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1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. Using the AMT User interface What is the AMT Quick product introduction Add-ON specifications and specific maintenance JH1 gearbox specifications and maintenance AMT system power supply and ground architecture AMT connector pin-out AMT anti-start function Oil pressure control function and components Line selection function and components Gear engage function and components Clutch control function and components Complete gear change function Gearshifting decisions and fuzzy logic User interface : gearshifting lever User interface : Instrument cluster & buzzer Intersystem links : CAN, engine speed, Vehicle speed Reverse switch AMT self-teaching procedures
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GEARBOX MODE SELECTION: AUTOMATIC / MANUAL MANUAL / AUTOMATIC
A
R
NEUTRAL
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IN MANUAL MODE, THE DRIVER IS ONLY DECIDING WHEN TO CHANGE GEARS USING THE GEARSHIFTING LEVER.
THE GEARBOX THEN AUTOMATICALLY DRIVES THE ACTUAL GEARSHIFTING MECHANISM AND THE CLUTCH.
+
A R
IN MANUAL MODE, THE DRIVER IS DECIDING WHEN TO CHANGE GEARS SIMPLY BY PUSHING THE GEARSHIFTING LEVER TOWARDS FRONT (UPSHIFT) OR REAR (DOWN SHIFT). THE SMALL DISPLAY UNIT INTEGRATED TO THE INSTRUMENT CLUSTER INDICATES THE CURRENTLY ENGAGED GEAR
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IN AUTOMATIC MODE, THE GEARBOX DECIDES WHEN TO CHANGE GEARS TAKING INTO ACCOUNT THE DRIVING CONDITIONS AND THE DRIVER DRIVING STYLE.
THE FOLLOWING RESTRICTIONS APPLY: 1- THERE IS NO P (PARK) FUNCTION, BUT IT IS POSSIBLE TO STOP THE ENGINE WITH A GEAR ENGAGED (TO PARK IN A SLOPE FOR INSTANCE). WHEN THIS HAPPENS, THE DRIVER NEEDS TO PRESS THE BRAKE TO BE ALLOWED TO RESTART THE ENGINE. 2 THE AMT REMAINS A MANUAL GEARBOX, INCLUDING A CLUTCH INSTEAD OF A TORQUE CONVERTER. THE CLUTCH TEMPERATURE IS MONITORED AND IN CASE THE CURRENT OPERATING CONDITIONS MAY LEAD IT TO OVERHEATING, THEN THE DRIVER IS WARNED BY A BUZZER.
+
A R N
Examples of buzzer activation conditions: - Stopping with the car in D, using the parking break. - Long-lasting in a slope, playing on the accelerator to maintain the car stationary
IN AUTOMATIC MODE, THE GEARBOX IS DECIDING WHEN TO CHANGE GEARS EXACTLY LIKE AN AUTOMATIC TRANSMISSION GEARBOX. DURING THIS OPERATING MODE, THE SMALL DISPLAY UNIT INTEGRATED TO THE INSTRUMENT CLUSTER INDICATES ONLY D , R , OR N .
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Oil tank
Pressure accumulator
Connector
Gearshifting mechanism
Basically the AMT is a MANUAL TRANSMISSION, including a clutch and all the standard internal features of a manual transmission, but for which the clutch and the gearshifting organs are operated by an electro-hydraulic add-on (often called ROBOT). The objective of this product is to mix the features of a manual transmission (5 gears, reasonable price, reliability) with the confort of an automatic transmission (automatic shifting mode, automatic handling of the clutch).
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1
2
N
1
Two hydraulic actuators controlled by a Transmission Control Unit are used to produce the vertical (selection) and rotational (engage) movements of the gearshifting mechanism. On the AMT, these actuators are hydraulic jacks driven by electrovalves.
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The complete robot includes 3 actuation jacks (2 which are used to control the gearshifting mechanism and 1 which is used to control the clutch) and 5 electrovalves. The oil pressure in the circuit is controlled using an electrical pump, a pressure sensor and an accumulator.
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As the clutch mechanism itself includes a return spring, it is actuated using a single electrovalve. The clutch return is obtained using the spring
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The 2 gearshifting actuators require 2 electrovalves to insure back and forth movements
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The system is operated under an oil pressure which has to be maintained between 55 to 70 bars. This is obtained using an electrical oil pump driven by the TCU through a relay, a pressure sensor, and a pressure accumulator which allows 3 complete gearshiftings when completely filled.
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8 A
B
C
When opening / closing the connector, carefully check the status of the small locks located on the side.
The AMT connector is located on top of the gearbox. It is attached to a metal plate screwed to the valve body.
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The AMT is a manual transmission, thus it DOES NOT INCLUDE ANY PARK FUNCTION On the other hand, like all manual transmissions, it is possible to park the car with a gear engaged, by simply stopping the engine with brakes ON without going back to Neutral.
When the car has been stopped with a gear engaged, it is impossible to restart the engine, unless the brakes are depressed. This safety feature is called the ANTI-START function. When the vehicle cannot start AND the engine does not rotate, the first thing to check apart from the battery is this function.
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27 28
EF24 30A
+CRANK 76
To starter
30 87 86 30
The cranking request Is routed to the starter only if the TCU allows it by setting Pin #42 to GND
85
85 42
87
To Key-ON Power supply To TCU, Pin 42
TO STARTER
AMT ANTI-START RELAY SOCKET PIN-OUT
AMT TCU
Braking : +12V Brakes OFF : 0V
SIM32 ECU
The anti-start function is implemented using a specific relay which routes the cranking request from the KEY-ON switch to the starter ONLY if the current AMT operating conditions are acceptable (i.e. if no gear is engaged).
