The electro hydraulic control unit is integrated to the Mechatronics module.

All the solenoid valves, pressure control valves, the hydraulic slider and the multiplexer
are located inside the control unit.

N88 – Solenoid Valve 1 N217 – Pressure Control Valve 3 (Main pressure

N89 – Solenoid Valve 2 valve)
N90 – Solenoid Valve 3 N218 – Pressure Control Valve 4 (Coolant valve)
N91 – Solenoid Valve 4 N233 – Pressure Control Valve 5 (Safety valve 1)
N92 – Solenoid Valve 5 (Multiplexer valve) N371 – Pressure control valve 6 (Safety valve 2)
N215 – Pressure Control Valve 1 (Clutch valve A – Pressure Relief Valve
K1) B – Printed Circuit Board
N216 – Pressure Control Valve 2 (Clutch valve
K2)

Sensors
Sensor G501 records the RPM of Input Shaft 1.
Sensor G502 records the RPM of Input Shaft 2.
G195 Transmission Output RPM
G196 for Transmission Output RPM
G193 clutch K1, G194 clutch K2, pressure sensors for Hydraulic Pressure, Automatic
Transmission
These Hall effect position sensors are
located in the Mechatronics. Along with the
magnets and the gearshift forks, they
produce a signal allowing the control module
to know the position of the gear
actuator.
Each position sensor monitors the position
of a gear actuator/gearshift fork, which
allows a decision between two gears :
• G487 for gears 1/3
• G488 for gears 2/4
• G489 for gears 6/R
• G490 for gears 5/N
Actuators
The Pressure Control Valve 3
N217 is located in the electro-
hydraulic control unit of the
Mechatronics. It is a modulation
valve. The main pressure in the
Mechatronics hydraulic system is
regulated by this valve.
The most important factor in
computing main pressure is
clutch press which depends on
engine torque.
The control module continually
adjusts the main pressure based
on current conditions.
If the pressure control valve is defective, the maximum main pressure will be used.
As a result, fuel consumption may increase and gearshifts may become harsh.

The Pressure Control Valves N215 and N216 are located in the electro-hydraulic
control unit of the Mechatronics.
They are modulation valves and produce the control pressure for the multi-disc clutches –
Pressure Control Valve N215 for multi-disc clutch K1 and Pressure Control Valve N216 for
multi-disc clutch K2.
Engine torque is the basis for the computation of clutch pressure. The control module
adjusts clutch pressure based on the actual friction coefficient of the multidisc clutches.
In case of failure of a pressure control valve, the corresponding transmission circuit is
closed. This failure will be displayed in the instrument panel insert.

The Pressure Control Valve N218 is located in the electro-hydraulic control unit. It is a
modulation valve and controls a hydraulic slide valve to regulate the volume of clutch
cooling fluid. To control the valve, the control module uses the signal from the Multi-Plate
Clutch Oil Temperature Sensor G509.
If the pressure control valve cannot be actuated, the maximum cooling fluid volume flows
through the multi-disc clutches. In case of low outside temperature, this could result in
problems shifting gears as well as a higher fuel consumption.

Gear Actuator Valves -The four solenoid valves are located in the electro-hydraulic control
unit of the Mechatronics. These are ON/OFF valves. They regulate all fluid pressure of the
multiplexer slide valves for the gear actuators.
When de-energized, the solenoid valves are closed and no fluid pressure is provided to
the gear actuators.
• Solenoid Valve 1 N88 controls the fluid pressure to shift the 1st and 5th gears
• Solenoid Valve 2 N89 controls the fluid pressure to shift 3rd gear and Neutral
• Solenoid Valve 3 N90 controls the fluid pressure to shift 2nd and 6th gears
• Solenoid Valve 4 N91 controls the fluid pressure to shift 4th gear and Reverse
In case of failure of a solenoid valve, the corresponding transmission circuit, containing the
corresponding gear actuator, will be closed. The vehicle can only be driven in 1st and 3rd
gears, or only in 2nd gear.

The Solenoid Valve 5 N92 is located in the Mechatronics electro-hydraulic control unit.
It controls the multiplexer in the hydraulic control unit.
Când solenoid supapei este activat, roțile 2, 4 și 6 pot fi deplasate. Când solenoid supapa
este dezactivată, treptele de viteză 1, 3, 5 și Reverse pot fi deplasate.

