The 02E Direct Shift Gearbox Design And Function

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The 02E Direct Shift GearboxDesign and FunctionSelf-Study ProgramCourse Number 851403

Volkswagen of America, Inc.Service TrainingPrinted in U.S.A.Printed 05/2004Course Number 851403 2004 Volkswagen of America, Inc.All rights reserved. All information containedin this manual is based on the latestinformation available at the time of printingand is subject to the copyright and otherintellectual property rights of Volkswagen ofAmerica, Inc., its affiliated companies and itslicensors. All rights are reserved to makechanges at any time without notice. No partof this document may be reproduced, storedin a retrieval system, or transmitted in anyform or by any means, electronic, mechanical,photocopying, recording or otherwise, normay these materials be modified or repostedto other sites without the prior expressedwritten permission of the publisher.All requests for permission to copy andredistribute information should be referred toVolkswagen of America, Inc.Always check Technical Bulletins and theVolkswagen Worldwide Repair InformationSystem for information that may supersedeany information included in this booklet.Trademarks: All brand names and productnames used in this manual are trade names,service marks, trademarks, or registeredtrademarks; and are the property of theirrespective owners.

Table of ContentsIntroduction . 1Selector Lever . 3Direct Shift Gearbox Design. 9Basic Concept, Torque Input, Multi-disc Clutches, Driveshafts, OutputShafts, Reverse Gear Shaft, Differential Gear, Selector Lever Park PositionInterlock, Synchronization, Torque Transfer in the Vehicle, Power Flow inthe TransmissionMechatronics Module . 26Electro-hydraulic Control Unit . 28Transmission Lubrication System. 30System Overview . 38Sensors . 40Actuators . 48Functional Diagram . 54CAN-Databus-Links . 56Diagnostic . 57Service . 59New!Important/Note!The Self-Study Program provides you with informationregarding designs and functions.The Self-Study Program is not a Repair Manual.For maintenance and repair work, always refer to thecurrent technical literature.i

IntroductionThe current transmission market in Europe is primarily manual transmissions. However, themarkets in Japan and the United States use primarily automatic transmissions. Both of thesetransmissions have benefits and drawbacks.Manual transmission benefits: High efficiency Strength Driver controlAutomatic transmission benefits: High comfort Ease of useBased on this information, Volkswagen set out to design a transmission that combined thebest characteristics of each of these transmissions. The result is the Direct Shift Gearbox(DSG).Transmission Fluid FilterTransmission Fluid CoolerTransmission Fluid PumpMechatronicsMulti-disc ClutchS308 014The dual wet-clutch design and automatic shifting programs of this transmission will satisfythe automatic transmission driver’s demands of high comfort and ease of use.The fast and smooth shifting capabilities, which can be controlled by the driver, satisfy themanual transmission driver’s demands.Also, this transmission offers fuel consumption characteristics as low as most vehicles withmanual transmissions.1

IntroductionThe Direct Shift Gearbox has the following features: Six forward gears and one reverse gear Normal driving program, “D” Sport shifting program, “S” Selector lever and steering wheel Tiptronic switches (optional) Mechatronics integrates electronic and electro-hydraulic controls into a single unit, locatedinside of the transmission Hillholder function: if a vehicle is brought to a stop by light braking, the clutchpressure rises and the vehicle remains motionless Creep regulation: permits “creeping” of the vehicle when the brake pedal is released andthe accelerator pedal is not depressed Emergency running mode: when in emergency running mode, the vehicle can only bedriven in either 1st and 3rd gears, or only in 2nd gearTransmission Fluid FilterTransmission Fluid CoolerElectric Connection withthe VehicleS308 003Part numberDSG 02E (Direct Shift GearboxWeightAbout 207 lbs (94 kg) in front drive vehicles, 229 lbs (104 kg)in 4Motion vehiclesTorqueMaximal 258 lbs-ft (350 Nm) (engine dependent)ClutchTwo wet multi-disc clutchesGear rangesSix forward gears, one reverse gear (all synchronized)Operating modeAutomatic and Tiptronic modeFluid volume1.9 gallons (7.2 liters Direct Shift Gearbox fluid G052 1822

