Direct-shift Gearbox 02e Eng

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Technically Speaking Subject: Disassembly procedures

Unit: VW DSG 02E

Essential Reading: Rebuilder

Volkswagen’s Volkswag en’s

Direct-Shift Gearbox Part 1

Shop Owner Center Manager Diagnostician R&R

Author: Wayne Colonna, ATSG Transmission Digest Technical Editor

V

olkswagen’s direct-shift gear box DSG D SG 02E (see Figure F igure 1) is used in the United States in some 2004-to-present New Beetle, Figure Figu re 1

Figure Figu re 2

New Jetta and Golf GTI models. It is a six-speed manual front-wheel-drive gearbox that is shifted automatically. This unit uses two clutch packs, called the K1 and K2, to dri ve two input shafts called no other than input shaft 1 and input shaft 2. Each input shaft has its own set of gears that drive output shaft 1 and output shaft 2. (I’ll bet you saw that one coming!) This article begins with a few tips on tearing the unit down, and following articles will get into how it works. A closer look at the front of the unit shows a large piloted input shaft that is driven by a dual-mass flywheel (see Figure 2). The front of the transmission is sealed with a molded cover plate held into the transmission with inner and outer snap rings (see Figure 3). This molded cover plate is similar to what is used in 45RFE units covering the pump. The cover plate in this DSG transmission seals oil that is used to cool the K1 and K2 clutches as they are simultaneously pulsed on and off during shifts. After removing the cover plate, you can see the whole clutch housing with the large piloted input shaft (see Figure 4). This cover continues page 20

Figure Figu re 3 Figure Figu re 4

18

Transmission Digest

Technically Speaking

is held into the housing with a snap ring, and when it is removed the K1 and K2 drum assembly is visible along with a pump-drive shaft. Figure Figu re 5

A snap ring holds the K1/K2 clutch drum onto the double input shaft. After you remove the snap ring and pump-drive shaft the drum assembly will slide off the input shafts (see figures 5 through 8). The longer of the two shafts is input shaft 1 and the shorter is input shaft 2. Figures 9 and 10 show the K1 and K2 clutch drum partially disassembled. The larger outer clutches are the K1 clutch, which drives input shaft 1, and the smaller clutches are the K2, which drives input shaft 2. With the side pan removed you will find that there is a valve body with 11 solenoids and the transmission’s computer (see Figure 11


Figure Figu re 7

on page 22). Before removing the valve body you will need to do a couple of things. The first is to remove a ribbon wire from a clip retainer and unplug it from the computer (see Figure 12). Then you need to remove nine #30 blackhead Torx bolts. It may be a good idea to give them each a sharp tap beforee removing befor remo ving them t hem as the Torx To rx pocket is shallow and can easily strip out. Once the bolts are removed, carefully pull the valve body and TCM assembly off the transmission. And I say carefully because there is a long double outputspeed-sensor pickup integral to the TCM that could be snapped off if you are unaware of it (see Figure 13). You may tend to use this long sensor pickup as a handle to move the assembly around – not a good idea! With the TCM and valve body out of the way, the sensor previously unplugged can be removed from the case (see Figure 14). This item contains an input-speed sensor and an oil-temperature sensor. The oil-temperature sensor monitors the temperature of the K1/K2clutch cooling oil. This input to the continues page 22

Figure Figu re 10

Figure Figu re 8

20

Transmission Digest


is held into the housing with a snap ring, and when it is removed the K1 and K2 drum assembly is visible along with a pump-drive shaft. Figure Figu re 5

A snap ring holds the K1/K2 clutch drum onto the double input shaft. After you remove the snap ring and pump-drive shaft the drum assembly will slide off the input shafts (see figures 5 through 8). The longer of the two shafts is input shaft 1 and the shorter is input shaft 2. Figures 9 and 10 show the K1 and K2 clutch drum partially disassembled. The larger outer clutches are the K1 clutch, which drives input shaft 1, and the smaller clutches are the K2, which drives input shaft 2. With the side pan removed you will find that there is a valve body with 11 solenoids and the transmission’s computer (see Figure 11


Figure Figu re 7

on page 22). Before removing the valve body you will need to do a couple of things. The first is to remove a ribbon wire from a clip retainer and unplug it from the computer (see Figure 12). Then you need to remove nine #30 blackhead Torx bolts. It may be a good idea to give them each a sharp tap beforee removing befor remo ving them t hem as the Torx To rx pocket is shallow and can easily strip out. Once the bolts are removed, carefully pull the valve body and TCM assembly off the transmission. And I say carefully because there is a long double outputspeed-sensor pickup integral to the TCM that could be snapped off if you are unaware of it (see Figure 13). You may tend to use this long sensor pickup as a handle to move the assembly around – not a good idea! With the TCM and valve body out of the way, the sensor previously unplugged can be removed from the case (see Figure 14). This item contains an input-speed sensor and an oil-temperature sensor. The oil-temperature sensor monitors the temperature of the K1/K2clutch cooling oil. This input to the continues page 22