Supapa de susținere a multiplexorului rămâne în poziția sa de repaus. Nu mai poate fi

activat prin presiunea fluidului. Este posibil să apară o schimbare de viteze incorectă. De
asemenea, este posibil ca vehiculul să nu utilizeze nici o roata dintata.

Pressure Regulating Valve 5 N233 controls the safety slide valve in transmission circuit 1.
Pressure Regulating Valve 6 N371 controls the safety slide valve in transmission circuit 2.
Supapele de reglare a presiunii N233 și N371 sunt amplasate în modulul hidraulic. Ele
sunt supape de modulare. Reglează supapele de siguranță din interiorul corpului ventilului
Mechatronics.
În cazul unei defecțiuni legate de siguranță în a circuitul de transmisie, supapa de
siguranță taie presiunea hidraulică a circuitului de transmisie corespunzător.
În cazul defectării unei supape de reglare a presiunii, nu mai este posibilă schimbarea
oricărei trepte de viteză în circuitul de transmisie corespunzător.
Dacă circuitul de transmisie 1 se oprește, este posibil să conduceți numai cu treapta a
doua. Dacă circuitul de transmisie 2 se închide, este posibil să conduceți numai cu treapta
1 sau 3.

Volkswagen 02E/DQ250 DSG Mechatronic Basic Setting

https://en.wikipedia.org/wiki/Dual-clutch_transmission

1 varianta - DQ250 six-speed dual-clutch - Polo, Golf/Rabbit/Golf Plus, Scirocco, Jetta,

Eos, Passat, and Touran; Audi cars (A3, and TT); SEAT cars (Ibiza, León, Altea, Toledo);
Škoda cars (Octavia, Superb); Volkswagen commercial vehicles (Caddy, T5 Transporter)
2 varianta - DQ200 the latest Golf 90 kilowatts (121 hp) engine, new seven-speed DSG
Volkswagen Group subsidiary Audi AG have also developed an all-new DCT, the
DL501, for use in longitudinal powertrains.[10][50] Like the original transverse
DQ250, this DL501 uses dual wet multiplate clutches, but unlike the DQ250, this
variant uses seven forward ratios.[10] This DL501 variant made its debut in the
Q5,[50] and also is used in the latest versions of the A4 (B8)[50] and S4 (B8).
[50][51] It is also being considered for use in an all new A6.
Disadvantages[edit]

Expensive specialist transmission fluids/lubricants with dedicated additives are
required, which need regular changes;[15][16]

Relatively expensive to manufacture,[citation needed] and therefore increases new vehicle
purchase price;

Relatively lengthy shift time when shifting to a gear ratio which the transmission
control unit did not anticipate (around 1100 ms, depending on the situation);[4][22]

Torque handling capability constraints perceive a limit on after-market engine tuning
modifications (though many tuners and users have now greatly exceeded the official
torque limits.[citation needed]); Later variants have been fitted to more powerful cars, such as
the 300 bhp/350 Nm VW R36 and the 272 bhp/350 Nm Audi TTS.

Heavier than a comparable Getrag conventional manual transmission (75 kg
(165 lb) vs. 47.5 kg (105 lb));

While the first generation DSG fuel economy was up to 15% worse than a manual,
the second generation DSG (current) gets the same fuel economy as the manual
transmission.[citation needed]

• Sunt necesare fluide de transport speciale / lubrifianți cu aditivi specializați,

care necesită schimbări regulate [15] [16]
• Este relativ costisitor de fabricat, și, prin urmare, crește prețul de achiziție a
unui vehicul nou;
• Timp relativ lung de schimbare la trecerea la un raport de transmisie pe care
unitatea de comandă a transmisiei nu a anticipat (în jur de 1100 ms, în funcție
de situație); [4] [22]
• Constrângerile legate de capacitatea de manevrare a cuplului percep o limită
a modificărilor după reglarea motorului (deși mulți tuneri și utilizatori au
depășit considerabil limitele oficiale ale cuplului); Mai târziu au fost montate
variante la mai multe automobile mai puternice, cum ar fi VW R36 de 350 bhp /
350 Nm și Audi TTS de 272 bhp / 350 Nm.
• Greutate mai mare decât o transmisie manuală convențională Getrag
comparabilă (75 kg (165 lb) față de 47,5 kg (105 lb));
• În timp ce economia de combustibil de primă generație DSG a fost cu până la
15% mai slabă decât un manual, cea de-a doua generație DSG (curent) are
aceeași economie de combustibil ca transmisia manuală.