Dual Clutch Transmission 7G-DCT. System Description PDF

3/10/2018 Dual clutch transmission 7G-DCT.
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1 Dual clutch transmission 7G-DCT System description
2 Mercedes-Benz Service System Description 7G-DCT Dual Clutch Transmission Daimler AG Technical
Information and Workshop Equipment (GSP/OI) D Stuttgart
3 Information and Copyright You can also nd comprehensive information on our complete product portfolio
in our Internet portal. Link: Questions and Suggestions If you have any questions or suggestions concerning this
product, please write to us. Fax: +49-(0)18 05/ or alternatively Address: Daimler AG GSP/OIS HPC R822, W002 D
Stuttgart 2011 by Daimler AG This document, including all its parts, is protected by copyright. Any further
processing or use requires the previous written consent of Daimler AG, Department GSP/OIS, HPC R822, W002,
D Stuttgart. This applies in particular to reproduction, distribution, alteration, translation, micro lming and
storage and/or processing in electronic systems, including databases and online services. Image no. of title
image: P Image no. of poster: P Order no. of this publication: HLI /11
4 Contents Preface 5 Overall system Introduction 6 Input and output signals 10 Technical data 12 Driver
information 13 Limp-home mode 15 Subsystems Power transmission/power ow 17 Electrohydraulic control
system 21 Shift mechanism 23 System components Oil supply/oil cooling system 28 Dual clutch 32 Park pawl 34
Gear set 37 Synchronization 39 Maintenance Maintenance 41 Special tools Special tools 42 7G-DCT dual clutch
transmission b 3
5 Contents Questions and answers Questions about the dual clutch transmission 44 Annex Abbreviations 46
Index 47 4 b 7G-DCT dual clutch transmission
6 Preface Dear Reader, This system description presents the new 7G-DCT dual clutch transmission. The
purpose of this brochure is to acquaint you with the technical highlights of this new transmission in advance of
its market launch. This brochure is intended to provide information for people employed in service or
maintenance/repair as well as for aftersales sta . It is assumed here that the reader is already familiar with the
Mercedes-Benz transmissions currently on the market. In terms of the contents, the emphasis in this system
description is on presenting new and modi ed components and systems. This system description is not
intended as an aid for repairs or for the diagnosis of technical problems. For such needs, more extensive
information is available in the Workshop Information System (WIS) and Xentry Diagnostics. WIS is updated
continuously. Therefore, the information available there re ects the latest technical status of our vehicles. The
system description provides initial information about the new 7G-DCT dual clutch transmission. The system
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our Privacy Policy (/support/privacy-policy/), including cookie policy. I agree. documents. The
information presented in this system description may therefore di er from the more up-to-date information
found in the WIS. All information relating to technical data, equipment and options is valid as of the copy
deadline in September 2011 and may therefore di er from the current production con guration. Daimler AG
Technical Information and Workshop Equipment (GSP/OI) 7G-DCT dual clutch transmission b 5
7 6Overall system Introduction Introduction The newly developed 7G-DCT dual clutch transmission is being
introduced together with the launch of the new B-Class (model 246). The dual clutch transmission with model
designation supersedes the "AUTOTRONIC" CVT transmission (Continuously Variable Transmission) used on the
current B-Class. During development of the dual clutch transmission, attention was paid to ensuring a compact
design and to integrating all transmission-relevant hydraulic, mechanical and electrical components. In
particular, the electrohydraulically operated park pawl is a new feature on front-wheel drive vehicles with dual
clutch transmission. The dual clutch transmission has seven forward gears and one reverse gear. Both clutch
operation and gear changes take place on a fully automatic basis, providing the driver with shifting comfort and
vehicle dynamics of the highest level. An overview of the main features of the dual clutch transmission:
Compact transmission housing A cooling module with integrated pressure oil lter located on the dual clutch
transmission Two sub-transmissions, each with multidisk clutch Internal and hollow shaft, two output shafts (for
design reasons, a reversing gear was not used for the reverse gear) A pinion di erential integrated in the
transmission housing Multi-cone synchronization (3 cones) for transferring high frictional forces during
acceleration or during braking of the idler gears during gear changes (1st 3rd gear), dual-cone synchronization
(4th 7th gear), single-cone synchronization (reverse gear) A wet, hydraulically operated dual clutch (designed as
a clutch module, consisting of two individual clutches) b 7G-DCT dual clutch transmission A shared transmission
oil circuit (hydraulic control and lubrication of gear set) with one mechanical and one integrated electric
auxiliary oil pump A fully integrated electric transmission control system with control and shift valves, sensors
and actuators Electrohydraulically operated park pawl with an electrically actuated engagement device
Advantages of the dual clutch transmission: Short shift times Dynamic driving and gearshifting Compact design
Integration of all transmission-relevant hydraulic, mechanical and electrical components Maximum comfort
through smooth shift operations High level of e ciency
8 Introduction Overall system Sectional views of dual clutch transmission P Pinion di erential 2 Transmission
oil heat exchanger 3 Dual clutch 4 Hollow shaft 5 Internal shaft 6 Clutch housing 7 Pressure oil lter, in cooling
