Exterior View of the Gearbox

Partial Cut Away View of the Gearbox

The advantages of having seven gear ratios

Seven gear ratios enable a wide ratio spread to be realised,
resulting in highly dynamic starting performance and allowing 7th
gear to be used as an overdrive (E-gear). Low fuel consumption
figures are thus achievable.

In addition to the many other innovative detail solutions, which

have been incorporated into the 0B5 gearbox, the seven gear
ratios are a key factor enabling the Audi vehicle to combine
sportiness and efficiency.
 Sectional view of gearbox – overview of the component
parts

Gearbox mechanism design – function

Drive is transmitted to the dual-mass flywheel through
the transmission plate. From here, torque is transmitted to the
electro-hydraulically controlled dual clutch, which selectively
operates the even or odd numbered gears.

The gearbox is thus subdivided into two sub-gearboxes.

Sub-gearbox 1
The odd numbered gears (1, 3, 5, 7) can be driven
through the central input shaft 1 by clutch K1.

Sub-gearbox 2
The even numbered gears (2, 4, 6) and the reverse gear can be
driven through input shaft 2 (a hollow shaft) by clutch K2.
Power is output through the common output shaft, from where
the torque is transmitted directly to the centre differential. Torque
is distributed approx. 60 % to the flange shaft connecting to the
rear axle and approx. 40 % to the spur pinion and through the
side shaft connecting to the front axle drive.

Design features of the dual clutch

The dual clutch serves two tasks:

– To engage the engine at driveaway and to disengage
the engine when stopping
– To shift the gears (= changeover to sub-gearbox)

The dual clutch was designed in such a way that clutch K1 is

located on the outside, and therefore has the larger diameter.
This meets the higher demands placed on K1 as the
starting clutch (in first gear).

Small pressure cylinders and coil spring assemblies on both

clutches provide good controllability at driveaway and when
changing gear. Hydraulic pressure equalisation is no longer
required. The clutch control corrects the dynamic pressure build-
up caused by centrifugal forces at high engine speeds. A pressure
characteristic allows the dynamic pressure build-up to be
compensated for in any situation.
Gearshift sequence

Driveaway:
In selector lever position P or N, only 1st gear and reverse are
engaged. This allows immediate driveaway from a standing stop.
Depending on whether the driver decides to drive in reverse or
forwards, the correct gears are already preselected.

Shifting:
To drive forwards, the driver shifts the selector lever into D and
drives away in 1st gear. When a defined speed threshold of
approx. 15 kph is exceeded, 2nd gear is engaged in sub-gearbox
2 (reverse was previously engaged).

When the shift point for upshifting from 1st to 2nd gear is
reached, the gearshift is made by lightningfast opening
of clutch K1 and simultaneous rapid closing of clutch K2 without
any interruption in tractive power. To enhance shift comfort and
preserve the clutch, engine torque is reduced during the gearshift
(overlap).

The gear shifting process is completed within a few hundredths of

a second. 3rd gear is now preselected in sub-gearbox 1. The
process described
above repeats itself alternately during the subsequent gearshifts
from 2-3 up to 6-7.

Synchromesh
To achieve extremely short shift times, all synchromesh
gearboxes have carbon-coated synchroniser rings.

Gears one to three and reverse are also configured as triple-cone

synchronisers, due to the high stresses to which the y are
subjected.

Gears four to seven use single-cone synchronisers.

Gearbox oil system

ATF oil system
The 0B5 gearbox has two separate oil systems. The
first oil system accommodates the dual clutch, the mechatronic
syste m and the oil supply.
These components use an ATF developed specially for the B5
gearbox.
This ATF provides rapid response of the shift and clutch control
mechanisms even at low temperatures, and serves to lubricate
and cool the dual clutch.

A basic requirement for the ATF is that it allows the dual clutch to

be controlled in a precise fashion.

Gear oil system
The second oil system incorporates the manual gearbox, the
transfer case (centre differential) and the front axle drive.

Lubrication is by means of a hypoid gear oil with a

special oil additive for the centre differential. By separating
these oil chambers, it has been
possible to design the individual component parts of the gearbox
optimally. Thus, it was not necessary to make any compromises
due to conflicting demands on the  lubricant.

** compare this to the transverse mount 6 speed where a single

ATF was used to lubricate the clutches and the gears.

Sealing the oil systems
The oil chambers must be reliably sealed off from one another at
the transitions between the two oil systems. For instance, the
ingress of gear oil into the ATF oil chamber (the ATF mixes with
the gear oil) would adversely affect the performance of the
dual clutch. To prevent this from occurring, special sealing
elements are fitted in the relevant places.
Input shafts 1 and 2 are sealed by a double  oil  seal ring (in total,
four radial sealing rings are used). If a radial seal is leaking,
the  oil  drain port allows the leaking  oil  to drain off and prevents
it from entering the other  oil  chamber. The transverse bore in
input shaft 2 establishes a connection between input shaft 1 and
the  oil  drain port.

