Get Design of the gearbox Guide for Volkswagen Touran 4 Door First Generation (2003-2015)

Design of the gearbox

Basic principle

In principle, the double-clutch gearbox consists of two

independent, gear train halves.

Gears 1, 3, 5 and 7 are shifted via clutch K1 and

therefore via gear train half 1 and output shaft 1.

In terms of function, each gear train half is designed

as a manual gearbox. A clutch is assigned to each

gear train half.

Gears 2, 4, 6 and reverse gear are conducted via

clutch K2 and therefore gear train half 2 and output

shafts 2 and 3.

The two clutches are dry clutches.

One gear train half is always positively connected.

The next gear can already be shifted in the other gear

train half, because the clutch for this gear is still open.

They are opened and closed and controlled by the

mechatronic unit depending on the gear which is to

be shifted.

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A conventional, manual gearbox synchroniser and

shift unit is assigned to each gear.

Principle diagram

Output shaft 2

Output shaft 3

Gear train half 2

Drive shaft 2

R

6

4

2

K2

K1

Engine torque

Drive shaft 1

7

5

3

1

Gear train half 1

Output shaft 1

S390_015

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Torque input

The torque is transferred from the dual-mass flywheel, which is secured to the crankshaft, to the double clutch.

To achieve this, the dual-mass flywheel is equipped with inner teeth. These engage in the outer teeth on the double

clutch carrier ring. From there, the torque is transmitted onwards into the double clutch.

Carrier ring

Drive shafts 1 and 2

Outer teeth

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Inner teeth

S390_064

Double clutch

Dual-mass flywheel

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Design of the gearbox

Double clutch and torque curve

The double clutch is located in the bell housing.

It consists of two conventional clutches, which are comprised to form a double clutch. During the remainder of this

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self-study programme, the clutches are referred to as K1 and K2.

Clutch K1 transfers the torque to drive shaft 1 via splines. From drive shaft 1, the torque for gears 1 and 3 is

transferred to output shaft 1 and that for gears 5 and 7 to output shaft 2.

Clutch K2 transfers the torque to drive shaft 2 via splines.

It transfers the torque for gears 2 and 4 to output shaft 1 and the torque for 6th gear and reverse gear to output

shaft 2. Via reverse gear intermediate gear R1, the torque is then passed on to reverse gear R2 on output shaft 3.

All three output shafts are connected to the differential final drive gear.

Output shaft 3

Clutch K2

Dual-mass flywheel

Output shaft 2

Clutch K1

Drive shaft 1

For reasons of clarity, the

gearbox is shown elongated.

Drive shaft 2

Output shaft 1

1 … 7 = 1st to 7th gears

S390_016

R1 = reverse gear intermediate gear

R2 = reverse gear

Final drive gear

Differential

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Double clutch drive plate

From the carrier ring, the torque is transferred to the drive plate in the double clutch.

To achieve this, the carrier ring and drive plate are joined firmly together. The drive plate is mounted on drive shaft

2 as an idler gear.

How it works:

If one of the two clutches is actuated, the torque is

transferred from the drive plate onto the relevant

clutch plate and onwards onto the corresponding

drive shaft.

Carrier ring

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Drive plate

S390_065

Drive shafts 1 and 2

Dual-mass flywheel

Clutch K2

S390_067

Clutch K1

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Design of the gearbox

The clutches

Two independent, dry clutches operate in the double clutch. They each conduct the torque into one

gear train half. Two clutch positions are possible:

● When the engine is switched off and idling, both clutches are open.

● During vehicle operation, only one of the two clutches is ever closed.

Clutch K1

Clutch K1 conducts the torque for gears 1, 3, 5 and 7 to drive shaft 1.

Clutch K1 not actuated

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Drive shaft 1

S390_017

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How it works:

Clutch K1

To actuate the clutch, the engaging lever presses the engagement bearing onto the diaphragm spring.

At several relay points, this compression movement is transformed into a tension movement.

As a result of this, the pressure plate is pulled onto the clutch plate and the drive plate.

The torque is therefore transferred onto the drive shaft.

The engaging lever is actuated via valve 3 in gear train half 1 N435 by the hydraulic clutch actuator for K1.

