Service Training

Commercial
Vehicles

Self-Study Programme Technology 507

Amarok 2012
The 8-speed automatic gearbox 0CM
Design and function
 The 8-speed automatic gearbox in the Amarok

With a combustion engine, it is necessary to have a moving-off element that permits rotation speed differences
between the engine speed and drivelines speed. In contrast to manual gearboxes and increased gearboxes, a
converter operates with almost no wear, because the powerflow is only via the gearbox when moving off. The
advantages of the converter are thus its low wear and the fact that its design causes the torque to be boosted
beyond the engine torque. Specifically for the Amarok, the converter therefore represents the ideal moving-off
element, because the very low ratio and torque increase provide a significant improvement in off-road and towing
properties. This is in comparison to the Amarok with a manual gearbox, without step-down box. After the moving-
off phase, the hydraulic slip of the converter is eliminated by the controlled lock-up clutch. This improves efficiency
significantly.

S507_003

Key data

- Engine: 2.0 l bi-TDI with 132 kW

- Gearbox: 0CM
- can be combined with start/stop system

The automatic gearbox in the Amarok is a completely newly developed 8-speed automatic gearbox, in which the
greatest importance has been placed on efficiency, gearshift comfort and speed, low weight and reliability.
The gearshifts are performed without interruption in traction, and the gearshift speeds are at the level of a DSG.

The self-study programme presents the Current testing, setting and repair instructions can
design and function of be found in the provided service literature.
Important
new developments!
The content will not be updated. note

2
At a glance

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
The driveline. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
The transfer box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Design features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
The 8-speed automatic gearbox 0CM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
The new 2.0 l 132 kW TDI engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Selector lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
The selector lever module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
The selector lever actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
The ignition key removal lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
The selector lever emergency release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Gearbox structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

The overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
The torque converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
The oil supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
The planetary gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Gearbox management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

The mechatronic unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
The sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
The actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Gearbox function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

The hydraulic interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
The start/stop system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
The hydraulic pulse accumulator (HPA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
The special tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
The gearbox adaptation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

3
 Introduction

The driveline
The Amarok has a modular driveline in which the individual components such as automatic gearbox, front final
drive, transfer box and rear final drive are each independent modules. The drive combination designed especially
for the Amarok comprising permanent four-wheel drive and an automatic gearbox is configured for ideal traction
on any surface.

Connection of transfer box to automatic gearbox

Transfer box with self-locking centre differential and variable torque

distribution.

The ATF drain plug is located at the bottom of the oil pan made from sheet
steel. The ATF filler and inspection plug is located on the side of the housing
(ATF = Automatic Transmission Fluid).

The intermediate plate prevents dirt from getting in between the automatic
gearbox and the transfer box.

Automatic gearbox

Intermediate plate

Electrical ATF drain plug

connector

ATF filler and inspection plug

Transfer box

4
The transfer box
The design of the transfer box installed in the Amarok with a self-locking centre differential is based on the transfer
box in the Audi Q7 and the Touareg 2011. It has been adapted for use in the Amarok.

Characteristics

• Modern "four-wheel drive" technology in the Amarok

• Sturdy system that operates purely mechanically
• Suitable for onroad and offroad use
• Permanent four-wheel drive
• Differential compensation between the front and rear axles
• Full ESP suitability in four-wheel drive and locked-up rear axle differential

For more information, refer to SSP 464.

Gearbox ventilation

S507_005

5
 Design features

The 8-speed automatic gearbox 0CM

- Two-damper converter
- Lightweight construction by design measures
- 1st gear as a short moving-off gear for offroad
driving and towing a trailer.
(No additional low-range box required.)
- 8th gear with a longer ratio for reducing the
engine speed and fuel consumption.

S507_004

Technical data

Developer/manufacturer ZF Friedrichshafen AG

Designation at ZF: 8HP45

at VW: AL450-8A
in Service: Automatic gearbox 0CM

Gearbox features Electrohydraulically controlled 8-speed planetary gearbox with hydrodynamic

torque converter and torque converter lock-up clutch with controlled slip.