Selector LeverOperationThe selector lever operation is the same asin other automatic transmission vehicles.However, the Direct Shift Gearbox alsooffers the possibility of being shifted withTiptronic. This can be activated eitherthrough the selector lever or by using theoptional steering wheel buttons.The selector lever controls the selectorlever interlock and the ignition key interlockof the vehicles equipped with an automatictransmission. The interlock functionoperates the same as before, but theconstruction is different.S - SportThis position allows for automatic shifting offorward gears but will hold each of thesegears until a higher RPM before shifting. and –The Tiptronic functions can be controlled inthe right cover plate of the selector leverand can also be controlled with the steeringwheel switches.Unlocking ButtonThe selector lever positions are:P - ParkTo shift the selector lever out of thisposition, the ignition must be ON and thebrake pedal must be depressed. In addition,the unlocking button must be depressed onthe selector lever.S308 004R - ReverseTo shift into Reverse, the unlocking buttonmust be depressed.N - NeutralSteering Wheel SwitchesIn this position, the transmission is idling.If the selector lever remains in Neutral foran extended period of time, the brake pedalmust once again be depressed to changethe lever position.D - DriveThis position allows for automatic shifting offorward gears.S308 0633

Selector LeverSelector Lever DesignThe selector lever includes the followingcomponents:Selector Lever Sensor System ControlModule J587Selector Lever Park Position InterlockSwitch F319The Hall sensors in the selector lever inputunit record the position of the selector leverand communicate this position to theMechatronics via the CAN-Bus.If the selector lever is in the “P” position,the switch sends the signal “Selector leverin “P” position” to the Steering ColumnElectronics System Control Module J527.The control module requires this signal tocontrol the ignition key interlock.Shift Lock Solenoid N110This solenoid locks the selector lever in the“P” and “N” positions. The solenoid iscontrolled by the Selector Lever SensorSystem Control Module J587.Locking Pin Hole for “P”F319Locking Pin Hole for “N”N110Selector Lever Sensor SystemControl Module J587S308 098Hall Sensors to identify the Selector Lever position4

Selector LeverShift Lock Solenoid N110Shift Lock Solenoid N110CompressionSpringThe Shift Lock Solenoid N110 functions asfollows:Selector lever locked in “P”:When the selector lever is in “P”, the springactivated locking pin is in the locking pinhole “P”. As a result, it prevents theaccidental shifting of the selector lever.Locking PinHole for “P”Locking PinS308 103Selector lever unlocked:Once the ignition has been switched on andthe brake pedal has been applied, theSelector Lever Sensor System ControlModule J587 energizes the Shift LockSolenoid N110. As a result, the locking pin ispulled out of the locking pin hole “P”.The selector lever can then be moved inother positions.S308 101Selector lever locked in “N”:If the selector lever remains in the Nposition for more than 2 seconds, J587 willenergize N110, allowing the locking pin toengage in the N locking pin hole. Thisprevents accidental shifting of the selectorlever into a drive gear. This pin will beunlocked when the brake pedal isdepressed.Locking PinHole for “N”S308 1025

Selector LeverEmergency releaseIn case of a power supply failure to theShift Lock Solenoid N110, the selector levercan no longer be shifted because the shiftlock “P” remains activated by springtension.Apply mechanical pressure on the lockingpin with a small object to disengage theshift lock. This releases the selector leverinto the “N” position.S308 1046

Selector LeverIgnition key interlockThe interlock functions as follows:The ignition key interlock prevents theremoval of the ignition key from the ignitionassembly if the selector lever is notengaged and locked in the Park position.Selector lever in “P”; ignition switched OFF.It operates electromechanically and iscontrolled by the Steering ColumnElectronics System Control Module J527.If the selector lever is in “P”, the SelectorLever Park Position Interlock Switch F319 isopen.The Steering Column Electronics SystemControl Module J527 recognizes that theswitch is open. The Ignition Switch KeyLock Solenoid N376 is not energized.The compression spring in the solenoidpresses the locking pin into the disengagedposition.Magnet N376S308 093J527Retaining Lug- F319Compression SpringLocking PinS308 092aIgnition OFF7