Figure Figu re 10

Figure Figu re 8

20

Transmission Digest


TCM allows the computer to control the flow of cooler oil through one of the 11 solenoids on the valve body. The input-speed sensor is used to calculate clutch slip. The engine-speed sensor is used as a backup should this sensor fail. On the back side of the transmission is a small back cover that you can remove to gain access to

the pump (see Figure 15). With the pump removed you will find a sensor wheel on the back side of output shaft 2 (see Figure 16). This is the sensor wheel that is used to excite the two Hall-effect output sensors in that long extension on the TCM. The use of two output-speed sensors allows the TCM not only to continues page 24

Figure Figu re 13

Figure Figu re 11

Figure Figu re 14

Figure Figu re 15

Figure Figu re 12

Figure Figu re 16

22

Transmission Digest

Technically Speaking Figure 17

Figure 19

Figure 18

Figure 20

know the speed of the vehicle but after removing the inside axle also to determine whether it is flange (see Figure 19). You abmoving forward or reverse. The solutely have to remove these bolts wheel-speed sensors for the ABS before splitting the case or you will serve as a backup should these destroy the internal plastic lubricasensors fail. tion plumbing assembly. This, I asBe careful not to deform the sen- sure you, will not make your day. sor wheel during removal or you The next step is to remove the exwill have to find another (see ternal cooler on top of the transFigure 17). Once you remove the mission and remove 22 wheel there is a snap ring that you case-to-cover bolts with a #8 star will need to remove (see Figure Torx socket. After you are finished 18). you can carefully and safely sepaThe axle flanges are held into rate the case halves (see Figure 20). the differential with allen screws I will be back next month with and will need to be removed. You Part 2 of the DSG 02E. TD also will find two bolts in the case 24

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96 Use ful information. 97 Not useful information. 98 We need more information.

Transmission Digest


Subject: Operating principles

Unit: VW DSG 02E

Essential Reading: Rebuilder Shop Owner

The Direct-Shift Gearbox Part 2

Center Manager Diagnostician R&R


H

oused inside the six-speed direct-shift gearbox (DSG) is a Mechatronics assembly consisting of a control module, valve body and solenoids (see figures 1 and 2). It is the control center that shifts this manual gearbox automatically by turning on and off two separate clutch drums called the K1 and K2 clutches. Each clutch supplies engine torque to its respective input shaft, which then drives one of two output shafts. The K1 clutch and Input Shaft 1 provide 1st, 3rd, 5th and reverse gears, and the K2 clutch and Input Shaft 2 provide 2nd, 4th and 6th gears (see

figures 3 and 4). As you can easily determine, K1 is cycled on for 1st and then turns off while K2 is cycled on for 2nd and so on. The output-shaft configurations are slightly different from those of the input shafts in that Output Shaft 1 consists of 1st, 2nd, 3rd and 4th gears and Output Shaft 2 consists of 5th, Neutral, 6th and reverse gears (see figures 5 and 6 on page 42). Since the Mechatronics is control central, let’s begin by seeing all that it is equipped with to operate this cleverly designed unit, starting with the 11 solenoids shown in figures 7 and 8. text continues on page 43

Figure1

Valve-body and solenoid side of the Mechatronics assembly

40

Transmission Digest

Figure2

Figure4

Control-module side of the Mechatronics assembly

Two different colors are used to distinguish input shafts 1 and 2.

Figure3 K1 clutch splines to Input Shaft 1 for 1st, 3rd, 5th and reverse

Input Shaft 1 runs through the center of Input Shaft 2

Pump shaft runs through the center of Input Shaft 1

Pump shaft splines to clutch-housing cover. The clutch housing splines into the dual-mass flywheel

K2 clutch splines to Input Shaft 2 for 2nd, 4th and 6th

5th gear

1st & rev. gears

3rd gear

Input Shaft 1

Speed sender G501

6th & 4th gears

2nd gear

Input Shaft 2

Speed sender G502 Copyright © 2007 ATSG

June 2007

41


Figure5 1st Gear

1st, 2nd and 3rd gears use a three-piece synchronizer that consists of an outer synchro ring, an intermediate ring and a friction cone that is integral to the gear.

3rd Gear

4th Gear

2nd Gear

Output Shaft

Output Shaft 1

Both output-shaft gears mesh with the final-drive ring gear

4th, 5th and 6th gears use a simple cone system consisting of a synchro ring and the friction cone on the gear. The speed difference with these gears is not as great as with 1st, 2nd and 3rd. As a result, the balance of speed requires less effort in synchronization, which takes place faster.