module (integrated transmission oil heat exchanger) 8 Output shaft 1 9 Output shaft 2 10 Transmission housing
11 VGS connector 12 Fully integrated transmission control (VGS) 13 Park pawl system 14 Transmission oil pan
7G-DCT dual clutch transmission b 7
9 8Overall system Introduction b 7G-DCT dual clutch transmission P
10 Y3/14b3 Clutch temperature sensor Y3/14l1 Park pawl lift solenoid Y3/14n1 Dual clutch transmission
internal shaft rpm sensor Y3/14n2 Dual clutch transmission hollow shaft rpm sensor Y3/14n3 Engine speed
sensor Y3/14n4 Dual clutch transmission fully integrated transmission control unit Y3/14s1 Shift fork 1 position
sensor Y3/14s2 Shift fork 2 position sensor Y3/14s3 Shift fork 3 position sensor Y3/14s4 Shift fork 4 position
sensor Y3/14s5 Park pawl position sensor Y3/14y1 Gear control control valve, 1st/5th gear Y3/14y2 Gear control
control valve, 2nd/4th gear Y3/14y3 Gear control control valve, 3rd/7th gear Y3/14y4 Gear control control valve,
6th/R gear Y3/14y5 Park pawl switchover valve Y3/14y6 System pressure control valve Y3/14y7 K1 clutch control
valve Y3/14y8 K2 clutch control valve Y3/14y9 Gear cylinder pressure control valve Introduction Block diagram
Overall system A1 Instrument cluster A1p12 Gear indicator A1p13 Multifunction display A1p16 Transmission
mode display A1e58 Engine diagnosis indicator lamp A85s1 Left front door rotary tumbler switch B37
Accelerator pedal sensor CAN B Interior CAN CAN C Drivetrain CAN CAN D Diagnostic CAN CAN E Chassis CAN
F58kO Transmission cooling coolant circulation pump relay LIN B15 Battery sensor LIN LIN E1 Steering LIN L6/1
Left front axle rpm sensor L6/2 Right front axle rpm sensor L6/3 Left rear axle rpm sensor L6/4 Right rear axle
rpm sensor M13/5 Coolant circulation pump (with code (581) Comfort automatic air conditioning) M13/7
Transmission cooling coolant circulation pump M42 Electric auxiliary oil pump N3/9 CDI control unit (with diesel
engine) N3/10 ME-SFI control unit (with gasoline engine) N10 SAM control unit N22/7 Automatic air conditioning
control and operating unit N30/4 Electronic Stability Program control unit N69/1 Left front door control unit
N72/1 Upper control panel control unit N73 Electronic ignition lock control unit N80 Steering column tube
module control unit N128 Electric parking brake control unit N135 Steering wheel electronics S9/1 Brake light
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parking brake switch S110/1 Steering wheel downshift button S111/1 Steering wheel upshift button X11/4
Diagnostic connector Y3/14b1 K1 clutch pressure sensor Y3/14b2 K2 clutch pressure sensor 7G-DCT dual clutch
transmission b 9
11 Overall system Input and output signals P b 7G-DCT dual clutch transmission
12 Y3/14b3 Clutch temperature sensor Y3/14l1 Park pawl lift solenoid Y3/14n1 Dual clutch transmission
internal shaft rpm sensor Y3/14n2 Dual clutch transmission hollow shaft rpm sensor Y3/14n3 Engine speed
sensor Y3/14n4 Dual clutch transmission fully integrated transmission control unit Y3/14s1 Shift fork 1 position
sensor Y3/14s2 Shift fork 2 position sensor Y3/14s3 Shift fork 3 position sensor Y3/14s4 Shift fork 4 position
sensor Y3/14s5 Park pawl position sensor Y3/14y1 Gear control control valve, 1st/5th gear Y3/14y2 Gear control
control valve, 2nd/4th gear Y3/14y3 Gear control control valve, 3rd/7th gear Y3/14y4 Gear control control valve,
6th/R gear Y3/14y5 Park pawl switchover valve Y3/14y6 System pressure control valve Y3/14y7 K1 clutch control
valve Y3/14y8 K2 clutch control valve Y3/14y9 Gear cylinder pressure control valve Input and output signals
Function diagram Overall system 1 Shift fork position sensor, signal 2 Rpm sensor, signal 3 Park pawl lift
solenoid, actuation 4 Park pawl switchover valve, actuation 5 Park pawl position sensor, signal 6 Clutch control
valve, actuation 7 System pressure control valve, actuation 8 Gear cylinder pressure control valve, actuation 9
Clutch pressure sensor, signal 10 Clutch temperature sensor, signal 11 Gear control control valve, actuation 12
Electric auxiliary oil pump, actuation 13 Relay, actuation 14 Transmission cooling coolant circulation pump,
actuation 15 Wheel speed, signal 16 Service brake, status 17 Electric parking brake control unit, status 18
Instrument cluster, message 19 Warning and indicator lamp, request 20 Steering wheel gearshift button, status
21 DIRECT SELECT lever, status 22 Door rotary tumbler switch, status 23 Transmission mode button, status 24
Transmission cooling, request 25 Transmission control diagnosis, communication 26 Circuit 15, status 27 DAS
[FBS] start enable, status A1 Instrument cluster CAN B Interior CAN CAN C Drivetrain CAN CAN D Diagnostic CAN
CAN E Chassis CAN F58kO Transmission cooling coolant circulation pump relay LIN B15 Battery sensor LIN
M13/7 Transmission cooling coolant circulation pump M42 Electric auxiliary oil pump N3/9 CDI control unit (with
diesel engine) N3/10 ME-SFI control unit (with gasoline engine) N10 SAM control unit N30/4 Electronic Stability
Program control unit N69/1 Left front door control unit N72/1 Upper control panel control unit N73 Electronic
ignition lock control unit N80 Steering column tube module control unit N128 Electric parking brake control unit
X11/4 Diagnostic connector Y3/14b1 K1 clutch pressure sensor Y3/14b2 K2 clutch pressure sensor 7G-DCT dual
clutch transmission b 11
13 Overall system Technical data 7G-DCT dual clutch transmission Unit Transmission /003 Con guration 3-
shaft dual clutch transmission Starting device Wet, hydraulically operated dual clutch, clutch module consisting
of two individual clutches, each with 4 disk pairs Maximum transferable torque Nm 350 Shift type
Automatic/manual Gear ratio spread 7.14 ( ) 7.99 ( ) Shift actuation Electrohydraulic Number of gears 7/ reverse
gear Transmission oil change interval km/ years 100,000/ 5 Transmission oil Shell DCT M I Filling capacity of
transmission oil l 5.9 Di erential design Pinion di erential 12 b 7G-DCT dual clutch transmission