Clutch K1 actuated

Pressure plate

Diaphragm spring

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Engagement

bearing

S390_066

Drive plate

Clutch plate

Diaphragm

spring

S390_087

Engaging lever

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Design of the gearbox

Clutch K2

Clutch K2 conducts the torque for gears 2, 4, 6 and R to drive shaft 2.

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Drive shaft 2

S390_018

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How it works:

Clutch K2

If the engaging lever is actuated, the engagement bearing presses against the pressure plate's diaphragm spring.

As the diaphragm spring is supported by the clutch housing, the pressure plate is pressed against the drive plate

and the torque is transferred onto drive shaft 2.

The engaging lever is actuated via valve 3 in gear train half 2 N439 by the hydraulic clutch actuator for K2.

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Clutch K2 actuated

Pressure plate

Support point

Drive plate

Diaphragm spring

Clutch plate

Engagement

bearing

Engaging lever

S390_088

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Design of the gearbox

Drive shafts

The drive shafts are located in the gearbox housing.

Each drive shaft is connected to a clutch via splines.

These transfer the engine torque onto the output

shafts according to the gear which is engaged.

Drive shaft 2 is hollow.

Drive shaft 1 runs through hollow drive shaft 2.

A ball bearing, which is used to mount the drive shafts

in the gearbox housing, is located on each shaft.

S390_046

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Drive shaft 2

Drive shaft 1

S390_019

Spline

Ball bearing

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Drive shaft 2

Due to its installation position, drive shaft 2 will be described before drive shaft 1.

Gear for G612

Bearing

S390_020

4th/6th gears

2nd/R gears

Drive shaft 2 is designed as a hollow shaft. It is connected to K2 via splines.

Drive shaft 2 is used to shift gears 2, 4, 6 and R. To record the gearbox input speed, this shaft has the gear for

gearbox input speed sender 2 G612.

Drive shaft 1

Impulse wheel for G632

Bearing

S390_021

1st gear

5th gear

3rd gear

7th gear

Drive shaft 1 is connected to clutch K1 via splines. It is used to shift gears 1,3,5 and 7. To record the gearbox input

speed, this shaft has the impulse wheel for gearbox input speed sender 1 G632.

Please note that a strong magnet may destroy the impulse wheel for drive shaft 1.

Further information on the impulse wheel can be found in self-study programme 308

"The Direct Shift Gearbox 02E".

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Design of the gearbox

Output shafts

Installation position in the gearbox

(View from the left – shown elongated)

Three output shafts are contained in the gearbox

housing.

Depending on the gear which is engaged, the

engine's torque is transferred from the drive shafts to

the output shafts.

An output gear, via which the torque is passed on to

the differential final drive gear, is located on each

output shaft.

S390_023

Output shaft 1

1st gear

3rd gear

4th gear

2nd gear

Output gear

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S390_022

Bearing

Sliding sleeve,

gears 1/3

Sliding sleeve,

gears 2/4

The following are located on output shaft 1:

- The selector gears for gears 1, 2 and 3; the 3 gears are synchromeshed 3-fold.

- The selector gear for 4th gear; the 4th gear is synchromeshed 2-fold.

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Installation position in the gearbox

(View from the left – shown elongated)

S390_025

Output shaft 2

5th gear

7th gear

6th gear

R gear 1

R gear 2

Output gear

S390_024

Sliding sleeve,

gears 6/R

Sliding sleeve,

gears 5/7

The following are located on output shaft 2:

- The 2-fold synchromeshed selector gears for gears 5, 6 and 7, and

- The intermediate gears R gear 1 and R gear 2 for reverse gear.

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Design of the gearbox

Output shaft 3

Installation position in the gearbox

(View from the left – shown elongated)

S390_027

Gear wheel for R gear

Parking lock gear

Output gear

Bearing

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S390_026

Sliding sleeve

The following are located on output shaft 3:

- The 1-fold synchromeshed selector gear for R gear

- The parking lock gear

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Differential

Installation position in the gearbox

(View from the left – shown elongated)

S390_029

Final drive gear

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S390_028

The differential transfers the torque onwards to the vehicle's wheels via the drive shafts.

