Technical workshop information
Volkswagen Group transmission control DSG 7-gear DQ381 (0GC)
Vehicles:
The dual-clutch transmission for transverse installation – DQ381 – is used in all newer Audi, Seat, Skoda and VW vehicles with high-torque engines (TSI, TDI) up to 380 Nm.
For example:
- VW Arteon (3H), Caddy (SB) (from 2020), Golf (AU/AUV/CD), Passat (3G), Tiguan (AD1), Touran (5T)
- Seat Ateca (5FP), Leon (5F), Leon (KL) ab MJ 2021, Tarraco (KN), Cupra Formentor (KM) from 08.2020
- Skoda Kodiaq (RS) (NS), Karoq (NU), Octavia (5E) (Facelift), Octavia (NX) from MJ 2020, Superb (3V)
- AUDI A3, Q2, Q3, TT
The DQ381 (0GC) is designed for an input torque of up to 420 Nm.
Symptom
The transmission only shifts up and down using a partial gear set in gears 1-3-5-7 or 2-4-6-R, with very delayed shifting. Due to the large gear jumps, the gears are held for a long time and the subsequent shifts are noticeably hard.
- The gear indicator in the instrument cluster flashes, indicating that the following errors have been stored.
- The transmission is in emergency mode.
- When starting/stopping, the engine start is sporadically blocked and it is not possible to engage a gear or change gears.
- Full functionality can sometimes be restored by changing the ignition.
Fault
- P1735 (10666) Position sensor clutch 1, electrical fault
- P1736 (10668) Position sensor clutch 2, electrical fault
- P0805 Clutch position sensor malfunction
Note:
Errors P1735 (10666) & P1736 (10668) can be set at different times.
For the following errors, please only send in the mechatronics or components after consulting with our technical department.
- P0607 Symptom 10925, control module implausible – only on request (complete hydraulics required)
- P0607 Symptom 10926, control module implausible – only on request (complete hydraulics required)
The following errors may also occur sporadically or be caused by an interrupted and incomplete basic setting.
- P17D1 Clutch 1 maximum pressure limit exceeded
- P17D2 Clutch 2 maximum pressure limit exceeded
- P175D Clutch 1 opens unintentionally
- P175E Clutch 1 closes unintentionally
- P176E Clutch 2 opens unintentionally
- P176F Clutch 2 closes unintentionally
Exclusions
If the vehicle is operated for a long period of time with the symptoms mentioned and the corresponding faults, consequential faults may occur. These are varied and must be evaluated in detail using diagnostic technology.
A reliable indicator of defective pressure sensors are the parameters/actual values for transmission oil pressure when the vehicle is stationary, the engine is not running, and the transmission is in “P” mode. Under these conditions, the values should show 0.00 bar on both sensors.
Deviations indicate the described defects in the pressure sensors of the transmission control system.
Diagnosis
In addition to the selection of the errors mentioned, the stored framework conditions contain indications that the unlearn counter is being reset with increasing frequency. This suggests that the error occurs more regularly. The malfunction intensifies at low temperatures and after shorter operating times per driving cycle.
The error code is not related to a clutch position sensor actually installed in the transmission, as a pressure-displacement calculation model is used to determine the clutch position, which is supported, among other things, by the measured pressure in the hydraulic systems of the TG1 and TG2 sub-transmissions and thus the K1 and K2 clutches. The calculated clutch position is therefore based on pressure measured incorrectly by the pressure sensors integrated in the control unit circuit board. The control unit compensates for the deviating pressures by means of clutch adaptations. During the phase of sensor drift, the clutches are subject to increased wear and the transmission changes its shifting behavior.
It cannot be ruled out that, in individual cases, after repairing the transmission control unit on the mechatronics, the basic setting may be aborted unsuccessfully during the subsequent basic setting of the transmission with the diagnostic software due to impermissible deviations in the adaptation values from the current clutch and wheel set values. A clutch replacement cannot be ruled out in this case. The duration and distance traveled since the problem was first noticed, compliance with the DSG oil change intervals, and the degree of wear of the drained transmission oil can be used for analysis.