14 Driver information The control and display concept is designed so that the driver has the best possible
overview of the current operating condition of all relevant systems at all times and receives all driving
information regarding the gear, gear range and transmission mode selections. Driver information Overall
system Instrument cluster P Engaged gear A1 Instrument cluster A1e10 Parking brake indicator lamp A1e11
Parking brake warning lamp A1e58 Engine diagnosis indicator lamp A1p12 Gear indicator A1p13 Multifunction
display A1p16 Transmission mode display D E M N P R S Gear range D (Drive) Economy Manual Gear range N
(Neutral) Gear range P (Park) Gear range R (reverse gear) Sport 7G-DCT dual clutch transmission b 13
15 Overall system Driver information Gear indicator The driver receives information about the gear range
currently engaged (P, R, N, D) via the gear indicator. When transmission mode "M" is selected, the gear ranges
"P", "R", "N" as well as gears "1 7" are displayed (instead of gear range "D"). Transmission mode display The
transmission mode display shows the driver the currently selected transmission mode Sport "S", Economy "E"
or Manual "M". The transmission modes can be selected in the upper control panel via the automatic
transmission transmission mode button. Multifunction display Depending on the operational status of the dual
clutch transmission, system faults may also be displayed in addition to messages about required driver actions.
In this case, the message "Service Required No Gear Change" appears on the multifunction display. At the same
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one or more transmission components and/or a fault in the transmission control system A voltage drop or
overvoltage Sensor fault i Note The message "Service Required No Gear Change" does not allow any conclusion
to be drawn about the exact fault. Depending on the particular fault, it may be the case that the vehicle can no
longer be driven further after engaging gear range "P" or it may longer be possible to shift out of position "P". In
this case, the nearest Mercedes-Benz workshop should be contacted. 14 b 7G-DCT dual clutch transmission
16 Limp-home mode If individual components of the electric transmission control system fail, the
transmission control unit switches to a limp-home program stored in the characteristics map. The primary
purpose of this is to protect the components and give the driver the opportunity to drive to the nearest
Mercedes-Benz workshop despite the failure. Depending on the particular fault, measures can be implemented
by the engine control system to prevent damage or excessive stress on the dual clutch transmission e.g.
reduction of torque. If a shift-relevant component can no longer be actuated or operated, an entire sub-
transmission will no longer be available due to the defective component. The driver is informed of this visually
by the multifunction display and acoustically by a gong. Furthermore, the driver will experience a reduction in
shift comfort and, depending on the particular malfunction, may no longer be able to engage reverse gear. In
general, limp-home mode can be broken down as follows: Transmission limp-home mode due to malfunction
of a sub-transmission Transmission limp-home mode due to interrupted power ow Transmission limp-home
mode due to transmission overtemperature Transmission limp-home mode due to defective park pawl system
Limp-home mode Transmission limp-home mode due to malfunction of a sub-transmission If a sub-
transmission fails, the following gears are no longer available: Sub-transmission 1: Gears " " and reverse gear
"R", because 1st gear also has to be engaged for power transmission in reverse gear Sub-transmission 2: Gears
"R-2-4-6" Transmission limp-home mode due to interrupted power ow If the power ow of both clutches fails,
e.g. due to a system pressure drop in the dual clutch transmission or due to a defective actuation system/clutch
operation system, the vehicle coasts without power transmission and no longer has any traction. If the fault in
question is a sporadic fault, the vehicle can be driven on without any limitations after the next ignition sequence
(the transmission control unit must "go to sleep" with the ignition o and the fault status stored in the fault
memory must change from "ACTIVE" to "STORED"). If the fault is still present, the vehicle can no longer be
driven and the nearest Mercedes-Benz workshop must be contacted. If a gear control control valve fails, one of
the subtransmissions will no longer be available depending on the defective/inoperative control valve. The
vehicle can still be driven to the nearest Mercedes-Benz workshop. Overall system 7G-DCT dual clutch
transmission b 15
17 Overall system Limp-home mode Transmission limp-home mode due to transmission overtemperature
During driving operation, high transmission oil temperatures occur due to friction on the clutch plates and gear
sets as well as due to the waste heat from the transmission control system. In particular, high levels of waste
heat are produced by the two clutches during operation and this is absorbed by the transmission oil. If the
transmission oil temperature exceeds a prede ned threshold value, e.g. due to repeated starting o on uphill
slopes at high outside temperatures, the engine control system reduces the engine power in accordance with
the transmission oil temperature until it falls back below the threshold value. In addition, transmission mode
selection "M" and manual intervention via the steering wheel gearshift buttons in transmission modes "E" and
"S" (temporary transmission mode "M") is disabled for this period of time. If the transmission cooling system
fails, e.g. due to interruption of the coolant ow via the transmission oil heat exchanger, it is possible to
continue driving to the nearest Mercedes-Benz workshop up to a de ned threshold value. In this case, high
