself cannot be repaired, only a complete replacement;
expensive oil change procedure on a 6-speed transmission;
on the seven-speed, jerking is noted when shifting gears from first to second (this defect is extremely rare, but still present);
excessive overheating, as a result of the constant operation of the preselector.

Here are the main drawbacks of the DSG, which, according to some, undermine the overall reliability of the transmission. But such breakdowns are rare. Nothing lasts forever and has the right to wear and tear. In the same way, it requires regular replacement of the clutch in the manual transmission, which can be erased in an instant. So to say that the DSG “robot” is bad is not worth it.

Correct operation and conclusions

Many people ask the question: “How to properly use or operate this transmission”? There is no answer to it, because of all the actions that you can take, it is to correctly select the mode that suits your driving style using the selector. You no longer have any contact with the transmission. Watch her work, it should be smooth, if any kind of noise or twitching appears, you should immediately contact the service.