The clutch adaptation parameters read from the control unit are not suitable for assessing the wear condition of the clutches, as these are already based on a deviating calculation due to the incorrect pressure sensor values.
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Delivery and packaging
Pack the components so that they can be transported without damage. Make sure there is sufficient cushioning material. Especially when shipping the complete mechatronics unit, make sure that the sensors are not exposed to any forces. Place the mechatronics unit on the contact plate in the packaging and mark on the outside which side must be transported facing up.
Scope of delivery DSG transmission control unit in the case of the following errors:
- P1735 (10666) Position sensor clutch 1, electrical fault
- P1736 (10668) Position sensor clutch 2, electrical fault
Scope of delivery DSG mechatronics complete for the following errors after consultation:
- P0607 Symptom 10925, control module implausible – only on request
- P0607 Symptom 10926, control module implausible – only on request
Gearbox oil flush
To ensure the best possible repair results, we recommend flushing the transmission oil without additives.
Workflow as follows:
- Initial flushing with used oil through the device’s filter before repair for initial cleaning of the components.
- Check oil level and oil quality.
- Connect the device to the oil circuit using the adapter via the filter connection.
- Flush as specified without load in all gear stages.
- Drain oil from the device and dispose of it.
- Perform repair.
- After repair. Continue flushing the transmission before test drive.
- Fill the device with new oil plus flushing oil.
- Fill the transmission with the new oil using the device.
- Flush the transmission according to specifications without load in every gear.
- Remove the flushing oil and top up with the remaining new oil.
- Disconnect the device. Insert a new filter.
- Check/correct the transmission oil level according to the instructions.
- Perform the basic transmission setting.
- Perform an adaptation test drive.
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7-speed DSG function
The abbreviation DCT stands for dual-clutch transmission. This automated manual transmission automatically changes gears and disengages and engages the clutches.
The noticeable driving behavior is similar to that of a torque converter automatic transmission. The special feature of this transmission is that the manual transmission is divided into two “sub-transmissions” (TG1 and TG2) and two clutches (K1 and K2). To change gears, the active sub-transmission is disengaged with the corresponding clutch and the second sub-transmission is engaged with the preselected gear and the corresponding clutch.
A gear change is equivalent to a change of sub-transmission with each shift. The logic of gear changes and gear preselection is based on the driver’s wishes, the driving speed, and the internal and external torque and speed requirements.
This makes it possible to change gears with virtually no interruption in traction. The next logical gear is preselected and the clutches transfer the torque to the other sub-transmission, so that only the assigned clutch transmits the torque.
1) Output shaft 2; 2) Clutch K1; 3) Clutch K2; 4) Drive shaft, sub-transmission 2; 5) Input hub, multi-plate clutches; 6) Drive shaft, sub-transmission 1; 7) Dual-mass flywheel; 8) Drive plate; 9) Output shaft 1; 10) Parking lock segment; Image source: Volkswagen AG
Schematic diagram of the DCT 7-Gear function
Explanation how gear shifting works in the DTC transmission:
- The transmission is in 3rd gear, with this gear engaged on “sub-transmission 1.” 4th gear is already engaged on “sub-transmission 2.”
- The control system calculates an upshift and sends a signal to the shift valve in the mechatronics to shift into 4th gear.
- “Sub-gear 1” is disengaged by clutch K1, thereby releasing the power connection in 3rd gear. At the same time, “sub-gear 2” is engaged by the corresponding clutch K2, which means that 4th gear is now power-connected.
The power transfer regulated by the intentional slippage of both clutches enables two shifting processes to take place simultaneously. This means that gear changes can be performed without interrupting traction.