loads should be avoided e.g. a dynamic driving style. Transmission limp-home mode due to defective park pawl
system During normal operation, the park pawl prevents the vehicle from moving o by itself when the DIRECT
LEVER is in position "P". If the park pawl cannot be engaged, e.g. due to missing/incorrect actuation of the park
pawl switchover valve or park pawl lift solenoid, the driver has the option of securing the vehicle against rolling
away activating the electric parking brake (EFB). If this is also faulty, the driver is informed of this by
indicator/warning lamps on the instrument cluster and also by a message on the multifunction display. In this
case, the driver must expect that the vehicle is not secured against rolling way. 16 b 7G-DCT dual clutch
transmission
18 Transfer of torque The engine torque is transferred from the crankshaft of the combustion engine to the
two-mass ywheel and on to the internal shaft or hollow shaft of the dual clutch transmission depending on
whether clutch K1 or K2 is engaged. The dual clutch acts as an interface between the combustion engine and
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engaged via clutch K2. Transfer of the drive torques from the clutches to the internal or hollow shaft takes place
via the positive connection of the toothed pro les. The drive forces are transferred depending on the requested
gear to output shafts 1 and 2 and on to the pinion di erential via gear connections which can be engaged via
the hydraulically operated internal shift mechanism. Subsystems i Note All gears which are splined together
with the respective shafts without the synchronizer engaged are designated xed gears. 7G-DCT dual clutch
transmission b 17
19 Subsystems Power transmission/power ow View of the gear set P Internal shaft 2 Hollow shaft 3 Output
shaft 1 4 Output shaft 2 5 7th gear idler gear 6 3rd gear idler gear 7 Reverse gear idler gear 8 6th gear idler gear
9 Output shaft xed gear 2 10 Internal shaft xed gear (5th gear/7th gear) 11 Internal shaft xed gear (3rd gear)
12 Internal shaft xed gear (1st gear) 13 Hollow shaft xed gear (2nd gear/reverse gear) 14 Hollow shaft xed
gear (4th gear/6th gear) 15 5th gear idler gear 16 1st gear idler gear 17 2nd gear idler gear 18 4th gear idler gear
19 Output shaft xed gear 1 20 Spur gear (pinion di erential) 22 Sliding sleeve (3rd gear/7th gear) 23 Sliding
sleeve (reverse gear) 24 Sliding sleeve (1st gear/5th gear) A Engine torque 18 b 7G-DCT dual clutch transmission
20 The power ows of 1st gear and reverse gear are shown by way of example. Power ow in 1st gear 1
Internal shaft 3 Output shaft 1 12 Internal shaft xed gear (1st gear) 16 1st gear idler gear 19 Output shaft xed
gear 1 20 Spur gear (pinion di erential) 21 Left and right drive shaft 24 Sliding sleeve (1st gear/5th gear) Power
transmission/power ow Subsystems A Engine torque The following clutch/shift fork is engaged/actuated in
order to provide power ow in 1st gear: K1 clutch (outer clutch) Shift fork (1st gear/5th gear) Power ow in 1st
gear P i Note Output shaft xed gears 1 and 2 are rigidly connected to the respective output shafts. The gears of
gears 1 7 and reverse gear are idler gears which can be braked by synchronization devices and positively
connected to the respective output shaft. i Note The power ow via the individual components of the dual
clutch transmission is symbolized by the red arrows. The list of the components is in numerical order and
illustrates the position of the respective component on the gear set in combination with the picture "Views of
gear seat" on page 18. 7G-DCT dual clutch transmission b 19
21 Subsystems Power transmission/power ow A reversing gear has not been used for the reverse gear. This
reduces weight and friction as well as internal operating noises. Power ow in reverse gear 1 Internal shaft 2
Hollow shaft 3 Output shaft 1 4 Output shaft 2 6 3rd gear idler gear 7 Reverse gear idler gear 11 Internal shaft
xed gear (3rd gear) 12 Internal shaft xed gear (1st gear) 13 Hollow shaft xed gear (2nd gear/reverse gear) 16
1st gear idler gear 17 2nd gear idler gear 19 Output shaft xed gear 1 20 Spur gear (pinion di erential) 21 Left
and right drive shaft 23 Sliding sleeve (reverse gear) 24 Sliding sleeve (1st gear/5th gear) A Engine torque The
following clutches/shift forks are engaged/actuated to provide power ow in reverse gear: K2 clutch (inner
clutch) Shift fork (1st gear/5th gear) Dual shift fork (6th gear/reverse gear) Power ow in reverse gear P i Note
More information about power ow in the individual gears can be found in the Workshop Information System
(WIS). 20 b 7G-DCT dual clutch transmission
22 Task of transmission controller unit The transmission controller unit is connected to the CAN network of
the vehicle and evaluates the incoming signals and requests from other control units, actuating the internal
actuators accordingly depending on this information. It also evaluates the signals of the sensor system and
forwards them to the associated control units. The transmission control unit actuates the following actuators
and/or performs the following functions depending on the sensor and CAN input signals: Shift and control
solenoid valves Electric auxiliary oil pump Hydraulic park pawl actuation Electric park pawl release Actuation of
clutches Electrohydraulic control system Special features of transmission controller unit The dual clutch
transmission was conceived as a compact transmission unit for transverse installation. Particular attention was
paid to ensuring that all components which are involved in the gearshift, lubrication and control processes are
integrated in the transmission. The special features of the transmission controller unit are: The integrated
electric auxiliary oil pump All shift and control solenoid valves are located on the transmission controller unit
The entire sensor system (consisting of rpm, temperature, pressure and position sensors) is part of the
controller unit The transmission control unit is integrated in the transmission controller unit Subsystems 7G-