Control Mechatronic unit (integration of the hydraulic control unit with the electronic control
unit to make a single unit).

Torque max. 450 Nm

Achieving maximum speed in 7th gear

Operating modes Automatic, S and Tiptronic mode

Gear ratios 8 forward gears, 1 reverse gear

Spread 7.071

First fill by manufacturer approx. 9 l

Fill volume of ATF cooling system approx. 0.6 l

Emergency running properties The emergency running and default programmes are state-of-the-art as far as
technical possibilities are concerned, meaning that a high level of operational
readiness is guaranteed even in the case of a fault. The hydro-mechanical
emergency mode, for example, allows the vehicle to continue to be driven in 6th
and reverse gear even if there is a total electrical failure of the mechatronic unit,
until the engine is switched off or the selector lever is moved to the "P" position.

6
The new 2.0 l 132 kW TDI engine

Special features

• Biturbo
• Common rail injection system with solenoid valve
injectors
• Controlled EGR cooling system
• Torque adapted to the automatic gearbox

The new 132 kW TDI engine will be used together

with the 8-speed automatic gearbox.

S507_007

Technical data Power and torque curve

[Nm] [kW]
Engine code CSHA
Cubic capacity 1968 cm3 450 180
Number of cylinders 4
Bore 81.0 mm 400 160
Stroke 95.5 mm
Valves per cylinder 4 350 140
Compression ratio 16.0:1
300 120
Max. power 132 kW at 4000 rpm
Max. torque 420 Nm at 1750 rpm
250 100
Engine management EDC 17CP 20
Turbocharging Biturbo
200 80
Exhaust gas recirculation Yes
Diesel particulate filter Euro 5/PL6 150 60
Emissions standard Euro 3/4/5/PL6
100 40

50 20

0 0
1000 2000 3000 4000 5000 [rpm]
S507_080

Power [kW]
Torque [Nm]

7
 Selector lever

The selector lever module

Selector lever sensor unit Selector lever locked in position P switch

J587 F319

Selector lever cable

S507_008

The selector mechanism operates using the selector lever module. It has both a mechanical connection to the
automatic gearbox via a cable and an electrical connection to the gearbox control unit. The drive range is selected
by the cable. Only the special drive programmes Manual (tip) and S are sent to the gearbox control unit by the
selector lever electronic control unit by means of a modulated square-wave signal.

Functions of the cable connection Electric functions

- Operation of the parking lock - Ignition key removal lock

- Operation of the selector slide of the hydraulic - Activation of the selector lever position display (via
control unit in the mechatronic unit gearbox control unit)
- Operation of the gear sensor in the gearbox - Tiptronic function
- Selector lever lock (P/N lock)

8
The selector lever actuation
The change from drive ranges D to S (or from S to D) is performed by tipping the selector lever backwards once out
of the D/S position. The selector lever always springs back into the D/S position. When the selector lever is tipped
back from the D/S position, the selector lever sensor unit J587 sends the tip signal to the gearbox control unit. In
response, the changeover to special gearshift programme S takes place, or back to driving program D. This makes
it possible to reach the Tiptronic gate both from the special gearshift programme S and from the normal driving
programme D.
(Special gearshift programme S - shift programme adapted for offroad driving)

Selector lever position display Y6

Information about the selector lever position comes

directly from the gearbox control unit as a modulated
square-wave signal. The selector lever sensor unit in the
selector lever evaluates the signal and activates the
corresponding light-emitting diode on the display unit
Y6.

S507_011

Selector lever lock solenoid N110

Solenoid for
selector lever lock N110 Lever for Solenoid N110 blocks the selector lever in positions "P"
emergency release and "N". The solenoid is controlled by the gearbox
control unit. If the selector lever is in "P" in de-energised
condition (ignition off) then the locking pin is in the
locking pin trap "P". This prevents the selector lever from
moving automatically and stops the parking lock from
being unlocked.