ATF supply – lubrication

A sufficient supply of ATF is essential for the operation of the
gearbox. An external gear pump driven by the dual clutch through
a gear step provides the necessary oil flow and oil pressure.

The ATF pump supplies the mechatronic system with

the oil pressure it requires to perform the following functions:

– Control of the multi-plate clutch (engagement and

disengagement)
– Cooling and lubrication of the multi-plate clutch
– Control of the gearbox hydraulics

Gearbox control - Mechatronics

The gearbox is controlled by a recently developed mechatronic
system. Its control concept allows precision control of gear
engagement speed and force when changing gear. Thus,
depending on the driving situation, it is possible to achieve rapid
gearshifting without compromising on comfort, e.g. while
coasting.
Соленоиды DL501 0B5
The mechatronic system acts as the central gearbox control unit.
It combines the electro-hydraulic control unit (actuators), the
electronic control unit and some of the sensors into a single unit.
On account of the longitudinal configuration, the rpm sensors of
both gearbox input shafts and the gear sensor are located on a
separate mounting bracket.
The mechatronic system controls, regulates and performs the
following functions:

– Adaptation of oil pressure in the hydraulic system to

requirements
– Dual clutch regulation
– Clutch cooling regulation
– Shift point selection
– Gearbox control and regulation
– Communication with other control units
– Limp-home programs
– Self-diagnostics

Gearbox protection functions

Control unit temperature monitoring

High temperatures have a negative impact on the useful life and
performance of electronic components. Due to the integration of
the gearbox control unit into the gearbox (lubricated by ATF), it is
very important to monitor the temperature of the electronics and,
accordingly, the ATF.

When the temperature reaches approx. 135 °C ( measured by one

of the two temperature sensors in the gearbox control unit), the
gearbox electronics must be protected against a further rise in
temperature.

When this threshold value is exceeded, the gearbox control unit

initiates a reduction in engine torque in order to reduce heat
input. Up to a temperature of approx. 145 °C, engine torque can
be reduced gradually until the engine is at idle.

When the engine is at idle, the clutches are open and there is no

power transmission from the engine to the drive wheels.

When the protective function is activated, an entry is made in the

fault memory and the following text message is displayed in
the dash panel insert: "You can continue driving to a limited
extent".

Clutch protection
If the clutch cooling oil temperature exceeds a value of approx.
160 °C , the clutch is within a critical temperature range which
can damage it. These temperatures occur, for example, when
driving away on extreme gradients (possibly when towing a
trailer) or when the vehicle is held stationary on an uphill slope
using the accelerator and the clutch (without using the brake).

As a safety precaution, en gine torque is reduced when the

cooling oil temperature exceeds 160 °C. If the
cooling oil temperature continues to rise, engine torque is
gradually reduced; this can be to the extent that the engine is
only idling. When the engine is at idle, the clutches are open and
there is no power transmission from the engine to the drive
wheels.

When the protective function is initiated, an entry is made in the

fault memory and the following text message is displayed in
the dash panel insert: "You can continue driving to a limited
extent".

As an additional safety precaution, the clutch temperature is

determined using a computer model.

If the computed temperature exceeds a pre-defined value, the

above-mentioned precautions are taken.
All you need to know about the …

… gearbox control unit

In the B8 series, a new data and diagnostic log is used for
the engine control units, the gearbox control units and
the airbag control unit.

The previous data blocks and numberings are no longer used. In

return, individual measured data is now available and listed as full
text in alphabetical order. The required measured data can then
be specifically
selected.

… Clearing the fault memory

The fault memories of the engine and gearbox control unit are
always cleared jointly. If the fault memory of the gearbox control
unit is cleared, then the fault memory in the engine control unit
will automatically be cleared as well. The converse also applies if
the event memory in the engine control unit is cleared.

… towing
If a vehicle with S tronic needs towing, the conventional
restrictions on automatic gearboxes apply:

– Selector lever in position "N"

– A max. towing speed of 50 kph must not be exceeded.
– A max. towing dis tance of 50 km must not be exceeded.

Explanation:
When the engine is at standstill, the oil pump is not driven and
certain parts of the gearbox are no longer lubricated. Exceeding a
speed of 50 kph results in unacceptably high rotational speeds
within the gearbox and dual clutch, because one gear is always
engaged in both sub-gearboxes.

If the towing conditions are not observed, serious gearbox

damage can occur.