5th Gear

Neutral

6th Gear

Reverse

Output Shaft

Output Shaft 2

Pulse wheel for speed senders G195 and 196 Copyright © 2007 ATSG

Figure 6

42

Figure 7

Transmission Digest

Figure8

N216 – K2 pressure-control solenoid

N217 – Main line-pressure-control solenoid

Pressure-relief valve and exhaust hole (blows off after 32 bars)

N215 – K1 pressure-control solenoid

N218 – # 4 pressure-control solenoid (cooling oil)

N92 – # 5 multiplexer solenoid

N91 – # 4 gear-actuator solenoid N89 – # 2 gear-actuator solenoid

N371 – # 6 pressure-control solenoid (safety 2)

K2 regulator solenoid K2-clutch circuit N90 – 2nd & 6th N91 – 4th & reverse

N90 – # 3 gear-actuator solenoid

N88 – # 1 gear-actuator solenoid

Note: Four shoulder bolts are used to hold the conductor plate down onto the solenoids and easily could be misused as solenoid attaching bolts.

N233 – # 5 pressure-control solenoid (safety 1)

K1 regulator solenoid K1-clutch circuit N88 – 1st & 5th N89 – 3rd & neutral Copyright © 2007 ATSG

Each of the clutches (K1 and K2) has its own solenoid with which its assigned clutch is cycled on and off during gear changes, as you can see in the upperleft corner of Figure 8 (N215 for K1 and N216 for K2). Greater details of this solenoid and all the others, as well as other components integral to the Mechatronics, will be discussed in part 3 of this article. The next four solenoids (N88, N89, N90 and N91) make up the shift-solenoid group. N88 is responsible for 1st and 5th gears, N89 takes care of 3rd and neutral, N90 handles 2nd and 6th, and N91 provides 4th and reverse. For each of these shift solenoids to be able to provide two different gears at different times, a “multiplexer” valve in the valve body (see Figure 9) is text continues on page 48 June 2007

Figure9

43


Figure10

PR Valve

# 3 Main Line Pressure Control Solenoid N217

Press. Relief Valve Exhaust

Clutch cooling oil slide valve External Cooler External Filter

# 4 Cooling Pressure Control Solenoid N218

Gear Lubr. Spray

Exhaust

Damper Piston

N371 Safety Solenoid & Valve

Sump and Internal Filter

N233 Safety Solenoid & Valve Exhaust

G194 Press. Sender

Exhaust

G193 Press. Sender

To K2 Clutch

To K1 Clutch

N88

N89

N90

N91

K2 Reg. Sol. N216

K1 Reg. Sol. N215

Multiplexer N92

Exhaust

N88 - 1st and 5th N89 - 3rd and Neutral N90 - 2nd and 6th

Multiplexer Valve

N91 - 4th and Reverse N88 – 1st and 5th N89 – 3rd and neutral N90 – 2nd and 6th First Gear N91 – 4th and reverse

3

1

N

5

R

6

4

2 Copyright © 2007 ATSG

First gear Copyright © 2007 ATSG

44

Transmission Digest

Figure11


G194 Press. Sender

Exhaust

G193 Press. Sender

To K2 Clutch

To K1 Clutch

N88

N89

N90

N91

K2 Reg. Sol. N216

K1 Reg. Sol. N215

Multiplexer N92

Exhaust

N88 - 1st and 5th N89 - 3rd and Neutral N90 -– 2nd and 5th 6th N88 1st and

Multiplexer Valve

N91 - 4th and Reverse

N89 – 3rd and neutral N90 – 2nd and 6th

N91 – 4th and reverse

Second gear

3

1

N

5

R

6

4


Copyright © 2007 ATSG

Volkswagen Technical Site: http://volkswagen.msk.ru http://vwts.info http://vwts.ru огромный архив документации по автомобилям Volkswagen, Skoda, Seat, Audi

Circle No.