After the ignition has been switched on and the brake

pedal is pressed then the gearbox control unit energises
Locking pin
the solenoid N110. This means the locking pin is
Locking pin trap for "P"
withdrawn from the locking pin trap "P". The selector
lever can now be moved into the drive position. Once the
S507_010
selector lever has left position "P", the magnet is de-
energised and unlocked. In driver range "N" it is
energised and locked.

For more information about the selector lever lock solenoid, refer to SSP 454, pages 8 and 9.

9
 Selector lever

The ignition key removal lock

N376

S507_013

The ignition key removal lock prevents the ignition key

from being removed when the parking lock is not
engaged. It functions electromechanically and is J587
locked in "P" by the selector lever switch F319.
F319
When switch F319 is closed, the solenoid for the
ignition key removal lock N376 is energised and
presses the locking pin against the spring force into
the locking position. In the locking position, the
locking pin prevents the ignition key from being
removed. N376

S507_014
The "selector lever locked in position P switch" does
not open until the selector lever is moved into the
park position, and the selector lever electronic control unit de-energises the solenoid. Following this, the locking pin
is pushed back by the compression spring. The ignition key can be turned further and withdrawn.

10
The selector lever emergency release

Mechanical emergency release makes it possible to Lever for

move the selector lever if the electrical power supply emergency release
fails.
Selector lever
interlock button
The selector lever trim must be removed in order to
operate the emergency release for selector lever lock.

The emergency release lever is located on the right

side of the selector mechanism. When the emergency
release lever is operated, the locking pin of the
solenoid N110 is pushed against the spring force (see
Fig. S507_010, page 9).
The selector lever interlock button must be operated
at the same time in order to unlock the selector lever.

S507_016

Towing

If it is necessary to tow a vehicle that is fitted with an 0CM gearbox then the usual restrictions for automatic
gearboxes must be observed:

- Engage selector lever position "N", which may require using the emergency release function of the selector
lever.
- Do not exceed the towing speed of 50 km/h.
- Do not exceed the maximum towing distance of 50 km.

The rear axle differential lock is not allowed to be engaged at any time during towing.

11
 Gearbox structure

The overview

Planetary gearbox with selector elements

Output shaft with splines

Output flange

ATF filler and inspection plug

Transfer box

Electrical connector

12
 Torque converter

Front final drive

Mechatronic unit

S507_017

13
 Gearbox structure

The torque converter

A torque converter with torsion dampers is used for effectively damping the torsional vibrations of the engine. It is
a "two-damper torque converter" with a torque converter lock-up clutch. Basic information about how torque
converters function can be found in SSPs 300 and 309, amongst others.

Torsion damper Drive hub for the ATF pump

Splines and chain sprocket

Piston brake B

Sun gear shaft S1/S2

Stator shaft
Brake A

ATF pump
Converter centring
Toothed chain

S507_018
Splines for
input hub - ATF pump

Effective damping systems and exact control of the torque converter lock-up clutch permit a further minimization in
the torque converter slip even from 1st gear.

Neutral idle control ensures that the converter torque loss is reduced even when the vehicle is stationary in drive
range "D".

The torque converter lock-up clutch pressure is closed by pressure regulating valve 6 N371 and the corresponding
hydraulic control valves in the mechatronic unit.

14
The oil supply
System pressure valve

System pressure - to the hydraulic valves

System pressure - to the torque converter pressure valve

Control pressure - from pressure regulating valve 7 N443

To the ATF pump

Sleeve with channel for direct,

flow-correct return to the ATF
pump

ATF pan ATF suction filter System pressure valve

Return of excess pumped oil From ATF suction filter S507_020

ATF pump

One of the most important components of an automatic gearbox is the ATF pump. It has the special features of a
side-by-side arrangement with parallel shafts, and the chain drive. The ATF pump is a highly efficient, double-
stroke vane pump.