Selector LeverThe interlock functions as follows:Selector lever in “D”, the ignition isswitched ON.In the lock position, the locking pin preventsthe ignition key from being turned back andremoved.When the selector lever is in “D”, theSelector Lever Park Position InterlockSwitch F319 is closed.Only when the selector lever is pushed in“P” will the Selector Lever Park PositionInterlock Switch F319 open while thecontrol module deactivates the solenoid.The Steering Column Electronics SystemControl Module J527 energizes the IgnitionSwitch Key Lock Solenoid N376. The lockingpin is pushed through the solenoids,against the strength of the compressionspring, and into the lock position.The locking pin is then pulled back by thecompression spring. The ignition key can berotated and pulled out.J527- F319N376“Ignition On”8S308 091a

Direct Shift Gearbox DesignBasic ConceptThe Direct Shift Gearbox is basically amanual transmission designed to operatelike an automatic transmission. In place ofa dry clutch, two wet clutches are used.Basically, the transmission is alwaysengaged.These wet clutches rotate in transmissionfluid. The Mechatronics Control ModuleJ743 controls clutch operation and gearselection.Outer Disc-Carrier K2Outer Disc-Carrier K1Dual-mass FlywheelInput HubClutch Driving DiscS308 007cMain Hub9

Direct Shift Gearbox DesignDirect Shift Gearbox Schematic diagramMulti-disc ClutchesOutput Shaft 1Input fromEngineInput ShaftsOutput Shaft 2Reverse GearShaftS308 089bDrive Gear ofthe Differential10

Direct Shift Gearbox DesignTorque InputThe torque is transferred from thecrankshaft to the dual-mass flywheel. Thesplines of the dual-mass flywheel on theentry hub of the dual clutch transfer thetorque to the driving disc of the multi-discclutch.The dual-mass flywheel transfers thetorque to the input hub via splines.Outer Disc-Carrier K2Therefore, the following components turnat the same speed as the dual-massflywheel and input hub: Clutch driving disc Main hub Outer disc-carrier K1 Outer disc carrier K2Outer Disc-Carrier K1Dual-mass FlywheelInput HubClutch Driving DiscS308 007aMain Hub11

Direct Shift Gearbox DesignMulti-disc ClutchesMulti-disc clutch K1The torque is transferred into the respectiveclutch through the outer disc-carrier. Byclosing the clutch, the torque is transferredto the inner disc-carrier and then to thecorresponding input shaft. There is alwaysone multi-disc clutch activated in all drivegears.Clutch K1 is the outer clutch and transfersthe torque to Input Shaft 1 for 1st, 3rd, and5th gears and Reverse.Increasing the transmission fluid pressurein the clutch K1 fluid pressure cavity willclose the clutch. As a result, piston 1moves and presses the multi-discs of clutchK1 together. The torque is transferred toInput Shaft 1 by the multi-disc clutch.When the clutch opens, the spring washerpushes piston 1 back into its initial position.Inner Disc-Carrier K1Piston 1TransmissionFluid PressureCavity K1Outer Disc-Carrier K1Clutch K1Input Shaft 1Spring WasherS308 03912

Direct Shift Gearbox DesignMulti-disc clutch K2Clutch K2 is the inner clutch and transfersthe torque to Input Shaft 2 for 2nd, 4th, and6th gears.Increasing the transmission fluid pressurein the clutch K2 fluid pressure cavity willclose the clutch. The piston K2 closes thepower flow to Input Shaft 2 through themulti-disc clutch.When the clutch opens, the coil springspush piston 2 back into its initial position.Clutch K2Piston 2Fluid Pressure Cavity K2Inner Disc-Carrier K2Coil SpringInput Shaft 2S308 04013

Direct Shift Gearbox DesignDrive ShaftsThe engine torque is transferred to theinput shafts by the multi-disc clutches K1and K2.Input Shaft 1S308 010Input Shaft 2Input Shaft 2Input Shaft 2 is a hollow shaft andis coupled to the multi-disc K2 byexternal splines.Impulsion Wheel6th/4th Gears2nd GearS308 084The helical gear wheels for 6th, 4th and 2ndgears are on Input Shaft 2. A commongearwheel is used for 6th and 4th gears.The Driveshaft 2 Speed Sensor G502 islocated next to the second gear wheel.This sensor measures the speed of InputShaft 2.14The Input Shafts may be referred to asDriveshafts in the repair information.