June 2007

3 on Reader Card

45


Figure12


G194 Press. Sender

Exhaust

G193 Press. Sender

To K2 Clutch

To K1 Clutch

N88

N89

N90

N91

K2 Reg. Sol. N216

K1 Reg. Sol. N215

Multiplexer N92

Exhaust


Multiplexer Valve


N88 – 1st and 5th N89 – 3rd and neutral N90 – 2nd and 6th Third Gear

3

N91 – 4th and reverse

1

N

5

R

6

4


Third gear Copyright © 2007 ATSG

Figure13


G194 Press. Sender

Exhaust

G193 Press. Sender

To K2 Clutch

To K1 Clutch

N88

N89

N90

N91

K2 Reg. Sol. N216

K1 Reg. Sol. N215

Multiplexer N92

Exhaust


Multiplexer Valve


N88 – 1st and 5th N89 – 3rd and neutral N90 – 2nd and 6th N91 – 4th and reverse

3

1

N

5

R

6

4


Fourth gear Copyright © 2007 ATSG

46

Transmission Digest

Figure14


G194 Press. Sender

Exhaust

G193 Press. Sender

To K2 Clutch

To K1 Clutch

N88

N89

N90

N91

K2 Reg. Sol. N216

K1 Reg. Sol. N215

Multiplexer N92

Exhaust

N88 - 1st and 5th N89 - 3rd and Neutral N90 N88 -–2nd 1st and and 6th 5th

Multiplexer Valve


N89 – 3rd and neutral N90 – 2nd and 6th N91 – 4th and reverse

Fifth gear

3

1

N

5

R

6

4



Circle No.

June 2007

10 on Reader Card

47


Figure15

N371 Safety Solenoid & Valve

Piston Sump and Internal Filter


G194 Press. Sender

Exhaust

G193 Press. Sender

To K2 Clutch

To K1 Clutch

N88

N89

N90

N91

K2 Reg. Sol. N216

K1 Reg. Sol. N215

Multiplexer N92

Exhaust


Multiplexer Valve

N88 – 1st and 5th


N89 – 3rd and neutral N90 – 2nd and 6th N91 – 4th and reverse

Sixth gear

3

1

N

5

R

6

4

2 Copyright © 2007 ATSG Copyright © 2007 ATSG

operated by the multiplexer soleachieved, yet the hydraulics reveal noid (N92), shown at the 3 o’clock that 2nd, 4th, 5th and neutral can position in Figure 8. The multi be achieved (see Figure 10 on page plexer solenoid turns on and off to 44, Figure 11 on page 45, figures 12 stroke and un-stroke the multiand 13 on page 46, Figure 14 on plexer valve to redirect solenoidpage 47 and Figure 15 above). signal pressure to the appropriate We now have four solenoids reshift rail. The idea is similar to that maining. N217 is the main lineof a Chrysler 604 (41TE) transmispressure-control solenoid, and sion, in which the solenoid shift N218 controls clutch cooling presvalve in the valve body is stroked sure. The other two are safety conin such a way that it allows the trol solenoids. N233 controls the L/R solenoid to double as a TCC fluid circuit to the N215, N88 and solenoid. N89 solenoids, and N371 controls Another interesting point is that the fluid circuit to N216, N90 and this multiplexer solenoid is exactly N91. These safety solenoids are like the one used as a converterused to isolate hydraulic pressure clutch solenoid in Saturn Vue conto its associated section of the geartinuously variable transmissions. box. In other words, if a problem is Volkswagen says that when the detected with either 2nd, 4th, 6th multiplexer solenoid is off, 1st, 3rd, or reverse, N371 shuts down pres5th and reverse can be achieved, sure to N216, N90 and N91. 1st and but from the hydraulics that I drew 3rd will become failsafe gears. If a it seems that 1st, 3rd, 6th and reproblem is detected in either 1st, verse can be achieved. Conversely, 3rd or 5th, N233 shuts down presVW says that when the solenoid is sure to N215, N88 and N89 and turned on, 2nd, 4th and 6th can be only 2nd gear will the failsafe gear. 48

When you compare the information provided in Figure 8 with the hydraulic schematics in figures 10 through 15, much of what we’ve explained will make a bit more sense, and we will continue with additional information on this unit next month. TD


96 Useful information. 97 Not useful information. 98 We need more information.

Transmission Digest


Subject: Solenoid operation

Unit: VW DSG 02E

Vehicle Applications: 2004-up New Beetle, New Jetta, Golf GTI

Volkswagen’s


Essential Reading: Rebuilder Shop Owner Center Manager Diagnostician R&R


8

A

lthough the DSG 02E transmission contains 11 solenoids, they could be placed into three categories: gear actuator, pressure control and TCC. This article covers the first group and part of the second, and next month’s article will cover the rest of the second group and the third. A typical-style conductor plate is used for the solenoid circuitry and is secured to the valve-body Mechatronic assem bly with four # 20 Torx-head shoulder bolts that could be easily misused as solenoid attaching bolts (see figures 1 and 2). Once the conductor plate is removed all 11 solenoids come into view (see Figure 3). If you save past issues of Transmission Digest you will find in last month’s issue on page 43 in Figure 8 a layout that will quickly identify each of these solenoids. I suggest reading it again if you have it, as it will enhance this article greatly. N88, N89, N90 and N91 make up the first group, the gear-actuator solenoids. They are on/off solenoids that measure 7 to 9 ohms and provide one of two gears, depending upon the position of the multiplexer valve in the valve body. You must be careful when removing a gear actuator solenoid, as there is a directional ball seat, a 6mm-diameter checkball, a text continues page 20

Figure1

Figure2

Figure3

Transmission Digest

Technically Speaking Figure4

Under each of the gear-actuator solenoids 1, 2, 3 and 4 there are two Orings, a 6mm ball, a short five-coil spring (6.25mm in length, 5.05mm in diameter) and a ball seat. The spring goes into the valve-body pocket first, followed by the ball and two O-rings. The ball seat is directionally sensitive. The slotted side faces the solenoid and the tapered seat faces the ball.