DCT dual clutch transmission b 21
23 Subsystems Electrohydraulic control system Dual clutch transmission fully integrated transmission control
controller unit P a A Supporting body Electrical connector Y3/14 Dual clutch transmission fully integrated
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24 Task of shift mechanism The task of the shift mechanism on vehicles with dual clutch transmission is to
engage the individual gears as quickly and comfortably as possible without the driver noticing an interruption of
tractive power or other disturbances due to the shift operation. Shift mechanism In general, the shift operation
function sequence can be divided into four areas: Shift actuation and transmission mode change by driver
Electrohydraulic control Clutch operation Operation of internal shift mechanism Subsystems View of vehicle
interior P S16/12 Automatic transmission transmission mode button S16/13 DIRECT SELECT lever S110/1
Steering wheel downshift button S111/1 Steering wheel upshift button 7G-DCT dual clutch transmission b 23
25 Subsystems Shift mechanism Shift actuation and transmission mode change by driver The driver can
in uence shift operations via the following controls: DIRECT SELECT lever (located on side of steering column
tube module) Steering wheel gearshift buttons (located on left and right on rear of steering wheel) Automatic
transmission transmission mode button DIRECT SELECT lever The DIRECT SELECT lever can be used to engage
positions "P" (Park) and "N" (Neutral) as well as the travel directions "D" (Drive, forward travel) and "R" (reverse
gear). Automatic transmission transmission mode button By pressing the automatic transmission transmission
mode button on the upper control panel, the driver can choose whether shift operations take place
automatically (transmission mode "E" and "S") or whether he/she wants to select the gears manually via the
steering wheel gearshift buttons (transmission mode "M"). In transmission mode "E" or "S", the shift range is
adjusted. Accordingly, transmission mode "E" produces a driving style oriented towards low rpms and fuel
economy, while transmission mode "S" provides a more responsive and sporty driving style. Steering wheel
gearshift buttons The steering wheel gearshift buttons located on the rear of the multifunction steering wheel
allow a certain gear (1st 7th gear) to be manually selected in transmission mode "M". The driver is also able to
manually intervene in the shift operations any time in transmission modes "E" and "S" (temporary transmission
mode "M"). However, if no more buttons are pressed within a certain period of time, the transmission control
system reverts to automatic mode (during downhill driving or when driving on twisty roads, this time period is
extended according to the circumstances). i Note During downshifting, the double-clutching function has the
task of supporting the synchronization operations in the dual clutch and matching the engine speed to the
target rpm of the next gear. The double-clutching function provides quicker gear changes with less reaction
torque. 24 b 7G-DCT dual clutch transmission
26 Electrohydraulic control system The task of the electrohydraulic control system (transmission controller
unit with transmission control unit) is to receive and evaluate incoming electrical signals and actuate the
control/switchover valves of the transmission controller unit accordingly. Via the control/switchover valves and
the downstream control/shift valves (integrated in the shift valve body), the hydraulic ow to the respective gear
actuator cylinders, the clutches and the park pawl system is enabled in order to initiate the gear (range) change.
Shift mechanism Subsystems Exploded view of dual clutch transmission fully integrated transmission controller
unit P a 30b 30c 30d M42 Y3/14y1 Y3/14y2 Y3/14y3 Y3/14y4 Y3/14y5 Y3/14y6 Y3/14y7 Y3/14y8 Y3/14y9
Supporting body Valve housing Intermediate panel Shift valve body Electric auxiliary oil pump Shift rod control
valve A Shift rod control valve B Shift rod control valve C Shift rod control valve D Park pawl switchover valve
System pressure control valve K1 clutch control valve K2 clutch control valve Gear cylinder pressure control
valve 7G-DCT dual clutch transmission b 25
27 Subsystems Shift mechanism Clutch operation Operation of the dual clutch is not performed by a
mechanical or hydraulic release device (central clutch release bearing, clutch release fork) as on "conventional"
manual transmissions, but takes place on an entirely electrohydraulic basis. In order to transfer the drive
torque of the combustion engine to the internal or hollow shaft and then on to the respective sub-transmission,
one of the clutch packs rst has to be frictionally connected via the application of hydraulic pressure. The
hydraulic pressure is controlled by the transmission control unit via two control valves: Clutch K1 control valve
Clutch K2 control valve Depending on the gear being engaged, the hydraulic ow passes via a shift valve
connected in series and on to the clutch hub and then to the corresponding pressure chambers of the clutch
packs via a rotary connection. Furthermore, part of the pump ow is used to reduce the contact pressure of the
clutch plates (dynamic pressure buildup, due to centrifugal forces at high rpms) and for clutch cooling.
Operation of internal shift mechanism The internal shift mechanism includes all components within the
transmission housing which are involved in the actual shift operation or ensure a splined connection of the idler
gears with the respective output shaft. This includes: The gear actuator cylinders The shift forks The
synchronization devices In order to engage a gear, pressure is built up or released in the respective gear
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direction and thus balances the rpm between the idler gear and output shaft so that the gear is engaged.