Technically speaking, a DTC is not an automatic transmission, but a direct shift gearbox. It is referred to as an automated manual transmission with double clutch. Image source: Schaeffler Automotive
Dual clutch
Double clutch on the engine side:
- Outer disc carrier K1
- Inner disc carrier K1
- Disc pack K1
- Inner disc carrier K2
- Drive disc with hub
- Outer disc carrier K2
- Intermediate plate
The drive hub is connected to the outer disc carrier K1 and the outer disc carrier K2 and transmits the engine speed. The increments on the outer disc carrier are scanned by the sensor for the transmission input speed and clutch oil temperature. The inner disc packs of clutches K1 (outer) and K2 (inner) transmit the engine torque to the associated inner disc carriers K1, to the sub-transmission TG1, and to the inner disc carrier K2 and the sub-transmission TG2.
Image source: Schaeffler Automotive
Double clutch transmission side:
- Drive wheel for oil pump
- Radial seal for ring oil pressure channel K1
- Ring oil pressure channel K1
- Radial seal for ring oil pressure channel K1
- Radial seal for ring oil pressure channel K2
- Needle bearing for transmission input shafts
- Ring oil pressure channel K2
- Radial seal for ring oil pressure channel K2
- Channel for clutch cooling oil
Both clutches can be opened and closed independently of each other by changing the oil pressure. The clutches are supplied with oil pressure via the main hub, using two radial oil channels. One supplies clutch K1, the other clutch K2. Four radial sealing rings (rectangular rings similar to piston rings) ensure a seal between the transmission and the radial oil channels. The clutch cooling oil flows through holes in the front of the main hub onto the friction discs for cooling. The dual-clutch transmission is driven on the transmission side by two needle bearings on the drive shaft 2 and on the engine side by the gearing of the dual-mass flywheel.
Both clutches are open when not under pressure. To close the clutches, a continuously regulated oil pressure must be applied.
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Image source: Schaeffler Automotive
DSG mechatronics
The DQ381 is equipped with two wet clutches and a mechatronic unit flanged to the shift wheel housing.
A separating bulkhead ensures that the mechatronic unit has a significantly higher oil level than the main oil chamber of the transmission.
The shift forks and clutches are moved by oil pressure, which is regulated by the corresponding solenoid valves. Control takes place in the electrohydraulic control valve box, which is part of the mechatronics. The sensors detect the shaft speeds, oil temperature and oil pressure. The control system calculates the operating strategy from these internal values and other data read in via CAN.
1) G489 gear selector position sensor 3; 2) G632 encoder -1- speed gearbox input drive shaft 1; 3) gearbox control unit; 4) G490 gear selector position sensor 4; 5) G488 gear selector position sensor 2; 6) Control valve box (EHS) with control valves; 7) G612 Encoder -2- Speed gearbox input drive shaft 2; 8) G487 Gear selector position sensor 1;
In addition to the computer with internal temperature sensor, the DSG transmission control unit contains the pressure sensors, the central connection plug for the vehicle wiring harness and the connection strip for the control valves of the electrohydraulic control system. Only two sensors are used to measure oil pressures, and all calculation models are based on their data. This includes the travel of both clutches, the shift travel and the adaptations.
1) External connection plug; 2) Pressure sensors; 3) Computer
Mechatronics disassembly and assembly
Please ensure strict cleanliness when working on gearboxes and electrohydraulic systems. Only dismantle the mechatronics after the immediate installation environment has been cleaned and cleared of any falling debris. The optimum condition for disassembly is normal working room temperature. If the temperature is too high or too low, the mechatronics may jam on the gearbox’s fitting bolts. This would then require an impermissibly high amount of force with a lever tool to loosen them.
- Drain the gear oil
- Top up gearbox oil
- Check oil level
- Removing and installing the mechatronic oil pan
- Expand mechatronics
- Install mechatronics
- Disassemble and reassemble mechatronics
Mechatronics assembly overview
- Gearbox 0GC ( drain oil / refill oil / Check oil level )
- Mechatronics J743
- Mechatronics screw (replace)
- Sealing ring
- Oil pan screw (replace)
- Clamping spring (replace)
- Oil pan (replace) remove and install
SOURCE: VW ERWIN
A special low-friction transmission oil supplies the wheel set, the double clutch and the J743 mechatronics.