The ATF pump sucks in the ATF through a filter and channels the pressurised oil to the system pressure valve in the
hydraulic gearshift unit of the mechatronic unit. This is where the system pressure for operating the gearbox is set.
If too much oil is pumped then the excess is returned to the ATF pump in a hydrodynamically efficient fashion in the
intake port.

15
 Gearbox structure

Oil cooling / ATF cooling

ATF cooling takes place with thermostat control by means of an oil/air heat exchanger (ATF cooler). The ATF cooler
is positioned in front of the radiator and in front of the condenser, as seen in the direction of travel.

ATF cooler

ATF cooler supply

ATF cooler return

Oil temperature controller
(thermostat)
S507_021

Oil temperature controller (thermostat)

The thermostat is integrated into the supply and return of the ATF cooling system. An expansion thermostat with
integrated bypass (bypass thermostat) is used.

Please note that impurities in the ATF (e.g. abrasion, chips) will be distributed around the ATF cooling
system and will be deposited there. If necessary, the cooling system must be rinsed carefully during a
gearbox repair or prior to a gearbox renewal. For this purpose, it is necessary to remove the lines
from the thermostat and from the cooler in order to rinse the individual components. Make sure that
all impurities are cleaned out. If in doubt, renew components such as the ATF cooler or thermostat.
Residual impurities will result in further complaints and/or damage to the gearbox!
Please always comply with the relevant valid workshop manual!

16
Thermostat function
Thermostat closed
Bypass Expansion element The expansion element is also the valve element of the
thermostat and regulates the flow into the cooler.

In closed condition, a small amount of ATF always flows

G K through the bypass as a result of which the expansion
element is warmed up.

From a temperature of about 75 °C onwards, the plunger

starts to push the expansion element downwards against
G K the spring force. This opens up the flow to the cooler (see
next fig.).
S507_022
The thermostat is fully open from a temperature of about
Thermostat opened 90 °C onwards.
Cover Plunger

G K

G K

S507_023

G = from or to gearbox
K = from or to radiator

Impurities can block the bypass of the thermostat, thereby disrupting the function of the thermostat or
preventing it from functioning. This can result in the gearbox overheating! At an ambient temperature
of 25 °C and during normal driving, the ATF temperature will scarcely ever exceed 110 °C.

If the cooling system was opened during a repair (meaning that the ATF cooler is drained) then the
ATF temperature must be raised to at least 90 °C by a test drive in order for the ATF level to be set
correctly. This ensures that the ATF cooler is filled. Set the ATF level after cooling down to the normal
test temperature (see Workshop Manual).

17
 Gearbox structure

The planetary gearbox

The 8 forward gears and the reverse gear are created by corresponding link-ups between four single planetary
gearboxes. The two gear sets at the front have a shared sun gear.
The output is always via the planet carrier of the 4th gear set.

Selector elements Brake A

Brake B
Only 5 selector elements shift 8 gears!
- 2 multi-plate brakes – A and B
RS1 PT1
- 3 multi-plate clutches – C, D and E PT3
Clutch E
RS2

RS3 Clutch C

ATF pump

The selector elements, clutches and brakes are hydraulically closed. Oil pressure forces
the clutch pack together and causes the clutch to be engaged for power transmission. If
the oil pressure drops, the dished washer in contact with the piston forces the piston back
to its starting position. The function of the selector elements is to carry out the gearshifts
under load, as well as without any interruption in traction.
The multi-plate clutches C, D and E transmit the engine power into the planetary gearbox. The multi-plate brakes A
and B brace the torque against the gearbox housing.

When achieving the individual gears, three selector elements are always closed and two selector elements are
open.

18
 Braking
Brake A is equipped with a return spring. Brake B has a special design. The piston of brake B does not have a
return spring; this function is carried out by a second piston space.