Permanent magnets are attached to the shift forks via U-shaped brackets. The brackets transfer the axial
movements of the shift forks during shift operations. Based on the position of the permanent magnets, the
transmission control unit can indirectly determine the position of the corresponding shift fork. 26 b 7G-DCT
dual clutch transmission
28 Shift mechanism Subsystems P Sectional view of internal shift operation 1 Permanent magnet 2 Gear
actuator cylinder 3 Shift fork 4 Sliding sleeve of synchronization device 5 Oil pipe 6 Shift rod 7 Output shaft 2
Y3/14s3 Shift fork 3 position sensor 7G-DCT dual clutch transmission b 27
29 System components Oil supply/oil cooling system Oil supply Oil supply, lubrication and cooling of the dual
clutch transmission are carried out by two independently operating transmission oil pumps as well as by splash
oil lubrication via the oil bath which the gears rotate in. The following components of the dual clutch
transmission depends on a constant oil supply during driving operation: Electrohydraulic transmission control
system including all actuators and sensors Gear sets and shafts as well as all moving components of the dual
clutch transmission Dual clutch Shift operation system Generally, a distinction can be made between the
following types of oil supply: Oil supply by splash oil lubrication Oil supply by the primary pump (vane-type
pump) Oil supply by the electric auxiliary oil pump Primary pump (vane-type pump) With the combustion
engine running, the primary pump delivers oil to the electrohydraulically actuated dual clutch transmission. The
primary pump is driven by a gear pair, whereby the driving gear is permanently connected to the dual clutch.
The driven gear is bolted to the primary pump, which is located in the transmission housing behind the dual
clutch. 1 Splash oil lubrication The gear sets of the dual clutch transmission rotate in an oil bath and the
transmission oil is splashed up from here and passed onto the engaged xed or idler gears. The transmission
oil which splashes up performs the majority of the gear set and bearing lubrication. Primary pump 2 3 P Drive
gear 2 Primary pump gear 3 Primary pump i Note The pump pressure regulated by the primary pump ranges
from 3.5 bar to 22 bar and depends on the actuation by the transmission control unit. 28 b 7G-DCT dual clutch
transmission
30 Electric auxiliary oil pump The electric auxiliary oil pump is located centrally on the transmission controller
unit and is connected to the transmission control unit via an electrical connection. The main task of the electric
auxiliary oil pump is to support the primary pump in the following operating conditions: At low rpms During
start/stop operation At high transmission oil temperatures (support for clutch cooling) Oil supply/oil cooling
system The transmission control unit actuates the electric auxiliary oil pump at low combustion engine speeds
(coast down shifting and upshifting, clutch operation). This is carried out in order to compensate for the
resulting low delivery rate of the primary pump and to ensure a constant oil pressure as well as optimal cooling
and lubrication of the transmission components. In start/stop mode with the combustion engine o , all
actuators return to their basic state under no load which means that no gear changes can be made and the
dual clutch can no longer be actuated. In order to minimize the resulting delay between a start-o request and
the start-o time, the electric auxiliary oil pump provides the required oil pressure before the actual start-o
process. In certain driving conditions (e.g. frequent start-o on uphill slopes or when driving with a trailer), the
clutch needs to be cooled by an increased oil ow. The transmission control unit determines whether this is
necessary based on the transmission oil temperature at the clutch plates. The increase in ow is also achieved
by activating the electric auxiliary oil pump. System components Electric auxiliary oil pump P M42 Electric
auxiliary oil pump Y3/14 Dual clutch transmission fully integrated transmission controller unit i Note The
delivery pressure of the electric auxiliary oil pump ranges from 0 bar to 8 bar and depends on the actuation by
the transmission control unit. 7G-DCT dual clutch transmission b 29
31 System components Oil supply/oil cooling system Oil cooling The task of the transmission cooling system is
to maintain the transmission oil temperature at an optimal level and protect both the mechanical and electrical
components of the dual clutch transmission from damage due to overheating. A major component of the
transmission cooling system is the transmission oil heat exchanger. This makes up the cooling module together
with the pressure oil lter. The transmission oil heat exchanger is designed as a stacked plate cooler and is
located on the top of the transmission housing. It acts as an interface between the coolant and transmission oil
circuit. A regulated ow of coolant is pumped from the cooler through the transmission oil heat exchanger by
the transmission cooling coolant circulation pump depending on the transmission oil temperature. This coolant
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circulation pump B Return ow to coolant circuit i Note Further information about the oil cooling system can be
found in the GF documentation in the Workshop Information System (WIS). 30 b 7G-DCT dual clutch
transmission
32 Oil supply/oil cooling system System components Coolant circuit, schematically illustrated on engine
Radiator 2 Coolant expansion reservoir 3 Transmission oil heat exchanger 4 Turbocharger 5 Coolant pump 6
Engine Engine oil/coolant heat exchanger 8 Thermostat 9 Heater heat exchanger P M13/5 Coolant circulation
pump (with code (581) Comfort automatic air conditioning) M13/7 Transmission cooling coolant circulation
pump A B C D Low-temperature cooling circuit coolant return Coolant return to engine Coolant feed Coolant
circuit ventilation 7G-DCT dual clutch transmission b 31
33 System components Dual clutch Principle of the dual clutch Instead of a conventional clutch with
mechanical or hydraulic release mechanism like those usually installed on vehicles with manual transmissions,
a dual clutch transmission uses a clutch module with two combined multidisk clutches which are
electrohydraulically actuated on alternating basis. Each multidisk clutch is coupled to a sub-transmission.