The mechatronics unit has its own oil chamber, which is filled with oil up to the overflow edges.
The oil cools the valve coils, reduces operating noise and ensures that the mechatronics are vented.
The oil level in the wheel housing is significantly reduced to prevent splashing losses.
The gear oil is changed without a filter at maintenance intervals in accordance with the manufacturer’s specifications.
SOURCE: VW ERWIN
Drain the gear oil
Drainage process:
- Switch off the vehicle engine and set the selector lever to ‘P’.
- Apply the parking brake.
- To drain the transmission oil, unscrew both drain plugs and the overflow pipe located behind the drain plug for the wheel housing.
- Allow the oil to drain for 4-5 minutes.
Overview of drain and inspection screws:
- Overflow pipe (3 Nm). Various colour versions
- Sealing ring (replace)
- Drain plug for transmission oil (45 Nm)
- Drain plug for mechatronics (10 Nm + 45°). Installation with new sealing ring
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SOURCE: VW ERWIN
Top up gearbox oil
*Refilling process:*
As sensor deviations and the resulting deviations in switching behaviour are to be expected with increased stress on the transmission oil, the filter should also be replaced. A special filling device in accordance with the manufacturer’s specifications is required to fill the transmission oil.
While filling with oil, please note the following:
- Screw the overflow pipe (arrow) in tightly until it stops (make sure it moves smoothly).
- Please note that the pipe of the filling device has already been shortened to the length specified by the manufacturer.
- Screw the gear oil filling device with adapter hand-tight into the opening for the inspection screw.
- Fill with 6 litres of gear oil. Close the filling device.
- Remove the filling device and screw in and tighten the oil drain plug.
QUELLE: VW ERWIN
Note on test drives:
It is not recommended to perform a test drive before checking the transmission oil level and subsequently adjusting the transmission settings. Experience has shown that this can result in error messages relating to the clutches. For example, P175D Clutch K1/K2 closes/opens unintentionally.
These errors are due to significant deviations in clutch adaptations. This is caused by a now realistic pressure in the hydraulic systems of the clutches and sub-transmissions. The errors do not indicate a fault in the mechatronics or clutch. The errors must be deleted before the basic setting/adjustment of the transmission control.
Errors relating to a missing or incomplete basic setting cannot be deleted and therefore do not prevent the basic setting from being carried out. These errors can be deleted once the basic setting has been successfully completed.
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Check oil level
*Check transmission oil level:*
- Start the engine and let it idle.
- Apply the foot brake and shift through all selector lever positions ‘P, R, N, D/S’ at idle speed, holding each position for 10 seconds.
- Shift the selector lever to position ‘P’.
- Do not turn off the engine.
- Connect the diagnostic device and call up the actual value/parameter ‘Transmission oil temperature’ in the transmission control.
- The oil temperature must be between 35°C and 45°C during the test. If it exceeds 45°, interrupt the test and allow the transmission to cool down.
The transmission oil level is OK if a small amount of oil continuously leaks from the overflow pipe when the test temperature is reached.
SOURCE: VW ERWIN
DSG with beige overflow pipe:
- Ensure that the overflow pipe is correctly screwed in and tightened.
- The correct oil level is slightly below the overflow opening of the pipe.
- To check, unscrew the overflow pipe 2 turns.
- Check the oil level. Correct if necessary.
- Then screw the overflow pipe back in and fasten it securely.
DSG with red overflow pipe:
The overflow pipe does not need to be loosened to check the oil level. However, make sure that it is screwed in and fastened correctly.
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Removing and installing the mechatronics oil pan
Remove the mechatronics oil pan:
- The gearbox oil has been completely drained.
- Remove the retaining clip >3< from the mechatronics connector.
- Loosen the screws >1< in a crosswise pattern and remove them.
- Remove the oil pan >2<, using light taps if necessary. Do not lever it off!
- Pull the oil pan straight down. Do not tilt the mechatronics connector!