6mm ball

Solenoid side

Ball side

Short five-coil spring

Inner and outer O-rings

Oil pressure is sent to the ball through the spring and is blocked from passing through the solenoid when the solenoid is turned off.

When the solenoid is energized the plunger pushes the ball down, allowing oil pressure to get past the ball seat and enter its circuit.


10

Transmission Digest


N88

The # 1 gear-actuator solenoid N88 is an on/off solenoid that measures about 7 to 9 ohms. When the solenoid is off, pressure is prevented from reaching 1st- and 5th-gear actuators.

N89

The # 2 gear-actuator solenoid N89 is an on/off solenoid that measures about 7 to 9 ohms. When the solenoid is off, pressure is prevented from reaching 3rd-gear and neutral actuators.

N90

N91

The # 3 gear-actuator solenoid N90 is an on/off solenoid that measures about 7 to 9 ohms. When the solenoid is off, pressure is prevented from reaching 2nd- and 6th-gear actuators.

The # 4 gear-actuator solenoid N91 is an on/off solenoid that measures about 7 to 9 ohms. When the solenoid is off, pressure is prevented from reaching 4th- and reverse-gear actuators.

When a solenoid fails, the operation of its associated gear actuator and relevant section of the gearbox will cease. The vehicle may be allowed to have either 2nd gear only or 1st and 3rd gears only. Copyright © 2007 ATSG

Figure 6

12

Figure 7

Transmission Digest


Figure 10

Figure9

Figure11 Only an O-ring is fitted to the tip of pressure-control solenoids N217, N218, N233 and N371.

to exhaust

Oil pressure is sent to the tip of the solenoid and blocked from passing through when the solenoid is turned off.

18

When the solenoid is energized an internal plunger lifts off its seat and the pressure is exhausted.


Transmission Digest


text continued from page 8 small five-coil spring and two O-rings under each of them (see figures 4 through 10 on pages 10, 12, and 18). Pressure is supplied to these solenoids from the spring pocket pushing the ball up against the ball seat on the solenoid. When the solenoid is energized, a pushrod in

the solenoid extends outward, pushing the ball off its seat. This allows the feed pressure to run around the ball to the back side of the seat and out of its slotted side openings (see Figure 4 on page 10), where it is then directed to the multiplexer valve and on to its respective gear actuator. By looking at the operation of

this solenoid you can see the importance of the ball seat’s being installed correctly and of having properly sealing O-rings, for they keep the supply and apply circuits separated. It will be interesting to see what could happen when the smaller O-ring leaks, allowing supply pressure into the gear-actuator continues page 22

Figure12

N217

N218

Pressure-control solenoid # 3 (N217) is a normally applied solenoid that measures about 4 to 6 ohms. This solenoid regulates main line pressure. Engine temperature and speed are used to correct main line pressure. In the event of a failure, the solenoid shuts off and the system works under maximum line pressure.

Pressure-control solenoid # 4 (N218) is a normally applied solenoid that measures about 4 to 6 ohms. This solenoid regulates the volume of oil used to cool the K1 and K2 clutches. The multi-plate-clutch oil-temperature sender G509 influences the operation of this solenoid greatly. If this solenoid fails so there is minimal cooling fluid, the clutches will overheat. If the solenoid fails so that it delivers the maximum volume of cooling fluid, gear change becomes difficult at cold ambient temperatures and the driver may notice a loss of fuel economy.

Pressure-control solenoid # 5 (N233) is a normally applied solenoid that

N233

Pressu measures about 4 to 6 ohms. This is a safety solenoid that can isolate pressure to its associated section of the gearbox, known as thathydraulic m section 1. When this solenoid fails, gears no longer can be selected thatfrom c section 1. Only 2nd gear will be available. gear b no lon

Pressure-control solenoid # 6 (N371) is a normally applied solenoid that

N371

Pressu measures about 4 to 6 ohms. This is a safety solenoid that can isolate pressure to its associated section of the gearbox, known as thathydraulic m section 2. When this solenoid fails, gears no longer can be selected that c from section 2. Only 1st and 3rd gears will be available. gear b no lon will b