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low pressure return line from valve body High pressure line from pump to valve body
Pressure accumulator
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63 61 59 57 55
8 7 6 5 4
53 51 49 47 45
3rd gear
The press. Accumulator allows approx. 3 gear changes
3 2 1 N
As soon as the pressure falls around 50b, the pump relay is activated
3 2 1 0
Pump relay
Current gear,
The normal operating pressure is maintained by the TCU between 50 to 60 bars using the oil pressure sensor and the oil pump relay.
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EF24 30A
BAT+
SEL2 (EV4) 1 2 B6 3
28
KEY-ON SWITCH
+5V Signal GND C8 C3 C1 73 51 1
B B
66
AMT TCU
C1 C3 C8
66 51 73 Resistance and continuity check: The line selection position sensor is a potentiometer
1200
1400
C A
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SEL POS
SEL-2
CLUTCH
ENG POS
ENG JACK
SEL-1
ENG-1
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The metal plate holding the connector Has to be removed to reach the valve body
SEL POS
SEL-2
CLUTCH
ENG POS
ENG JACK
SEL-1
ENG-1
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Sel Line
Gear
2 1 1 2 2 3 3
N 1 2 3 4 5 R
WARNING : ALL VALUES ARE MEASURED ON 1 GEARBOX AND CAN VARY A LOT FROM 1 GEARBOX TO ANOTHER
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EF24 30A
B5 32 27
BAT+
1
2
ENG2 (EV2) 1 2 B3 44
AMT TCU
B 1000 1200 C A
C8 C2 C1
73 39 66 Resistance and continuity check: The gear engage position sensor is a potentiometer
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ENG2 EV2
SEL POS
SEL-2
CLUTCH
SEL-1
ENG-1
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ENG2 - EV
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The metal plate holding the connector Has to be removed to reach the valve body
SEL POS
SEL-2
CLUTCH
ENG POS
ENG JACK
SEL-1
ENG-1
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Eng Line
Gear
2 3 1 3 1 3 1
N 1 2 3 4 5 R
WARNING : ALL VALUES ARE MEASURED ON 1 GEARBOX AND CAN VARY A LOT FROM 1 GEARBOX TO ANOTHER
Gear engage function: Checking the gear engage position sensor voltage
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EF24 30A
BAT+
BAT+ Braking : +12V Brakes OFF : 0V 69 CLUTCH JACK POSITION SENSOR Brake switch +5V Signal GND Primary Speed sensor 1 2 C8 C4 73 52 Brake lamps
C1
C7 C6
66
38 50
1 2
AMT TCU
NB : twisted Pair wiring ! B 1300 1100 C A C8 C4 C1 73 52 66 Resistance and continuity check: The clutch position sensor is a potentiometer
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B.K3 B.K4
50
EMS ECU
ENGINE
GEARBOX
Kiss point
CLUTCH
Prim. speed
TDC Resistance and continuity check: The resistance of the primary shaft speed sensor is approx:
Clutch CLOSED
460 Ohms
The clutch position is checked using the clutch jack position sensor, but also redundant checks between the engine speed (supplied by CAN and through a point-to-point link), the primary shaft speed sensor and the vehicle speed.
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Clutch fork
Clutch bearing
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The metal plate holding the connector Has to be removed to reach the valve body
SEL POS
SEL-2
CLUTCH
ENG POS
ENG JACK
SEL-1
ENG-1
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Instrument cluster
Acc. Ped. sensor 1 2 3 4 5 6 TDC sensor B.H3 A B C.A4 C.B4 A.F4 A.H3 A.H2 A.G2 A.F2 A.F3 A.B4 A.B2
Diag. Conn.
7
49 48
B.K4
B.K3
CAN-H CAN-L
45
33
36 69
1 2
A.E4 A.E3 A B1
+KEY-ON
AMT TCU
SIM32 ECU
B2
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Intersystem links: Identification and location of components : Engine speed / TDC sensor
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BAT+
REVERSE SWITCH
REVERSE LAMPS
The reverse switch is attached to the gearbox, between to the 5th gear cover and the left driveshaft differential output. It is automatically switched ON as soon as the reverse gear is engaged. IT IS NOT LINKED WITH ANY ECU / TCU AND THUS CANNOT BE DIAGNOSED USING PDT
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EF25 40A
LOCK
PUMP ACTIVATION REQUEST
AMT TCU
ALL AMT TCUs are delivered with the oil pump de-activated. Thus, the first operation to perform with DDT when a new TCU is installed in a car, the pump must consist of UNLOCKING the pump using the appropriate SPECIAL FUNCTION
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12mm
19mm
The second mandatory operation to be performed on ALL BRAND NEW TCUs or every time a TCU is associated to a new gearbox (i.e. when exchanging TCUs or gearboxes between cars) is to request the TCU to perform the gearshifting grid self teaching
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Engine RPM
Key-ON Water temp Parking brake
0
ON < 60C OFF
Gear displayed
SEL pos ENG pos ENG 5-R
N
10.5 to 15mm 9.0 to 14.0 mm NOT 100
Before performing the AMT grid teachings, the environmental conditions and preliminary operations listed above must be realised
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19mm
SEL POS
12mm 05mm
90s
4 Switch the vehicle OFF and wait for the end of the power latch (min:10s) 5 Switch the vehicle ON without starting the engine, depress the brake pedal and check that all gears can be selected
5 4 3 2 1 N R
The grid self teaching procedure itself does not resuire any human process. It is even possible to switch OFF the key during this procedure
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