Direct Shift Gearbox DesignInput Shaft 1Impulsion Wheel5th Gear1st Gear/Reverse3rd GearS308 085Input Shaft 1 rotates inside of Input Shaft 2,which is hollow. It is connected to themulti-disc clutch K1 by external splines.The Driveshaft 1 Speed Sensor G501 islocated between 1st, Reverse and 3rd gearwheels. This sensor measures the speedof Input Shaft 1.The helical gear wheel for 5th gear, thecommon gear wheel for 1st gear andReverse, and the gear wheel for 3rd gear arelocated in Input Shaft 1.A strong magnet can destroy theimpulsion wheels!15

Direct Shift Gearbox DesignOutput ShaftsJust as there are two input shafts, there aretwo output shafts in the Direct ShiftGearbox.Output Shaft 1Stretched representation1st Gear3rd Gear 4th GearThe overall length of the transmission wasshortened by using a common gear wheelon the input shafts for 1st gear and Reverse,as well as a common gear wheel for 4th and6th gears .Mounting position in the transmission2nd GearOutput GearWheelDrive ShaftsSliding CollarS308 086The following are located on the OutputShaft 1: The triple synchronized control wheelsfor 1st, 2nd and 3rd gears The single synchronized control wheelfor 4th gear The output gear wheel for engaging thedifferential gearThe output shaft meshes in the gear wheelof the differential gear final drive.16S308 105a

Direct Shift Gearbox DesignOutput Shaft 2Stretched representationMounting position in the transmissionS308 87Impulsion Wheelfor G195 andG1965th Gear 6th GearS308 105bReverse Output GearWheelThe following are located on the OutputShaft 2: An impulsion wheel for thetransmission output RPM The control wheels for 5th and 6th gearsas well as the gear wheel of the reversegear The output gear wheel for engaging thedifferential gearBoth output shafts provide the torque tothe differential gear through their outputgear wheel.17

Direct Shift Gearbox DesignReverse Gear ShaftThe Reverse Gear Shaft changes thedirection of rotation of Output Shaft 2 and,as a result, changes also the direction ofrotation of the gears for the final drive ofthe differential gear. It is meshed with the1st gear and Reverse common gear wheelon Input Shaft 1, and with the Reversecontrol wheel on Output Shaft 2.Stretched representationMounting position in the transmissionS308 088Gear Wheel for 1st Gearand Reverse18Reverse Gear ShaftS308 105c

Direct Shift Gearbox DesignDifferential GearBoth output shafts transfer the torque tothe differential drive gear.The differential gear transfers the torquethrough the drive train to the wheels.The park position lock wheel is integratedinto the differential gear.Stretched representationMounting position in the transmissionS308 105dS308 089Drive Gear of theDifferentialParking Lock Wheel19

Direct Shift Gearbox DesignParking LockA parking lock is built into the differentialgear assembly to help ensure a completestop of the vehicle and prevent the vehiclefrom unintentionally rolling away when thehand brake is not activated.The parking lock is mechanically controlledby a connecting cable between the selectorlever and the parking position lock lever inthe transmission.The only function of the connecting cable isto operate the parking lock.FunctionThe parking lock is engaged by shifting theselector lever in the “P” position. As aresult, the parking lock engages into theteeth of the parking lock wheel.A detent spring locks the lever in place andsets the parking lock in its position.If the parking lock does not lock into a gapbetween the teeth of the parking lockwheel, the spring will be compressed. Ifthe vehicle moves, the parking lock will lockinto the next gap of the parking lock wheel.The park position lock is disengaged byshifting the selector lever out of the “P”position. The slider is pushed back to theright into its initial position and thecompression spring 2 pushes the parkinglock out of the gap of the parking lockwheel.Parking LockConnecting Cable to the Selector LeverLeverSliderS308 023CompressionSpring 1Parking LockWheelParking LockCompressionSpring 2Detent SpringParking Lock WheelS308 079a20