20

Transmission Digest


N371 safety-control solenoid

Figure14

apply circuit to the multiplexer valve when it should not be there. The second grouping consists of six pressure-control solenoids. The four being discussed in this article are N217, N218, N233 and N371 (see figures 11 through 15). N217 is used to control main line pressure, N218 is used to control cooling pressure to the K1 and K2 clutches, and N233 and N371 are safety-control solenoids. When you look at figures 13 and 14, you will notice that the safety-control solenoid is constructed slightly differently from the pressure-control solenoid, yet they all measure 4 to 6 ohms, they all are normally closed and only one O-ring is fitted to the snout of each (see Figure 15). Pressure is supplied to the tip of each of these solenoids, and their respective circuits are charged with pressure when the solenoid is off. When the solenoid becomes energized, fluid passes through the solenoid to an exhaust, dropping pressure in their respective circuits (see Figure 11). For a more-detailed explanation of each of these solenoids read the operating details provided in Figure 12. We will finish looking at the remaining solenoids and some helpful box information in part 4 next month. TD

N218 pressure-control solenoid (K1/K2-clutch cooling pressure)

Figure15



22

Transmission Digest


Subject: Operation of pressure-control and multiplexer solenoids

Unit: VW DSG 02E

Vehicle Applications: 2004-up New Beetle, New Jetta, Golf GTI

Volkswagen’s


Essential Reading: Rebuilder Shop Owner Center Manager Diagnostician R&R


P

icking up where we left off last month, the remaining three solenoids to cover are two pressure-control solenoids – N215, which operates the K1 clutch, and N216, which operates the K2 clutch – and the N92 multiplexer solenoid (see Figure 1). The multiplexer solenoid measures about 15 to 20 ohms, as shown in Figure 2 on page 12. Be careful not to

lose parts when removing this solenoid, as there are two O-rings, a directional ball seat and ball under the solenoid (see figures 3 through 5). Additionally, the attaching bolts hold together the solenoid assembly, which will fall apart in pieces as you can see in Figure 6. Figures 7 and 8 are close-up views showing the ballseat and non-ball seat side of the disc, continues page 12

Figure1

N216 – K2 pressure-control solenoid N215 – K1 pressurecontrol solenoid

N92 – #5 multiplexer solenoid


10

Transmission Digest


which must be installed correctly. Figure 9 on page 20 shows details of the solenoid operation. The N215 and N216 solenoids measure 4.5 to 6.5 ohms as seen in

Figure 10. When these two solenoids are removed, there is a onepiece silicone-beaded screen gasket similar in construction to Ford’s 5R110W valve-body gasket (see

Figure2

Figure5

Figure3

Figure6

Figure4

Figure7

Figure 11). We have seen the negative effects mineral spirits have on the white silicone bead, and so my suspicion is that mineral spirits text continues page 24

Figure8

12

Transmission Digest


continued from page 12 Figure9 Under the N92 #5 multiplexer solenoid are two O-rings, a thin ball seat (about 1.50mm) and a 3.94mm ball. The ball goes into the solenoid pocket, followed by two O-rings and the ball seat. The ball seat is directionally sensitive. Be sure that the flat side faces the solenoid and the tapered seat faces the ball.

Take care when removing this solenoid assembly from the valve body, as all its parts will separate.

Oil pressure is sent to the ball from the bottom and is blocked from passing through the solenoid when the solenoid is turned off.

When the solenoid is energized the plunger pushes the ball down, allowing oil pressure to get past the ball seat and enter its circuit. Copyright © 2007 ATSG

Figure 10

20

Figure 11

Transmission Digest


Figure 13

Figure14 Under the K1 (N215) and K2 (N216) pressure-regulator solenoids is a molded gasket. Take care not to allow the gasket to make contact with mineral spirits, which will deteriorate the silicone bead.

Accumulator-spring and piston assembly

Regulator valve. The bore plug is press-fitted into the bore. 1.58mm balance hole Pressure in

Pressure out 1.82mm orifice to accumulator piston and regulating valve

When the solenoid is off the valve is held down by pressure acting on the end of the valve through the 1.58mm balance orifice.

When the solenoid regulates it pushes the valve up, allowing increased pressure into the accumulated clutch circuit. Copyright © 2007 ATSG

22

Transmission Digest


N215

N216

Pressure-control solenoid #1 (N215) is a normally low solenoid that measures about 4.5 to 6.5 ohms. This solenoid regulates pressure to the K1 clutch. Engine torque influences the operation of this solenoid significantly. This solenoid could fail in the applied state, keeping the K1 clutch applied and causing the engine to stall at a stop. Failure of the solenoid also could prevent the K1 clutch from applying or cause it to apply partially, resulting in premature failure of the clutch.