Brake B is operated with slip in neutral idle control. The size of brake B has been selected to enable it to withstand
the requirements of neutral idle control on a sustained basis. In addition, it receives specific cooling from the
hydraulic gearshift unit when activated.

Legend for planetary gearbox

RS1 to 4 Planetary gearbox 1 to 4

Clutch D
PT1 to 4 Planet carriers 1 to 4
S1 to 4 Sun gear of planetary gearbox 1 to 4
RS4 P1 to 4 Planetary gears of planetary gearbox 1 to 4
H1 to 4 Annulus of planetary gearbox 1 to 4

Clutches
Clutches E, C and D are balanced with regard to the dynamic pressure. This
means oil pressure acts on both sides of the clutch piston in order to avoid a
speed-dependent pressure build-up in the clutch. This compensating effect is
achieved by a second piston space, called the pressure equalisation space.
The advantages of dynamic pressure equalisation are:

- Reliable opening and closing of the clutch in all speed ranges

- Improved gearshift comfort

For detailed information about the brakes and clutches, refer to

SSP 457 page 27.

S507_072

For a clear display of the selector elements

and the planetary gearboxes, some parts are
not shown.

19
 Gearbox structure

RS2
RS1 RS3 RS4

Clutch D
Torque converter
Clutch C
Brake A Clutch E
Brake B S507_035

Legend for planetary gearbox

RS1 to 4 Planetary gearbox 1 to 4

PT1 to 4 Planet carriers 1 to 4
S1 to 4 Sun gear of planetary gearbox 1 to 4
P1 to 4 Planetary gears of planetary gearbox 1 to 4
H1 to 4 Annulus of planetary gearbox 1 to 4

The ratios in the individual gears are obtained by inputting the torque via various elements of the planetary
gearbox while other elements are braked.

H1 H2 H3 H4

P1 P2 PT2 PT4 P4
P3
PT1 S2 PT3
S1 S3 S4

Output

RS1 RS2 RS3 RS4 S507_068

20
The mechanical ratio is divided up as follows (values are rounded):

gear: 1st 2nd 3th 4th 5th 6th 7th 8th R

Ratio: 4.7 3.14 2.11 1.67 1.29 1 0.84 0.67 -3.33

Gear step: 1.5 1.49 1.26 1.3 1.29 1.19 1.25

Spread: 7.071
S507_066

Gearshift matrix

Selector elements / pressure regulating valves

EDS-A EDS-B EDS-C EDS-D EDS-E EDS-WK EDS-Sys

N215 N216 N217 N218 N233 N371 N443

Parking lock 2)

Neutral 2)

R gear
1st gear 1)

2nd gear
3rd gear
4th gear
5th gear
6th gear
7th gear
8th gear
S507_067

Brake closed
Clutch closed

Pressure regulating valves (EDS electric pressure regulating valve)

1 Active
0 Not active (a low basic control current is always present)
X Active (control current depends on operating condition)

1)
Brake B is open in neutral idle control except for a small residual torque.
2)
Brake B is open in P and N positions except for a small residual torque.

21
 Gearbox management

The mechatronic unit

The mechatronic unit is the central control unit of the gearbox. It consists of the hydraulic control unit with solenoid
and pressure regulating valves, and the electronic module with sensors and the gearbox control unit. Each selector
element has its own electric pressure regulating valve allocated to it, in order to achieve a high level of gearshift
dynamics and to implement a variety of gearshift sequences.

Selector slide
N215

N218

N216

N233 G676

N217

N371
Slide block
G195

N443

N88

Parking lock latch with spring Gearbox selector lever

Linkage S507_030

G195 Gearbox output speed sender N217 Pressure regulating valve 3 (EDS-C)
G676 Gear sensor N218 Pressure regulating valve 4 (EDS-D)
N88 Solenoid valve 1 (MV-Pos) N233 Pressure regulating valve 5 (EDS-E)
N215 Pressure regulating valve 1 (EDS-A) N371 Pressure regulating valve 6 (EDS torque
N216 Pressure regulating valve 2 (EDS-B) converter lock-up clutch)
N443 Pressure regulating valve 7 (EDS system
pressure)

Particular care must be taken to ensure that the electronics are protected against electrostatic
discharge. Please comply with the specifications and instructions in SSP 284 (page 6) and in the
Workshop Manual.
When installing the mechatronic unit, make sure that the gearbox selector lever engages in the
groove of the slide block and the selector slide (see Fig. S507_030).