Subtransmission 1 (K1 clutch engaged) contains the odd forward gears 1, 3, 5 and 7. Sub-transmission 2 (K2
clutch engaged) contains the even forward gears 2, 4, 6 and reverse gear. During driving operation and with the
exception of reverse gear, only one gear of a sub-transmission is ever engaged, while the next expected gear is
preengaged by the transmission control system (associated clutch still open, no power transmission takes
place). Due to the high thermal load which arises when starting o in gear range "D" because of the frictional
energy at the clutch plates, K1 clutch is located above K2 clutch. Due to this design measure, the friction surface
of K1 clutch is correspondingly higher than that of K2 clutch, which reduces the speci c thermal load. Starting
o in gear range "R" is carried out via K2 clutch. This also results in high friction values and thus high
temperatures at the clutch plates, but the e ect of this is limited by the fact that the vehicle starts o less
frequently in reverse gear. The main advantages achieved through these design features and functional
characteristics include improved vehicle dynamics, greater comfort through jolt-free shifting, high e ciency and
almost uninterrupted power transmission. 32 b 7G-DCT dual clutch transmission
34 Dual clutch System components Dual clutch P Internal shaft 2 Hollow shaft 3 K1 clutch external plates 4 K1
clutch internal plates 5 K2 clutch external plates 6 K2 clutch internal plates 7 K1 clutch external plate carrier 8
K1 clutch internal plate carrier 9 K2 clutch external plate carrier 10 K2 clutch internal plate carrier 7G-DCT dual
clutch transmission b 33
35 System components Park pawl Park pawl On the dual clutch transmission, the park pawl is no longer
engaged by the driver via a mechanical cable connection/linkage but is instead actuated electrohydraulically by
the transmission control unit. The park pawl system (park-by-wire) consists of the following components: The
DIRECT SELECT lever The transmission controller unit with integrated transmission control unit and
electrohydraulic park pawl switchover valve The park pawl lift solenoid The park pawl position sensor The
parking lock mechanism Park pawl 24 Park pawl gear 81 Park detent 82 Piston 83 Piston spring 84 Pressure
cone spring 85 Pressure cone 86 Pull rod 87 Permanent magnet 88 Coil spring P Y3/14 Dual clutch transmission
fully integrated transmission controller unit Y3/14s5 Park pawl position sensor Y3/14l1 Park pawl lift solenoid 34
b 7G-DCT dual clutch transmission
36 The park pawl is engaged or released either through actuation of the P button on the DIRECT SELECT lever
or depending on various factors such as opening of the driver door with the engine running (fully automatic
engagement of park pawl). All components of the park pawl system, except the DIRECT SELECT lever, are
integrated in the dual clutch transmission. In general, a distinction is made between the operating conditions
Park pawl position "P" and Park pawl position "Not P" Park pawl position "Not P" Park pawl In park pawl position
"Not P", the pressure cone and the park detent are in the basic position and the park pawl gear can rotate
freely. The piston is pushed against the spring force of the piston spring and is locked in place by the locking
pin, which is actuated by the park pawl lift solenoid. System components Park pawl position "P" In park pawl
position "P", the vehicle is secured against the possibility of rolling away by the park pawl. In this state, the park
detent blocks the park pawl gear. The park detent is held in the teeth of the park pawl gear by the exterior
contour of the spring-loaded pressure cone. A locking pin locks the piston in place, which provides the preload
on the pressure cone via the pressure cone spring. The locking pin system also safeguards park pawl position
"P" even if there is no hydraulic actuation pressure. i Note The park pawl positions "P" and "Not P" are recorded
by the park pawl position sensor by the permanent magnet attached to the piston and this information is
transferred to the transmission control unit. 7G-DCT dual clutch transmission b 35
37 System components Park pawl Condition change between "P" and "Not P" In order to change the park pawl
position, the transmission control unit actuates the lift solenoid which presses the locking pin out of the catch of
the piston. The piston is then pressurized on one side with hydraulic pressure in accordance with the required
actuation direction, "P" or "Not P". The transmission control unit energizes the park pawl switchover valve and
thus enables the hydraulic ow to the corresponding pressure chamber for piston actuation. i Note: If the
power supply or hydraulic pressure control system fails, the park pawl lift solenoid can be energized via an
external power supply to release the park pawl piston in order to engage the park pawl via the piston spring. It
is not possible to release the park pawl without hydraulic pressure. 36 b 7G-DCT dual clutch transmission
38 Gear set Due to the location of the shafts and the compact gear set, it was possible to keep the dimensions
of the transmission housing small, both in terms of height and width. Despite the small installation space, seven
forward gears and one reverse gear are provided. Gear set System components Gear set P Internal shaft 2
Hollow shaft 3 Output shaft 1 4 Output shaft 2 5 7th gear idler gear 6 3rd gear idler gear 7 Reverse gear idler
gear 8 6th gear idler gear 9 Output shaft xed gear 2 10 Internal shaft xed gear (5th gear/7th gear) 11 Internal
shaft xed gear (3rd gear) 12 Internal shaft xed gear (1st gear) 13 Hollow shaft xed gear (2nd gear/reverse
gear) 14 Hollow shaft xed gear (4th gear/6th gear) 15 5th gear idler gear 16 1st gear idler gear 17 2nd gear
idler gear 18 4th gear idler gear 19 Output shaft xed gear 1 20 Spur gear (pinion di erential) 21 Shift fork 22
Sliding sleeve 23 Shift rod 24 Park pawl gear 25 Sensor rotor 26 Gear actuator cylinder A Tapered roller bearing
7G-DCT dual clutch transmission b 37
39 System components Gear set The following components form part of the gear set: Internal shaft with three