Pressure Cont Pressure-control that measures solenoid #2 (N216) is a normally low solenoid that measures about 4.5 to to th 6.5 ohms. This solenoid regulates pressure to the K2 clutch. pressure Engine torque of this solenoi influences the operation of this solenoid significantly. This solenoid could fail in the applied state, keeping the K2 clutch applied and state keeping causing the engine to stall at a stop. Failure of the solenoid also could This solenoid prevent the K2 clutch from applying or cause it to apply partially, or cause in it to resulting premature failure of the clutch.

The #5 multiplexer solenoid (N92) is an on/off solenoid that measures about 15 to 20 ohms. This solenoid is used to stroke the multiplexer valve in the valve body, which allows for one gear-actuator solenoid to provide two different gears. OE manuals say: When the solenoid is off, 1st, 3rd, 6th and reverse can be achieved. Hydraulics reveal: When the solenoid is off, 1st, 3rd, 5th and reverse can be achieved. OE manuals say: When the solenoid is turned on, 2nd, 4th and 5th can be achieved. Hydraulics reveal: When the solenoid is turned on, 2nd, 4th, 6th and neutral can be achieved. Failure of this solenoid will cause incorrect selection of gears. Copyright © 2007 ATSG

text continued from page 12 the valve and the other feeding the would damage the silicone bead on accumulator piston and clutch cirthis screen gasket as well. cuit (see figures 13 and 14). Figure Each of these two solenoids con- 14 provides the operation of these sists of a free-floating valve and a clutch-control solenoids as well as spring-loaded accumulator (see orifice identification and dimenFigure 12 on page 22). The valve is sions. Figure 15 provides further held in place by a pressed-in bore details on the K1, K2 and multiplug that is not removable – unplexer solenoids. less, of course, you drill into it and Next month’s final installment pull it out as I did. It is much easier on the DSG transmission will proto just shake the assembly to verify vide identification of the valvethat the valve is not stuck. body small parts and circuits, Looking into the hydraulic side case-passage identification, shiftof the solenoid there are two orirail operation and TCM informafices, one feeding the back end of tion. TD 24



Transmission Digest


Subject: Valve-body components and operation

Unit: VW DSG 02E

Vehicle Applications:

Volkswagen’s


2004-up New Beetle, New Jetta, Golf GTI

Essential Reading:

T

he DSG valve body is definitely one of the simplest we have seen in transmissions (see figures 1 through 5 here and on page 18). It contains only five valve lineups, two checkballs, three damper assemblies, two pressure senders (pressure sensors/transducers) and 13 filters (see figures 2, 3 and 5). The two checkballs and pressure senders are in the K1- and K2-clutch pressure circuits, which are being continues page 18

Figure1

Rebuilder Shop Owner Center Manager Diagnostician R&R


Figure2

Pressure-regulator valve

Clutch-cooling valve


10

Transmission Digest


continued from page 10 used for precise clutch-pressure control and release. These sensors are integral to the TCM and are staked into the channel-plate portion of the valve body (see Figure 4), making these sensors non-serviceable separately. This also means that the TCM cannot be easily removed from the valve body even if you remove all the bolts (see Figure 6 on page 20). So it appears that if a pressure sender fails, you will be buying a TCM/valve-body assembly to correct the problem.

It is no secret that the manufacturers are doing everything they can to get us to the place where all we can do is unit replacements – very un-American, in my opinion. If you prevent the middle-class working man from earning a living, you weaken a country. It is not typical of me to get on a soapbox like this, but the things we are seeing in the automotive business have me very concerned. Try to buy transmission parts for a Nissan Murano; it cannot be done. You are forced to buy a

whole transmission. Our politicians do not give a hoot about America, just their back pocket. It sure would be nice if our automotive associations had more clout on The Hill. OK, I am done; back to tech. Thank you for giving me a few minutes to blow off some steam. With the valve body as simple as it is, it does not take much effort to identify and trace hydraulic circuits, as I did in Figure 7. This becomes helpful in identifying case continues page 20

Figure4

Figure3

Valve-Body Details

Figure5

Valve-Body Details

Multiplexer valve

e v l a v y t e f a s 1 7 3 N

e v l a v y t e f a s 3 3 2 N

Hydraulic-pressure sender 1 (G193)

Hydraulic-pressure sender 2 (G194)

4.25mm ball-seat flat faces up

6mm ball


18


Transmission Digest


passages for testing. For example, if you look below the multiplexer valve in the hydraulic circuit shown in Figure 8 on page 22, the shift rails inside the transmission are represented. From left to right you have the 3-1 shift rail, the N-5, the R-6 and then the 4-6. Each end of these shift rails sits inside a cylinder containing a piston seal known as a gear actuator (see figures 9 and 10 on page 24). When