22
 Compressed air connection Suction connection to ATF pump
from the ATF pump
Gearbox input speed sender G182

Control unit for automatic gearbox J217

Electrical connector to
the vehicle

Sender for
ATF temperature G93

Gear sensor G676

S507_031

E-module Gearbox output speed sender G195

Renewing the mechatronic unit

When renewing the mechatronic unit, make sure that the control unit and electronic components are not damaged
by electrostatic discharge. Following an update of the gearbox software or after the mechatronic unit is renewed,
check and carry out the following points:

- Code the control unit

- Adaptation of the selector lever position display
- Adaptation of the selector element

Parking lock

The parking lock is operated via the selector lever

cable. If the selector lever is pushed into position P,
the gearbox selector lever pushes the linkage on the
end of which the conical slide with the spring is Gearbox selector lever
located. The cone pushes the parking lock latch onto
the parking lock gear.

Parking lock latch

S507_025 Conical slide with spring

23
 Gearbox management

The sensors
Gear sensor G676

The sensor is a component of the electronic module and is operated by the gearbox selector lever together with the
selector slide. A solenoid in the slide block of the sensor switches 4 Hall sensors (A, B, C and D) according to the
selector lever position. The signals of the Hall sensors are evaluated and thus provide the gearbox control unit with
information about the selector lever positions P, R, N and D. The gearbox control unit is notified of the change from
D to S or from S to D by the selector lever sensor unit J587.

Gearbox input speed sender G182 and gearbox

output speed sender G195 Cylinder

The gearbox input speed sender G182 has a sender

wheel with a magnetic ring. The sender wheel is
connected to the planet carrier 2. G182 records the
speed of the planet carrier of the 2nd planetary
gearbox (PT2). Planet carrier 2 is positively connected
with the turbine shaft (turbine input speed = gearbox
input speed).

The cylinder connects planet carrier 1 to annulus 4

via the magnetic ring sender wheel. The cylinder is
made from a high-strength aluminium alloy. This
means the material is non-magnetic, and the
magnetic fields of the magnetic ring act through the
cylinder on sensor G182.
Sender for gearbox
output speed G195
Speed senders G182 and G195 are referred to as
Sender for gearbox
intelligent sensors. They detect the direction of input speed G182
rotation and adjust themselves to a change in the
S507_060
magnetic field strength, thereby adapting the
tolerances of the air gap between the sensor and
sender wheel.

Sender for ATF temperature G93

The ATF temperature sender is located on the electronic module. In conjunction with the temperature measured
inside the control unit, measures are taken if necessary to protect both the gearbox mechanism and the gearbox
electronics.

24
The actuators
Pressure regulating valves - solenoid valves

Pressure regulating valves 1, 2, 6 (orange)

1 N215 Pressure regulating valve 1 - brake A
2 N216 Pressure regulating valve 2 - brake B
6 N371 Pressure regulating valve 6 - torque converter lock-up
clutch
Pressure regulating valves 1, 2 and 6 have an increasing
characteristic. The more strongly they are energised, the
higher the hydraulic control pressure.
S507_061

Pressure regulating valves 3, 4, 5, 7 (white)

3 N217 Pressure regulating valve 3 - clutch C
4 N218 Pressure regulating valve 4 - clutch D
5 N233 Pressure regulating valve 5 - clutch E
7 N443 Pressure regulating valve 7 - system pressure
Pressure regulating valves 3, 4, 5 and 7 have a decreasing
characteristic. The more strongly they are energised, the
lower the hydraulic control pressure.
S507_062

Solenoid valve 1 - N88 (black/brown)

N88 is an electrically switched solenoid valve. It is referred
to as a 3/2-way valve, which means it has 3 connections
and 2 switch settings (open/closed or on/off).
The N88 is controlled by the gearbox control unit and has a
safety function.