xed gears and one sensor rotor Hollow shaft mounted on a needle roller bearing with two xed gears and one
sensor rotor Two output shafts with idler gears and synchronizers, each with a xed gear, one park pawl gear
(output shaft 1 only) Pinion di erential with spur gear Torque transfer takes place on alternating basis via K1
clutch (outer multidisk clutch) and K2 clutch (inner multidisk clutch). A "sub-transmission" is assigned to each
clutch. On sub-transmission 1 (gears 1, 3, 5 and 7) power ow takes place via the corresponding xed gear of
the internal shaft to the associated output shaft idler gears, and on sub-transmission 2 (gears 2, 4, 6 and
reverse gear) via the xed gear of the hollow shaft to the associated output shaft idler gears. During driving
operation, only one "sub-transmission" is ever transmitting power. i Note All gears which are splined together
with the respective shafts without the synchronizer engaged are designated xed gears. The gears of gears 1 7
and reverse gear are idler gears which can be braked by synchronization devices and positively connected to
the respective output shaft. 38 b 7G-DCT dual clutch transmission
40 Synchronization Synchronization refers to the equalization of rotational speed and positive connection
between the output shaft and respective idler gear. Frequent shift operations with short shift times in
combination with reduced shift force require an e ective synchronization system. Synchronization System
components Sectional view of output shaft 1 P th gear idler gear 16 1st gear idler gear 17 2nd gear idler gear 18
4th gear idler gear 19 Output shaft xed gear 1 22 Sliding sleeve 24 Park pawl gear 70 Cone ring (1st gear) 71
Synchronizer ring (1st gear) 72 Synchronizer body with thrust piece (1st gear/ 5th gear) 73 Friction ring with
friction lining (1st gear) 74 Needle roller bearing 75 Cone ring (4th gear) 76 Friction ring (4th gear) 77
Synchronizer ring (4th gear) 78 Synchronizer body with thrust piece (2nd gear/ 4th gear) A Tapered roller
bearing 7G-DCT dual clutch transmission b 39
41 System components Synchronization Generally, a distinction is made between the following

synchronization types: Multiple-cone synchronization (1st to 3rd gear) Dual-cone synchronization (4th to 7th
gear) Single-cone synchronization (reverse gear) Multiple-cone synchronization (3 cones, 1st to 3rd gear) A
multiple-cone synchronizer is used to synchronize the 1st, 2nd and 3rd gear. The most important components
of this are an additional cone ring between the friction ring and synchronizer ring and a friction lining on the
friction ring. The three friction surfaces of the cone and friction ring are added together and allow the gears to
be braked or accelerated more quickly and with less force on a multiple-cone synchronizer. Dual-cone
synchronization (4th to 7th gear) A dual-cone synchronizer is used to synchronize the 4th, 5th, 6th and 7th gear.
ToSingle-cone
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7G-DCT dual clutch Policy (/support/privacy-policy/), including cookie policy. I agree.
transmission
42 Deployment of 7-speed automatic dual clutch transmission With the end of the AUTOTRONIC transmission
(CVT) and introduction of the 7-speed automatic dual clutch transmission, the oil and lter change intervals
change from once at 60,000 km (previously) to every 100,000 km/5 years (new). Replacement of the pressure oil
and intake oil lter is included in the scope of the change. Maintenance Maintenance 7-speed automatic dual
clutch transmission P A B Pressure oil lter Intake oil lter 7G-DCT dual clutch transmission b 41
43 Special tools Special tools Assembly sleeve Use Assembly sleeve for installing clutch cover. P MB number W
FG 27 Set Category C Mercedes-Benz Passenger Car Special Operations Note Assembly tool Use Assembly tool
for assembling/disassembling dual clutch P MB number W FG 27 Set Category B Mercedes-Benz Passenger Car
Special Operations Note 42 b 7G-DCT dual clutch transmission
44 Assembly device Use Assembly device for holding, disassembling and assembling transmission. Special
tools Special tools MB number W FG 27 P Set Category C Mercedes-Benz Passenger Car Special Operations Note
In combination with passenger car engine assembly stand (see GOTIS chapter A, design group 01, topic 15.0).
Support Use Support for measuring play between clutch cover and needle roller bearing on dual clutch P MB
number W FG 27 Set Category C Mercedes-Benz Passenger Car Special Operations Note 7G-DCT dual clutch
transmission b 43
45 Questions and answers Questions about the dual clutch transmission What are the main advantages of a
dual clutch transmission compared to a conventional automatic transmission/manual transmission? The main
advantages perceived by the driver include the smooth power transmission and the resulting increase in
comfort. Furthermore, the short shift times and lack of any interruption in power transmission provide a sporty
and dynamic driving feel. In terms of its technology, the new dual clutch transmission impresses through its
compact design, high e ciency, large gear ratio spread and through the integration of the electrohydraulic
control system in the transmission. How is the park pawl engaged? The park pawl is completely integrated in
the transmission housing and is actuated purely by electrohydraulic/electrical means via the transmission
control unit. How is a su cient oil supply for lubricating and cooling the mechanical and electrical transmission
components provided? Generally, a distinction is made between three di erent types of oil supply: 1. Oil supply
by splash oil lubrication 2. Oil supply by the primary pump 3. Oil supply by the electric auxiliary oil pump The
splash oil lubrication serves primarily to lubricate the gear sets. The primary pump and electric auxiliary oil
pump provide the hydraulic oil pressure for controlling the actuators, the park pawl and the dual clutch. The
electric auxiliary oil pump allows the start/stop function to be used and additionally supports the primary pump
e.g. at low engine speeds. 44 b 7G-DCT dual clutch transmission
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