Install mechatronics oil pan:
1. Reinstall in reverse order
2. Replace the oil pan with gasket, the screws for the oil pan and
the retaining clip for the plug.
3. Check the O-ring for the plug and replace if damaged.
4. Clean the sealing surface on the gearbox housing, removing all grease and oil.
5. Lightly coat the O-ring on the connector with gearbox oil.
6. Do not use any additional sealants.
7. Position the oil pan straight and evenly and tighten the screws crosswise in several stages. (8 Nm + 60°)
8. Install new retaining clip >3<. The bent side of the clip faces the gearbox.
9. Connect and lock the vehicle-side plug for the mechatronics.
10. Perform final assembly work.
11. Fill and check the gearbox oil according to the manufacturer’s specifications and the instructions below.
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Click on the image to enlarge.
Expand mechatronics
- Schrauben >Loosen and remove the arrows< crosswise.
- Carefully disconnect plug >2< for input speed and clutch temperature sensor at the upper end of the circuit board from the mechatronics cable.
- Carefully remove mechatronics >1< from the transmission.
- The mechatronics are secured by fitting pins. If the mechatronics unit is stuck, do not use excessive force to lever it off. This may be due to the transmission temperature still being too high. *Allow the transmission to cool down first.
- Cover the opening created in the transmission by the mechatronics oil pan. The connector feed-through must be sealed with a suitable plug.
Click on the image to enlarge it.
Caution: Ensure extreme cleanliness. Avoid dust and moisture in the surrounding area. Do not use solvents for cleaning. Fresh ATF of the same specification is best suited. Cover the mechatronics with an oil-moistened cloth or store them in a sealable plastic bag if work on them is interrupted.
ESD: When disassembling the transmission control unit, it is essential to avoid electrostatic discharge. Before starting work, touch a grounded object with your bare hand (without gloves) and do not touch the exposed contacts of the control unit under any circumstances.
Install mechatronics
- Mechatronics >1< Carefully insert the dowel pins into the fixing holes in the gearbox housing.
- Insert new mechatronic screws for dual-clutch transmission >J743< and tighten them in the order shown using the torques specified below.
- Plug connector >2< for input speed and clutch temperature sensor at the upper end of the circuit board onto the connection on the DSG transmission control unit and lock securely into place. Route the cable in the mechatronics as intended.
Click on the image to enlarge it.
| Level |
Screws |
Tightening torque/Further turning angle |
| 1. |
1…9 |
Tighten by hand until contact is made |
| 2. |
1…9 |
8 Nm |
| 3. |
1…9 |
Turn further by 45° |
Mechatronics Disassembly and assembly
Step 1: Assembly view of the mechatronics
Assembly view of the mechatronics: -1- Contact plate, -2- Electrohydraulic control block, -3- DSG control unit with sensors
Step 2: Put down mechatronics
Place the mechatronics unit: Place the mechatronics unit with the contact plate facing upward, as shown in the image, in a suitable mounting aid. The mechatronics unit has sensitive sensors on the gearbox control side (underside) that must not be touched or damaged. The mechatronics unit must be placed on this side with extreme caution and without applying any pressure.
Step 3: Loosen the contact plate of the mechatronics
Loosen the contact plate of the mechatronics: Screws of the contact plate in the row shown in the picture
Step 4: Press off the contact plate of the mechatronics at the front
Press off the front contact plate of the mechatronics unit: Using both thumbs, press the contact plate evenly and carefully upward below the mounting tabs.
Step 5: Position of the contact plate of the mechatronics at the front
Mechatronics contact plate in front position: The contact plate must not be raised more than approx. 10 mm from the two front mounting sockets (right circles with arrows) so that the circuit board in the contact plate is not bent and the contact pairs of the valve connections are not stressed. The rear guide of the contact plate in the contact strip of the control unit (right circle with arrow) must not break under any circumstances. If this happens, the contact flags have been subjected to excessive stress.