If, during forwards travel, the selector lever and with it the
S507_063 selector slide in the mechatronic unit is moved to the reverse
gear position then N88 is activated accordingly by the
gearbox control unit. This means the hydraulic valves in the
mechatronic unit are switched so as to prevent reverse gear
being engaged in the gearbox.

25
 Gearbox function

The hydraulic interfaces

Clutch C Brake B1

Clutch E Brake A

Torque converter lock-up clutch Clutch D

CLOSED

from the torque converter

Brake B2

to the torque converter

Intake to ATF pump to the radiator

from the radiator
Oil supply from the ATF pump Cooling brake B

S507_064

Oil supply from the ATF pump Cooling brake B

from the radiator
Intake to ATF pump to the radiator

to the torque converter

Brake B2

from the torque converter

S507_065
Torque converter lock-up clutch Clutch D
CLOSED
Clutch E Brake A

Clutch C Brake B1

26
The start/stop system
The start/stop system presents a particular challenge for the automatic gearbox. During start/stop mode, it is
necessary for the vehicle to be ready to start and move off extremely quickly. The engine and automatic gearbox
must be ready to move off after about 350 ms in order to avoid any noticeable delay in moving off. The
requirement cannot be met by an automatic gearbox unless it is configured accordingly or measures are taken on
the oil supply. This problem is solved by what is referred to as the "hydraulic pulse accumulator" (HPA).

Installation location/connections

HPA

S507_051

The installation position of the HPA (hydraulic pulse accumulator) is below the oil level. This means the HPA accumulator cannot
run dry, and it always remains filled in the charged condition.

Necessity in start/stop operation:

When the engine is stopped, the oil supply in the gearbox is non-existent. The selector elements of the
corresponding gear disengage and the powerflow is interrupted. When the engine is started, the powerflow in the
gearbox must be restored, and with it the moving-off readiness. For the 8-speed automatic gearbox, this means
that three selector elements have got to be closed (see gearshift matrix). The oil volume pumped by the ATF pump
whilst the engine is starting up is not sufficient to pressurise the selector elements within the required time, in order
to establish an adequate powerflow. In principle, the ATF pump could be designed to meet this requirement.
However, a pump of this kind would result in completely unacceptable losses even at low engine speeds.

27
 Gearbox function

The hydraulic pulse accumulator (HPA)

Cable set to
mechatronic unit
Solenoid for pressure accumulator
N485

Hydraulic
connection
S507_052

The hydraulic pulse accumulator has a useful volume of about 100 cm3.

The HPA is a special oil volume accumulator with an electromechanical locking unit. It is used for providing
pressure to the selector elements for force transmission within a fraction of a second. The HPA achieves the
required moving-off readiness after only about 350 ms.

Comparison between moving-off readiness with and without hydraulic pulse accumulator (HPA).

Moving-off readiness with HPA

rpm bar Moving-off readiness without HPA

600 6

0 350 800 ms S507_050

Engine start rpm

Pressure HPA
System pressure with HPA
System pressure without HPA

28
Structure and function

The HPA consists of the piston spring accumulator, an electromechanical locking unit
(solenoid for pressure accumulator N485) and a throttle non-return valve. The piston spring accumulator consists
of a piston, cylinder and steel spring. Solenoid N485 has the task of holding the piston in a pre-stressed condition
(N485 energised). The piston spring accumulator is "charged" when the engine is running. When the engine starts,
solenoid N485 is de-energised and the stored oil volume is forced (discharged) into the hydraulic control unit by
spring force. This means oil pressure is applied to the selector elements already when the ATF pump is just starting
to pump. As a result, the HPA supports the ATF pump and ensures a lightning-fast pressure buildup. The pressure
build-up by the HPA and by the ATF pump overlap at the time when the pump is delivering sufficient pressure. The
charging procedure of the piston accumulator starts from this point onwards. The supply to the piston spring
accumulator is restricted so that the further pressure build-up is not disrupted by the charging procedure. This task
is performed by the throttle non-return valve. The charging time of about 5 seconds (at 20 °C) is nevertheless very
short and does not impair the start/stop operation.