Direct Shift Gearbox DesignSynchronizationTo change gears without interference ornoise, the Direct Shift Gearbox usessynchronization on each gear.The purpose of a synchronizer is to bring tothe same speed the gears to be meshedand the selector sleeve. This allows foreasy shifting.The synchronizer rings are made of brassthat is coated in molybdenum. Themolybdenum allows for long life.The triple synchronization is made of: An outer ring (synchronization ring) An intermediate ring An inner ring (2nd synchronization ring) The friction cone of the shifting gearwheelOuter RingGears 4,5 and 6 have simple conesynchronization. Since the speeddifferences are not as high, the largersurface area of the triple synchronizers isnot needed.The reverse gear has a double-conesynchronization.The simple synchronization is made of:Triple SynchroniserIntermediate RingGears 1, 2 and 3 are equipped with triplesynchronization. This triple synchronizationprovides a larger heat transfer surface. Thelarger heat surface is needed because therotation speed differences are higher in thelower gears. The synchronizing ring The friction cone of the shifting gearwheelSimple SynchroniserInner RingFriction ConeS308 022SynchronizationRingFriction ConeS308 07821

Direct Shift Gearbox DesignTorque DistributionThe engine torque is transferred from thedual-mass flywheel to the transmission.For front-wheel drive vehicles, this torque istransferred to a drive shaft on either side,which allows the wheels to turn.Vehicles equipped with the Direct ShiftGearbox have a Haldex coupling todistribute the torque to the rear wheels.When the Haldex coupling locks, torque ispassed from the input shaft to the reardifferential and out through the rear inputshafts to the rear wheels.For all-wheel drive vehicles, there are driveshafts for the front wheels and a drive shaftgoing to the rear differential to drive therear wheels.Direct Shift GearboxDifferential GearHaldex CouplingS308 02022Rear DifferentialS308 021

Direct Shift Gearbox DesignTransmission Power FlowThe engine torque is transferred to thetransmission either through clutch K1 or K2.Each of these clutches drives a separateshaft. Input Shaft 1 is driven by the K1 clutch Input Shaft 2 is driven by the K2 clutchThere are two additional shafts needed totransfer the power to the differential: Output shaft 1 for gears 1, 2, 3, and 4 Output shaft 2 for gears 5, 6 and Reverse1st GearK1 ClutchInput Shaft 1Output Shaft 1DifferentialS308 055 123

Direct Shift Gearbox Design2nd GearK2 ClutchInput Shaft 2Output Shaft 1DifferentialS308 055 23rd GearK1 ClutchInput Shaft 1Output Shaft 1DifferentialS308 055 34th GearK2 ClutchInput Shaft 2Output Shaft 1DifferentialS308 055 424

Direct Shift Gearbox Design5th GearK1 ClutchInput Shaft 1Output Shaft 2DifferentialS308 055 56th GearK2 ClutchInput Shaft 2Output Shaft 2DifferentialS308 055 6ReverseK1 ClutchInput Shaft 1Reverse Gear ShaftOutput Shaft 2DifferentialS308 055 RThe change of rotation direction for Reverse isperformed through the reverse gear shaft.25

Mechatronics ModuleMechatronicsThe Mechatronics assembly is locatedinside of the transmission and immersed intransmission fluid. This assembly is madeup of both the transmission control moduleand electro-hydraulic controls.The Mechatronics is the central controlmodule of the transmission. All sensorsignals from the transmission and otherrelevant areas of the vehicle are sent to theMechatronics assembly. As a result, theMechatronics assembly can monitor theoperation of the transmission and regulateoutput correctly.Twelve sensors are located within theMechatronics assembly. These sensorsregulate eight hydraulic gear actuators, sixpressure modulation valves, five controlvalves and the pressure and cooling of bothclutches.The Mechatronics assembly can adapt tolearn the positions of the clutches, thepositions of the gear actuators for eachspecific gear and the main transmissionfluid pressure.Electro-hydraulic Control UnitCentral Connectorto the Vehicle.S308 095S308 09726