Figure6

Figure7

you look at Figure 11, you can see how one can inspect these gear actuators for leaks with compressed air through their respective case passages. You also will notice that there are slots and holes within the center of the case as shown in Figure 12. These are openings for various sensors built into the TCM, which are identified in Figure 13 on page 26. Four of those sensors are called “travel sensors.” They monitor the position of the four shift rails by reading the magnet travel senders 3 that are affixed to each of the rails (see figures 14 R and 15). The other sensors and senders identified in figN371 safety ures 13 and 15 are: solenoid & valve • The input-speed sender (G182) is a Hall-ef5 fect sensor that reads the 1 outside of the K1/K2clutch drum, which rotates N88 N88 signal Sign at engine speed. This signal is used to calculate clutch slip for a more-pre4 cise control of clutch apply N233 safety and release. In the event of solenoid & K2 K1 a failure, the redundancy valve N91 K2 K1 signal backup is an engine-speed 6 N91 Signal 4 1 5 signal, which the transmisN371 N371 D sion computer receives damper over the CAN (controller N90 signal area network) bus. N90 Signal • The multiplate-clutch oil-temperature sender (G509) is also inside the N89 signal N89 Signal 4 5 same housing as the inputN88 Signal N88 signal speed sender, and it measures the temperature of the N233 N233D damper oil as it comes from the X X X X X outlet ports in the drum 2 3 assembly. From this input, N the transmission computer R regulates the flow of clutch-cooling oil and initiates further measures to protect the gearbox. It 2 2 6 6 N N 3 3 4 4 R R 5 5 1 1 measures temperatures rapidly and works within Multiplexer Multiplexer N90 N90 N89 N89 N91 N91 N88 N88 a range from –55° C to Signal signal +180° C. As a backup Copyright © 2007 ATSG text continues page 24 2

K2-pressure Pressure sender G194 Sender G194

Pressure K1-pressure Sender senderG193 G193

Ext. cooler coolerin In

tch Cool Clutch cool Damper Cooler rdamper N218 Signal N218 signal

N217 Signal N217 signal

Pump Out Pump out Pump in

20

Transmission Digest


Hydraulic Details

PR valve

# 3 main line-pressure control solenoid N217

Press. relief valve Exhaust

Clutch-cooling-oil slide valve External cooler

External filter

# 4 cooling-pressure control solenoid N218

Gear lube spray

Exhaust

Damper piston

N371 safety solenoid & valve

Sump and internal filter N233 safety solenoid & valve

Exhaust

G194 press. sender

Exhaust

To K2 clutch

G193 press. sender To K1 clutch

N88

N89

N90

N91 K2 reg. sol. N216

K1 reg. sol. N215 Multiplexer N92

Exhaust

N88 – 1st and 5th

Multiplexer valve

N89 – 3rd and neutral N90 – 2nd and 6th N91 – 4th and reverse 3

1

N

5

R

6

4

2

First gear Copyright © 2007 ATSG

22

Transmission Digest


should this sensor fail, the transmission computer uses signals from the gear-oil temperature sensor G93 and the control-unit temperature sensor G510, both inside the transmission computer. Figure 9

• Input-shaft speed sensor 1 (G501) and input-shaft speed sensor 2 (G502) are both Hall-effect sensors inside the transmission computer. These sensors are excited by the wheel-speed sensors Figure 10

Figure11

4th-gear shift 1st-gear shift Clutch cooling circuit

To external cooler

2nd-gear shift 3rd-gear shift Pump out (to PR)

K2 clutch K1 clutch

Pump in

6th-gear shift 5th-gear shift

Reversegear shift Neutralgear shift

mounted on each shaft. These signals are used in conjunction with the input-speed signal (G182) to determine the output slip of clutches K1 and K2. Besides using these signals to tailor clutch-slip control, it also can determine whether the right gear ratio has been selected. If sender G501 fails, only second gear can be achieved. If sensor G502 fails, only 1st and 3rd can be achieved. Output-speed sensors G195 and G196 are also Hall-effect sensors inside the transmission computer. They, too, are excited by a wheelspeed sensor mounted on the shaft. By having two output-speed signals that are offset, the computer can detect direction of travel. The G195 sends a “high” signal and the G196 sends a “low” signal. As a redundancy should these sensors fail, ABS wheel-speed signals are substituted for both direction of travel and road speed. • Gear-oil temperature sender G93 and control-unit temperature sender G510 are both inside the Mechatronic transmission-control unit. With this unit being placed inside the transmission, the oil temperature can be monitored. These two sensor signals are used to check the Mechatronic’s temperature, they are used to start a warm-up program and they check each other for faults. If an over temp is detected, measures are initiated to reduce oil temperature as rapidly as possible to avoid excessive heat generation in the continues page 26 Figure 12

Molded seals are used inside each of the shift-fork cylinders


24

Transmission Digest

Direct-shift Gearbox 02e Eng

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