Solenoid for pressure accumulator N485 Hydraulic connection

Ball detent mechanism Piston

Steel spring Cylinders

Connector Piston spring accumulator Throttle non-return valve

S507_053
Hydraulic pulse accumulator in drained condition.

29
 Gearbox function

Start/stop operation

System pressure

N485 energised

The piston is forced against the spring force.

S507_054

Start of charging

When the engine is running, the piston spring accumulator is filled (charged) via the throttle bore.
The charging time is about 5 seconds.

Air gap

N485 energised
S507_055
The piston moves beyond the ball detent mechanism.

During charging, the piston is pushed all the way to the left. When this happens, the armature of the holding
solenoid is pushed into its end position required for locking, and the air gap is closed1). The balls are pushed out
for locking and the solenoid N485 cannot hold the armature so that the piston remains locked. The HPA is now
ready for an engine stop.

Armature

N485 energised
S507_056

HPA fully charged, piston is at the stop.

30
 N485 energised

HPA fully charged, piston locked. S507_057

HPA is charged (engine stopped)

When the engine stops, the system pressure and the pressure in the HPA both drop. The oil volume in the HPA is
depressurised. The piston is now held by the ball detent mechanism

N485 de-energised

Piston unlocked, HPA drains.

S507_058

HPA is discharged (engine start phase)

When the engine starts, the piston is unlocked by the holding current being switched off. The piston presses the
volume of oil into the hydraulic control unit to the selector elements. The throttle non-return valve opens and allows
oil to flow through a large cross section.

1)

The magnetic field generated by solenoid N485 is unable to pull the armature towards it against the spring force.
The magnetic force is only able to hold the magnet independently when the piston pushes the armature all the way
to the left as far as the stop (see Fig. 507_056).

31
 Service

The special tool

Special tool for installing the mechatronic unit

The guide pin T40199 means the mechatronic unit

can be kept straight when being inserted. This
prevents damage to the oil ducts on the rear of the
mechatronic unit.

S507_090

Oil level check

This is performed in accordance with the workshop manual using the "Oil level check" function in the Guided
Functions / Guided Fault Finding.

32
The gearbox adaptation
In order to maintain the gearshift quality at a high level over the entire service life of the gearbox, various control
parameters are adapted continuously and the measured adaption values are stored. These adaptations and/or
this learning process are referred to as adaption.

Adapting the 5 selector elements (brakes A, B and clutches C, D, E) during a service may be necessary in the
following cases, for example:

- After the mechatronic unit has been changed

- Gearbox change
- Gear oil change
- Deletion of the adaption values by a software update
- Complaints due to harsh/raw gearshift behaviour

The adaption is performed using the vehicle diagnostic tester as part of an adaption drive. The process is specified
exactly in the Guided Fault Finding or Guided Functions, and is self-explanatory.

Irrespective of the individual adaptation values and general adaptation conditions of the 0CM gearbox, you will
find detailed information about the principles of gearbox adaptation in SSP 385.

Please always comply with the relevant valid workshop manual!

33
 Notes

34
35
 507

© VOLKSWAGEN AG, Wolfsburg

All rights reserved. Subject to technical modifications.
000.2812.64.20 Technical status 01/2012

Volkswagen AG
Volkswagen Nutzfahrzeuge Vertrieb After Sales
After Sales Technik NV-K/3
Brieffach 2940
D-30405 Hannover

❀ This paper was manufactured using pulp bleached without the use of chlorine.