Mechatronics ModuleThe benefits of this assembly are: Integrated sensors Actuators located directly on theMechatronics assembly All interaction with the rest of thevehicle is done through a singleconnectorHowever, this also means that thetransmission control module electronics areexposed to higher thermal and mechanicalloads. The Mechatronics assembly hasbeen engineered to easily withstand theseconditions.These features reduce the number ofconnectors and wires, providing betterelectrical reliability and lower weight.ElectronicControl ModuleS308 09627

Electro-hydraulic Control UnitElectro-hydraulic Control UnitThe electro hydraulic control unit isintegrated to the Mechatronics module.All the solenoid valves, pressure controlvalves, the hydraulic slider and the multiplexerare located inside the control unit.N88 – Solenoid Valve 1 (Gear actuating valve)A pressure relief valve is located outside ofthe hydraulic module. This valve prevents highinternal pressures that can damage thehydraulic valves.N217 – Pressure Control Valve 3 (Main pressurevalve)N89 – Solenoid Valve 2 (Gear actuating valve)N218 – Pressure Control Valve 4 (Coolant valve)N90 – Solenoid Valve 3 (Gear actuating valve)N233 – Pressure Control Valve 5 (Safety valve 1)N91 – Solenoid Valve 4 (Gear actuating valve)N371 – Pressure control valve 6 (Safety valve 2)N92 – Solenoid Valve 5 (Multiplexer valve)A–Pressure Relief ValveB–Printed Circuit BoardN215 – Pressure Control Valve 1 (Clutch valve K1)N216 – Pressure Control Valve 2 (Clutch valve K2)N217N216AN92N215N218S308 033N37128BN88N233

Electro-hydraulic Control UnitValves have different shifting characteristicsaccording to their function. The twofunction types are:The gear actuator valves N89, N90 and N91can be seen by removing the printed circuitboard. “Yes/No” control valves Modulation valvesThe “Yes/No” control valve type includes: The gear selector valves and The multiplexer valveThe Modulation valve type includes: The main pressure valve The cooling fluid valve The clutch valves The safety valveN89N92N90N91S308 03429

Transmission Lubrication SystemTransmission Fluid SystemThe DSG transmission has a fluid capacityof 7.2 liters. This fluid must meet thefollowing requirements: Ensure clutch regulation and hydrauliccontrol Have a stable viscosity through theentire temperature range Withstand and lubricate the dual-clutch,wheels, shafts, bearings andsynchronizer rings under highmechanical loads No foam Allow for smooth operation of all valves Allow for correct operation of the dualclutch and gear control pistonA separate transmission fluid coolerprevents the transmission fluid temperaturefrom rising above 135 C(275 F). This cooler uses engine coolant toreduce temperature.Transmission Fluid CoolerGear ActuatorTransmission Fluid FilterTransmission Fluid SprayingTube for Cooling the GearWheelsValve BodyTransmission Fluid Pump30S308 019Transmission Fluid Sump

Transmission Lubrication SystemTransmission Fluid PumpA crescent shaped pump draws thetransmission fluid and produces the mainpressure required for the hydraulic parts tooperate. It produces up to 26.4 gal/min (100l/min) and a maximum pressure of 20 bar(290 psi).CrescentThe transmission fluid pump supplies fluidfor:PressureSide The multi-disc clutches The clutch cooling The gear shift hydraulic pressure The gear wheel lubricationS308 018The transmission fluid pump is driven bythe pump shaft rotating at engine RPM.This pump shaft is a third shaft locatedinside Input Shaft 1, which rotates withinInput Shaft 2.Suction SideDual-MassFlywheelPump ShaftTransmissionFluid PumpInput Shaft 1Return Pipe to Suction SideInput Shaft 2S308 03631

