| Explanation of the terms used in this workshop manual |
| These explanations are only related to the automatic gearbox DSG - 0AM. They do not claim to be valid in all cases. |
| Data transfer. Before transmission, electrical signals are put into certain forms (BUS). Further information on this can be found in → No.24. |
| Automatic gearbox DSG. Further information can be found in → No.75. |
| The capability of the control unit to: |
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| Determine measured values and display them in the measured value block. |
| Vehicles Octavia II, Superb II and Yeti |
| Gearbox input r.p.m. sender -G182- |
| The sender determines the speed at the clutch and sends it to the mechatronics. |
| Vehicles Fabia II and Roomster |
| Gearbox input r.p.m. sender -G641- |
| The sender determines the speed at the clutch and sends it to the mechatronics. |
| Continued for all vehicles |
| The automatic gearbox DSG°-°0AM is also designated as double clutch gearbox. The engine torque is initiated in the gearbox via the two-mass flywheel. The flywheel and the double clutch are interconnected via a serration. The gearbox is built like a 7-speed double clutch gearbox OAM. Due to the alternative hydraulic activation of the two dry clutches, it is operated like an automatic gearbox, i.e. the gears are automatically or manually engaged via the Tiptronic mode. A clutch pedal is not present. |
| The gearbox has separate oil fillings for mechatronics and manual gearboxes. Oils are designed to be filled for life. |
| Selector lever lock solenoid -N110- |
| The selector lever lock solenoid is integrated into the shift mechanism. Prevents the (unintentional) tipping of the selector lever from the positions „P“ and „N“ for not-operated brake. |
| If individual or several components or sensors fail, the gearbox control unit activates the corresponding backup functions or emergency running programmes. This ensures a nondestructive operation of the gearbox with the respective effect on the function and quality of the shifting. |
| The emergency running mode is a „status of the control unit“, which, if a fault of the control unit is detected, maintains driving safety, protects the gearbox from damage, and ensures that vehicle running will be affected as little as possible. |
| When the vehicle is parked, the selector lever mechanically locks the parking gear thereby preventing the vehicle from moving off unintentionally. |
| The selector lever position is no longer communicated mechanically, as for the other automatic gearboxes, via the selector lever control cable and the multi-function switch (sensor for driving position) to the gearbox. The selector lever postions or shifting are transmitted via a separate control unit in the shift mechanism via the CAN databus to the mechatronics. The shifting is then performed without control cable. Only in the selector lever position „P“ is the parking position engaged mechanically via the selector lever control cable. |
| Gear-change points change on upward and downward gradients |
| On upward or downward gradients, gear-changes are selected automatically by additional gear-change mapping, according to accelerator position and driving speed. |
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| On steep gradients, gear-change mapping is adapted to engine power output. |
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| On steep gradients, gear-change mapping is adapted to the braking effect of the engine. |
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| By directly selecting a gear via the Tiptronic, also with a concrete gear, e.g. for a slope during trailer operation, the motor braking effect is also used. |
| Another one exists to the right of the normal selector lever gate. In this selector lever gate, the selector lever can be tipped towards the Plus sign (+) to change up the gears manually and vice versa towards the Minus sign (-) to change down the gears manually. |
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