Step 6: Press off the contact plate of the mechatronics at the rear
Press off the rear contact plate of the mechatronics unit: Carefully press the contact plate upward with your thumb below the mounting tabs of the outer rear mounting bracket (circle).
Step 7: Check the position of the mechatronics contact plate
Mechatronics contact plate in position: If the contact plate is equidistant from all mechatronics mounting points and the contacts of the control unit and valves, it is in the correct position. (Circles and arrows)
Step 8: Remove the contact plate from the mechatronics unit
Remove the contact plate from the mechatronics unit: Remove the contact plate evenly with minimal force.
Step 9: Unlock the contact connection tab
Unlock the contact connection tab: Fold the connection tab between the contact plate and the control unit sideways in the direction of the arrow (less than 10°) (see orange arrow in the image). The connection tab clicks into the correct position with a “click” when folded down. (see arrows in the orange circle)
Step 10: Loosen the DSG transmission control unit
Remove the DSG transmission control unit: Unscrew the 4 screws (see image) (1 and 4 are short, 2 and 3 are long). Then carefully remove the transmission control unit from the mechatronics unit by lifting it upwards. The force distribution clip between screws 1 and 4 can be removed.
Step 11: Assembly – DSG control unit and electrohydraulic control block
Ensure that the sealing rings on the pressure sensors are correctly seated. New sealing rings are included in the scope of delivery. Both fitting pins must be located in the specified positions in the control block and be firmly seated.
Step 12: Assembly – Attaching the DSG transmission control unit
Der Zusammenbau erfolgt sinngemäß in umgekehrter Reihenfolge der Demontage laut Anleitung
| 1st tightening stage: |
Screws 1 & 4 (short) – 6 Nm |
Screws 2 & 3 (long) – 4.5 Nm |
| 2nd tightening stage: |
Screws 1 & 4 (short) – 8 Nm + 30° |
Screws 2 & 3 (long) – 5 Nm + 25° |
Step 13: Check the contact plate before installation
The contact tongues of the electrohydraulic control valves and the contact pairs of the contact plate must be positioned centrally in the connection shaft, as shown by the line in the upper circles in both images. In the lower circle of both images, the upper contact pair is off-center so that the bent contact tongue only makes contact with the left contact spring. Both must be carefully corrected without damaging them.
Step 14: Attach the contact plate
Tilt the contact connection tab (see arrow) and snap it into place. Place the contact plate on top and snap it audibly into place on the contacts. When pressing down on the contact plate, it is essential to ensure that all contacts are in the intended/correct position of the connector plugs and are not bent.
Step 15: Attach the contact plate
Tighten the contact plate with new screws in the specified order (see image). − 1st tightening stage: 2 Nm. − 2nd tightening stage: 3 Nm + 30° Install the mechatronics with a new cover for mechatronics in the gearbox according to the instructions.
Basic settings and adaptation drive
Basic setting
Adaptation drive
After installing the mechatronics with the transmission control unit, the transmission must be basicly adjusted using a suitable diagnostic device. Otherwise, it is not possible to adapt the new tolerances of the transmission and clutch mechanics to the mechatronics. The adaptation values are stored in the transmission control unit.
The basic setting is performed according to a specified procedure under defined conditions. These are often specified by the diagnostic system. The general procedure is shown in the illustration.
Click on the image to enlarge it.
Basic setting
The many system versions of the DQ381/DQ500 transmission control units and diagnostic systems may define different requirements for the basic settings. Multi-brand diagnostic systems offer reduced or no user guidance, which requires the operator to be familiar with the conditions and to carry out the basic settings. Therefore, the possible deviations listed below must be taken into account. The basic settings will not be released or will be interrupted if the parameters and conditions do not meet the specifications.
Please note regarding error memory code entries:
- Not relevant for some systems, as the diagnostic software ignores irrelevant errors or deletes them during progress.
- The error P175F00 – Transmission system basic setting not performed does not lead to the basic setting being aborted.