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Design of the gearbox

Parking lock

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A parking lock is integrated into the double-clutch gearbox to ensure that it is parked securely and to prevent

unintentional rolling away when the handbrake is not applied.

The locking pin is engaged purely mechanically via a Bowden cable between the selector lever and the parking

lock lever on the gearbox.

The Bowden cable is used exclusively to actuate the parking lock.

Connection ball for parking

lock Bowden cable

Locking pin

Holding-down device

Return spring for

locking pin

Detent spring

Actuation pin

Pre-tensioning spring

S390_030

Parking lock gear

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Function

Parking lock not actuated,

(selector lever position R, N, D, S)

Holding-down

device

When the parking lock is not actuated, the cone of the

actuation pin lies on the holding-down device and the

locking pin.

Detent spring

Locking pin

The parking lock is held in the non-actuated position

by a locking device.

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S390_061

Actuation pin

Parking lock actuated,

locking pin not engaged

(selector lever position P)

By actuating the parking lock, the cone of the

actuation pin is pressed against the holding-down

device and the locking pin. As the holding-down

device is stationary, the locking pin moves down.

If it encounters a tooth on the parking lock gear, the

pre-tensioning spring is tensioned.

Locking device

S390_062

The actuation pin is held in this position by the locking

device.

Pre-tensioning spring,

tensioned

Parking lock actuated,

locking pin engaged

(selector lever position P)

(locking pin engaged)

If the vehicle continues to move, the parking lock gear

also rotates.

As the actuation pin is pre-tensioned, it automatically

pushes the locking pin into the next tooth space on the

parking lock gear.

S390_063

Pre-tensioning spring,

relaxes

Tooth of

locking pin engaged

in parking lock gear

Actuation pin

in end position

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Design of the gearbox

Gear synchronisation

A balked synchromesh with locking pieces is used in the case of all gears to synchronise the different speeds when

changing gears. Depending on the shifting load, the gears are synchronised one- to three-fold.

Gear

1st to 3rd

4th

Synchromesh

Three-fold

Two-fold

Synchroniser ring material

Brass with molybdenum coating

5th to 7th

R

One-fold

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The figure shows the synchromesh design for 2nd, 4th and R gears.

Selector fork

Firmly connected

(welded)

Selector gear

2nd gear

Outer ring

(intermediate

ring)

Synchronising hub

Synchroniser

Sliding sleeve

Synchroniser ring

ring

(inner)

ring

(outer)

Locking pieces

(outer)

S390_081

Clutch splines

Intermediate ring

Synchroniser ring

(inner)

Selector gear

4th gear

Sliding sleeve

Selector gear R gear

Locking pieces

Synchroniser ring

S390_082

Synchronising hub

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Power transmission in the gears

Torque is transmitted into the gearbox via either clutch K1 or K2.

Each clutch drives a drive shaft.

Drive shaft 1 is driven by clutch K1 and

drive shaft 2 is driven by clutch K2.

Power is transmitted to the differential via

- output shaft 1 for gears 1, 2, 3, and 4,

- output shaft 2 for gears 5, 6 and 7, and

- output shaft 3 for reverse gear and the parking lock.

S390_033

1st gear

S390_034

R gear

Clutch K1

Clutch K2

Drive shaft 1

Output shaft 1

Differential

Drive shaft 2

Output shaft 3

Differential

The change in rotational direction for reverse gear is

carried out by output shaft 3.

For greater clarity, power transmission is shown schematically in "elongated" form.

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Design of the gearbox

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2nd gear

Clutch K2

Drive shaft 2

Output shaft 1

Differential

S390_035

3rd gear

Clutch K1

Drive shaft 1

Output shaft 1

Differential

S390_036

4th gear

Clutch K2

Drive shaft 2

Output shaft 1

Differential

S390_037

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5th gear

Clutch K1

Drive shaft 1

Output shaft 2

Differential

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S390_038

6th gear

Clutch K2

Drive shaft 2

Output shaft 2

Differential

S390_039

7th gear

Clutch K1

Drive shaft 1

Output shaft 2

Differential

S390_040

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Design of the gearbox for Your Volkswagen Touran 4 Door First Generation (2003-2015)

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