Transmission Lubrication SystemSchematic DiagramPressure Relief ValveTransmissionFluid PumpMain Pressure Slide ValvePressure Control Valve 3Oil Pump Return PipeTransmissionFluid CoolerClutch Cooling Fluid Slide ValveSuction FilterCooling Fluid toward the ClutchesTransmissionFluid FilterTransmission FluidSpraying TubeLubrication/Cooling of Gear WheelsTransmissionFluid SumpTo MultiDisc Clutch K2To Multi-DiscClutch K1S308 017aColor Coding32Gear ActuatorRegulated pressure, work pressureControlled pressure, clutch coolingUncontrolled pressureTransmission fluid sump return circuit

Transmission Lubrication SystemTransmission Lubrication SystemDescriptionThe transmission pump draws thetransmission fluid from the sump, throughthe filter, pressurizes it and sends it to themain pressure slider valve.Other features of the fluid circuit: The transmission fluid cooler is in theengine cooling circuit and uses enginecoolant to control temperatureThe Main Pressure Valve N217 controls themain pressure slider valve. This regulatesfluid pressure inside of the transmission. The transmission fluid filter is locatedoutside of the transmission housing The pressure relief valve limits the fluidpressure to 32 bar (464 psi) The individual gears are lubricated byfluid spray from directional nozzlesA transmission fluid channel from the mainpressure slider valve directs extra fluid backto the transmission pump suction side.Pressurized fluid from the main pressureslider valve branches off into two channels.One channel directs the fluid to thetransmission fluid cooler, cooling the fluidand returning it to the sump. The otherchannel directs the fluid to the clutchcooling fluid slide valve.33

Transmission Lubrication SystemSchematic Diagram of Hydraulic Elements in the Transmission LubricationSystemPressure Relief Valve UVMain Pressure Slide ValveMain Pressure Valve N217Safety Valves N233 and N371Pressure AccumulatorCheck ValvePressureAccumulatorPressureSensor G194PressureSensor G193To K2Check ValveTo K1ClutchValve N216Clutch ValveN215Multiplexvalve N92N88N89N90N91MultiplexGear ActuatorS308 017bColor CodingRegulated pressure, work pressureUncontrolled pressure34Transmission fluid sump return circuit

Transmission Lubrication SystemElectro-hydraulic Control of theTransmission Fluid System.Pressure Control Valve 3 for AutomaticTransmission N217The Pressure Control Valve 3 for AutomaticTransmission N217 controls the mainpressure valve. This controls the mainpressure for all of the transmissioncomponents including: Pressure Control Valve 1 N215 Pressure Control Valve 2 N216 Clutch K1 Clutch K2 Solenoid Valve 1 N88 Solenoid Valve 2 N89 Solenoid Valve 3 N90 Solenoid Valve 4 N91In addition to controlling the main supplypressure, N217 also controls: The transmission fluid return throughthe transmission fluid cooler,transmission fluid filter and spray nozzle Transmission fluid pump return circuitMultiplexer valveSolenoid Valve 5, N92, operates themultiplexer in the transmission. Themultiplexer is a slide valve that allows foursolenoid valves to have the control of eightsolenoid valves.The multiplexer has two positions, homeand work. The default position is the homeposition and it is held in that position by aspring when N92 is not energized. In thisposition, gears 1,3,6 and Reverse can beselected.When N92 is energized, pressure is appliedto the multiplexer and the spring iscompressed. In the work position, gears2,4,5, and Neutral can be selected. Also, inthe work position, the multiplexer spring iscompressed.Safety valveA safety valve for clutches K1 (N233) andK2 (N371) allows a quicker opening of therespective clutch. This is necessary whenthe actual clutch pressure is above therated pressure.Pressure sensors G193 and G194Pressure sensors G193 and G194 controlthe clutch pressure of clutches K1 and K2.A pressure relief valve prevents an increaseof the main pressure that could result froma defective main pressure slide valve.35

Transmission Lubrication SystemClutch Cooling LubricationSystemThe multi-plate clutches

The dual-mass flywheel transfers the torque to the input hub via splines. Therefore, the following components turn at the same speed as the dual-mass flywheel and input hub: Clutch driving disc

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