- Selector lever module error-free
- Selector lever position plausible
Technical conditions:
- Electric parking brake applied (deviations lead to termination)
- Selector lever position in “P” (deviations lead to termination)
- Engine idling, pedal position not actuated (deviations lead to termination)
- Foot brake permanently actuated/not actuated, both variants are possible. Even if the user guidance of the diagnostic system specifies otherwise. Deviations lead to termination or block the basic setting in some systems.
- Transmission oil temperature between 15 and 100°C; specifications of 35–45°C are possible
Basic setting:
- The basic setting process is automated and should not be interrupted.
- During the basic setting, varying degrees of shifting noise occur in the drive train.
- Only interrupt the basic setting if the work step does not change for more than one minute.
- Possible system crashes when leaving the specification or errors caused by significantly deviating adaptations.
- Restart the basic setting after the waiting time for data storage in a new ignition cycle.
Basic setting – save data
- Finally:
- Ignition OFF
- Wait 10 seconds for the control unit to shut down
- Ignition ON again
- Mechatronics ready for operation
The programmed values are only saved in the control unit when the ignition is switched off.
Basic settings – Problems
The “basic settings of the transmission” are used to record the calibration of all relevant parameters of the gear set shift travel and the pressure-travel characteristic curve of the clutches and the control behavior of the electrohydraulic control of the mechatronics into the DSG transmission control unit after replacing one of these components or upon request by a technical instruction and a corresponding error entry in the DSG transmission control.
Error memory entries stored in relevant systems that prevent or interrupt a basic setting:
- Engine control with errors in engine load and torque calculation, such as misfires, load signals, speed signal. Particulate filter regeneration with interruption and power deficiency/error.
- Energy management with high load and speed as well as load shedding due to undervoltage and system consumption.
- Electric parking brake with errors that do not clearly indicate the status of the brake and whether the vehicle is braked.
- ESP with errors that cause torque reduction in engine management and transmission control.
- Selector lever module with errors that do not clearly indicate which gear is requested.
The following functions are started step by step:
- Determination of temperature, speed, and pressure
- Modeling of transmission oil pressure, main pressure, partial transmission pressure, clutch pressure, clutch cooling oil pressure
- Starting the synchronization points
- Learning the shift paths of all gears (audible, as the output shafts are blocked by the parking lock on the differential spur gear)
- Approaching the synchronisation points
- Learning the clutch points
*Remedy, provided none of the above obvious reasons for termination apply:
- Repeat the basic setting, several times if necessary. If unsuccessful, allow the transmission to cool for several hours and try again.
- If the diagnostic device offers a quick adaptation of the clutches, perform this. Then repeat the basic setting.
- Without the basic setting, carefully test drive without much load and try the basic setting again. Pay attention to the transmission oil temperature.
- If all measures are unsuccessful, the clutch may be worn.
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Adaptation drive
Note:
The clutch adaptations are performed from 5th gear onwards and at a transmission oil temperature of 15°C.
1. Drive in each gear, including reverse gear.
- Select lever in the tip lane.
- Drive in each gear for at least 3 seconds.
2. Drive alternately in 5th or 7th gear (sub-transmission 1) and 6th gear (sub-transmission 2).
- Selector lever in tip lane.
- Speed range 1800 – 3000 rpm.
- Ten minutes constantly in 5th or 7th gear (sub-transmission 1).
- Drive for ten minutes in 6th gear (sub-transmission 2).
3. Finally, check the shifting behavior.
- Drive in each gear in drive mode D, including reverse gear.
- If the result is negative, repeat step 2.
The control unit should recognize the full throttle value for a brief moment. The maximum speed does not have to be reached.
During the adaptation drive, the two clutches are adapted.
The number of counters for successful adaptation should be at least 4 for each clutch (measured values 10C9 clutch 1 adaptation kiss point part 1 success counter and 10EA clutch 2 adaptation kiss point part 1 success counter).
If the adaptation run cannot be carried out in the recommended manner or for the required duration, the remaining quick adaptations will be carried out automatically and imperceptibly in the following driving cycles.
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