This poster will focus on sharing systematic knowledge of the 1. 8 tsi and 2. 0 tsi-suited dq380s of b8l, with the hope that it will be of some help to you, and then go straight to the visual learning mode
First, look at a set of parameters, which are the specifications of the dq380 two-way transmission vans, commonly known as dsg, code 0de, equipped with the popular mayday b8l 330/380
The dq200 dry 7-speed dsg, the dq250 wet 6-speed dsg, the b8l 330/380 model no longer use the problem-prone dq250 and dq200 at the time of b7l and its previous models 1. 8tsi and 1. 4tsi equipment, replacing the dq380 wet 7-speed dsg with the 1. 4tsi model still using dq200 dry 7-speed dsg
The first point to be stressed here is that dq380 is produced at the popular tianjin factory, which has nothing to do with faith, the second is dq380, with a significant increase in the twisting value, with a maximum of 420 nm, and the third is a wet double coupling, with an atf oil of 7 l-7. 2 l, the greatest benefit being greater stability and performance。
This is the tectonic map of the dq380 of maiden, and it can be seen that the right-hand side is the two-way rectangular rectangular, commonly known as the big drum, which is the combination of power output in conjunction with the ea888 axis, the green/blue-lined input axis, which is responsible for transmitting the twirl of the drums to two different output axes in different gears, with the top and the bottom two point-out axes, with different slots, with the upper axis 145r, the lower axis 2367, and the output axis, which is responsible for transmitting the twist to the half-axis of the front wheel and driving the wheel
This is a big drum profile, and why it is obvious from this map that the two-part coupling can be deciphered, and that the removal of the end caps on the map will make it possible to see two separate friction blades, the outer circle being the k1 clutch, the inner circle being the k2 compressor, which can be cut through multiple friction plates, and power entry through the green and blue parts of the input axis, the green being the 246r slot, the blue being the 13557 slot, and here it is said to be a relative improvement, the previous heavy grinding tablets and the separation plugs are not well designed, and the polishing tablets can easily become old and hard-blown, the activity-sealed coils can easily be ageing, and that is why the old dsg extremes are prone to re-porting shocks, dent error, problems of dry-discretion heat of the dq200 are very easy to protect and can lead to problems of shifting gears, shocks, etc。
This is an important sign of the distinction between dq200, where dq380 uses wet double-segregation, so the strong drum is a little bit of atf oil for lubricating and spreading heat, and the conveyance is up to 420 nm, much larger than 250 nm of dq200, with the k1 and k2 blenders on the map。
The clutch k1 is an external compressor, which transfers the twist to the driver's axis 1, 3, 5 and 7。
The compressor k2 is an internal compressor, which transmits the twist to the drive axis 2 for the 2nd, 4th, 6th and reverse slots。
Here's the input axis, which is in front of the chart. It's a rough one, but it's two. The green one is for the 246r slot, the blue one is for the 1357 slot
This is input axle one. Different gears are for 1357
This is the output axle 2 on input axle 1. Different gears for the 246r slot
This is the top-marten output axis. Different gears are used for the 145r slot
This is the lower output axis. Different gears are used for the 2367 slots
This is the maitern sync ring. It's called the syncording device. To put it simply, the gears are dynamic, and when you change gears, it's likely you'll lose it, and it'll sound. It is through this syncording that speeds are synchronized and smoothed。
This figure focuses on the big gear on the left. It's called a speed differential. In fact, it's simple. We know that there are two half-axis connected to the front wheel. If the car turns at a different speed, how do we solve it? We're gonna use this speed differential to adjust the speed
This is the core of the atf operation, the atf oil pump, which, depending on engine speed and engine load, has a working pressure between 5 and 25 bar, with a maximum flow of 100 l/min
