etails about the Seven-speed dual-clutch gearbox 0B5/S tronic (DL501)

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Here's a short article on the S-tronic gearbox.

there is a older related article posted on AudiZine here:

- Details of the Clutch Release Systems of Audi (Manual Gearboxes) 
Click here: 
http://www.audizine.com/forum/showth...ystems-of-Audi

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This is the new 7 Speed S-Tronic Double clutch gearbox found in the A4 B8 and Q5 series. It is also found
in the S5 Cabriolet/S4.

The information presented here is for the high torque DL501 model. The gearbox code for this box
in Audi is called "OB5". The general principals of operation and many other details are covered

Enjoy the contents and hopefully gives drivers a better understanding on how this S-tronic gearbox
actually works.

Seven-speed dual-clutch gearbox 0B5/S tronic

Following the great success of the six-speed S tronic on the Audi A3

and Audi TT models, a seven-speed dual-clutch gearbox, combined with the
quattro powertrain, is now used for the first time, in a longitudinal
configuration, on the Audi Q5/A4/A5.

In combining the plus-points of the automatic gearbox (ride comfort and gear
shifting without any interruption in tractive power) and the manual gearbox
(sportiness and efficiency) in combination with extremely short shift times and
"direct power transmission", the dual-clutch gearbox 0B5 provides a special
driving experience.
 Specifications of Gearbox

**The 7th gear is configured as an overdrive (6 + E). Top speed is in 6th gear.
At present, the petrol engines have a ratio spread of approx. 6 : 1 and the
diesel engines approx. 8 : 1.

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 oilchambers, 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.
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 oiltemperature
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 airbagcontrol 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.

Sulla classificazione VAG - OB5. È aggregato con motori a V8 4.0l (diesel) e viene calcolato
sull'azionamento fino a 500 nanometri di coppia sui giri limite. Ma anche, come in altri DSG (Direkt Schalt
Getrieb), il computer limita notevolmente il momento massimo trasferito dal motore verso la
trasmissione.

Cambio fluido DL501

Il filtro dell'olio ATF interno con membrana in feltro 8R0 (OB5 \ DL-501)

Il cambio è strutturalmente diviso in due scomparti: «meccanico» in cui viene utilizzato olio ipoide per
cambi meccanici e vano «automatico» con innesti a frizione della doppia frizione. E inoltre, l'idro blocco in
cui viene utilizzato olio intellettuale speciale per DL501 - G 052.529 A2. Per il raffreddamento di ATF, la
speciale bobina del solenoide # 471 funziona invece della camera controllata termostaticamente.

Capacità: 7.3l

Tipo: G052182A2

g052_182_a2_dq500_0bh

L'olio nel vano «automatico» (7l) viene sostituito con filtri (esterni e interni) e pulizia dei magneti della
pentola dopo 60 mila km di guida. Se si desidera ritardare la revisione di 150-200 mila km, è necessario
cambiare l'olio. Soprattutto riguarda i cambi di invecchiamento. Il controllo del livello e della qualità
dell'olio viene effettuato su alesaggio gelificato a una certa temperatura (38 ° C) con l'uso
dell'attrezzatura diagnostica. È meglio farlo per mezzo di rammendatori di DSG che hanno esperienza e le
attrezzature corrispondenti per l'adattamento. Questo cambio è abbastanza affidabile. Pertanto, il cambio
tempestivo dell'olio e la guida accurata senza carichi estremi e surriscaldamento consentono di ritardare
la revisione pianificata per 250 mila km. Dopo una revisione tempestiva e completa con la sostituzione di
tutti i materiali di consumo (kit di revisione), questo cambio Direct Shift servirà facilmente per qualche
anno in più

Transmission DL501 (0B5) Problems

Shavings from drum harm both to filter and details in the gearbox, and the electrician — mechatronics, to solenoid
coils and sensors. The partition with cleaning is recommended as soon as magnets of the pan show that hedgehogs
of shaving have grown to several millimeters.

If shaving has considerably damaged internal weather strips and layer pads and the car has crossed the mark of
150 thousand km, order overhaul kit with of layer pads and sealing glands — for substitution. Ordered the
German overhaul from Autoline brand, poor structure earlier, but consisting of original sealing glands and rings.
Now there are stereotyped overhaul kits from Transtec, Precision, ATOK more often. Substitution of friction
clutches of both packages of clutches is made by set. Friction clutches have asymmetrical flutes for oil flow-down
for improvement of cooling and demand the correct installation in the direction of rotation. Steel disks. The wear
of friction clutches even half conducts to problems in clutch work.

In DL501 (as well as other DSG) Mechatronics became as a first «child-disease».

Mechatronic DL501 DSG 7 0B5 Identification

In DL501 (as well as other DSG) Mechatronics became as a first «child-disease».

Mechatronic DL501 DSG 7 0B5 Identification

DSG sawdust in the gearbox

Mechatronic’s problems are caused by the fact that settings of the computer allowed to overload the detail of
drums by kick-down, which has got by inheritance from the automatic transmission. The material of clutch is
structurally rather weak for the aggressive modes of dispersal. The run-out of details influences the operation of
valves and thinly adjusted electricians Mechatronics. The producer of electronics even asks to protect
Mechatronics at repair from static electricity, grounding menders hands’ special bracelets. It is almost space
technology. For repair, Mechatronics is used various overhaul kit of the hydro block.

Mechatronic Solenoids Scheme

Work of transmission of DL501 with metal shaving in oil results in fast wear of solenoid coils. VFS (variable-
force — the solenoid coil with changeable stream) solenoid coils — electro pressure regulators in C1-C2 packages
of the platform of hydroplane — the first thing subjects to replacement.
These solenoid coils are used for inclusion of clutches both on DSG6/7 Volkswagen-Audi, and on Getrag by 6-
staged «wet» clutch of WD 6DCT450 for Ford and DCT470 for Mitsubishi. Solenoid coils are adjusted very
thinly, this why their valve does not keep work in the dirty hot oil arriving from the double-clutch. Also, the
solenoid coil of the main pressure of VFS (interchanged with the oil cooling solenoid coil) —  is replaced also
often.

DL501 0B5 Manual

Technical Data
Tightening Specifications