01v auto trans ssp

The 01V Automatic Transmission

Self-Study Program

Course Number 851903

Design and Function

Volkswagen of America, Inc.Service TrainingPrinted in U.S.A.Printed in 6/2000Course Number 851903

All rights reserved. All information containedin this manual is based on the latest productinformation available at the time of printing.The rights are reserved to make changes atany time without notice. No part of this pub-lication may be reproduced, stored in a re-trieval system, or transmitted in any form orby any means, electronic, mechanical or pho-tocopying, recording or otherwise, without theprior permission of the publisher. This in-cludes text, figures and tables.

Always check Technical Bulletins and theVolkswagen Worldwide Repair Information Sys-tem for any information that may supersedeany information included in this booklet.

TABLE OF CONTENTS

Table of Contents:

OBJECTIVES ................................................................................................................................II

INTRODUCTION .........................................................................................................................1

BASIC OPERATION .....................................................................................................................3

01V POWERFLOW ......................................................................................................................13

TORSEN® OPERATION ............................................................................................................24

ELECTRONIC OPERATION ......................................................................................................29

SUMMARY .................................................................................................................................57

TELETEST ...................................................................................................................................58

i

New! Important/Note!

OBJECTIVES

Objectives:

In this program, you will learn:

• How to identify an 01V automatic transmission

• How a basic transmission operates

• How to follow the power flow through an 01V automatic transmission

• How the Torsen® center differential operates

• How the electronic components operate

• How the dynamic shift program operates

• How the emergency running modes operate

ii

INTRODUCTION TO THE 01V AUTOMATIC TRANSMISSION

1

01V Automatic Transmission

The 01V automatic transmission is manufacturedby ZF AG. This transmission offers a high level ofdriving comfort and handling capability.

01V Application

The 01V is used in the following models:

• Front-wheel drive Passat• 4Motion Passat

The 01V automatic transmission was introduced in1998 in the Passat.

01V Automatic Transmission - 5HP19

INTRODUCTION TO THE 01V AUTOMATIC TRANSMISSION

2

01V Automatic Transmission

The 01V automatic transmission is genericallyknown as the 5HP19.

The transmission tag on the 01V can be found:

• At the bottom front of the transmission. It isunder the left side transmission mount andcan be seen using a flashlight.

• On the side of the transmission (not acces-sible when the transmission is in the vehicle).

The components of the transmission tag are:

1. Transmission Serial Number2. Transmission Part List Number3. Transmission Identification Number4. Transmission Code Letter

The capacities of the 01V automatic transmissionare:

• Initial filling - 9.0 L (9.5 quarts)• Changing - About 2.6 L (2.7 quarts)• Lubricant - ATF (FWD)

1.0 ltr G 052 162 A2• Front and Center

Differential Fluid - 0.5 ltr G 052 145 A2.

Front-Wheel DriveTransmission Tag Locations

All-Wheel DriveTransmission Tag Locations

• Additives cannot be added tothe Automatic TransmissionFluid (ATF).

• Part numbers are listed for refer-ence only. Always check withyour parts department for thelatest information.

• Always check VESIS for thecorrect automatic transmissionfluid checking procedure.

BASIC AUTOMATIC TRANSMISSION OPERATION

3

Basic Automatic Transmission Operation

Objectives:

• Explain torque converter operation

• Explain torque converter clutch operation

• Explain the function of planetary gearsets

• Explain the difference between clutches andbrakes

• Explain the function of the oil pump

• Explain the function of the computer controls

• Explain the function of the sensors and theactuators

• Explain emergency running modes


4

Hydraulic Torque Converter

Torque Conversion

The basic torque converter consists of the:

• Impeller or Pump• Turbine• Stator

The impeller mounts to the converter housing,which bolts to the flywheel. The turbine is splinedto the transmission input shaft.

When the engine is running, the impeller slingsthe oil in the converter into the fins on the turbine.That motion of the oil being thrown against theturbine is what provides the torque to the trans-mission input shaft and drives the vehicle.

Since there is no direct mechanical connectionbetween the engine and transmission, you cancome to a full stop without shifting into neutral orreleasing a clutch. The natural slip between theimpeller and the turbine allows the engine tokeep running when the vehicle is at a full stop,even while in gear.

However, once the oil leaves the turbine, it ismoving in the opposite direction of the impeller,and will slow the impeller speed.

The stator corrects this condition. The stator ismounted between the turbine and the impeller.The stator redirects the oil so it is moving in thesame direction as the impeller. By changing thedirection of the oil as it leaves the turbine, thestator actually increases the overall torque in thesystem. This process is called torque multiplica-tion.

When the engine is applying power to the torqueconverter assembly, the stator is locked against itsone-way clutch. The stator will unlock and beginto rotate slowly when the impeller and turbinehave reached similar speeds.

The torque converter has the ability to multiply thetorque of the engine up to 2 1/2 times.

Stator

Turbine Impeller


5

Hydraulic Torque Converter Clutch

In the past, manual transmissions were muchbetter in fuel economy compared to automatictransmissions. This is because a torque convertercan only pass about 85 percent of engine powerthrough to the transmission at cruising speeds.

However, engineers came up with a way to makeautomatic transmissions have better fueleconomy. They locked the torque converterhousing to the engine by way of friction material.

The Torque Converter Clutch (TCC) locks thetransmission input shaft directly to the housing ofthe torque converter, eliminating the fluid couplingand driving the transmission directly from thecrankshaft. This eliminates all slip from the torqueconverter. Also, since the torque converter pro-duces most of the heat in the transmission, theapplication of the TCC eliminates all heat pro-duction in the converter.

The Volkswagen torque converter clutch in the 01Vhas three phases of operation: open, control, andlock. These phases can be viewed through theVAG 1551/1552 or the VAS 5051 under the ReadMeasuring Value Block function.

The TCC is inactive during the open phase. Thisis normally in the lower gears under high load.

The TCC is applying, but not fully, during thecontrol phase. This usually happens in the lowergears and under heavy throttle.

The TCC is fully applied during the closed phase.This condition occurs in the higher gears and atlight throttle. This may also happen in the lowergears in mountainous regions to increase theengine braking effect on the vehicle.

TCC Inactive

TCC Active


6

Planetary Gearsets

The power transferred through the torque con-verter is passed on to the planetary gearsets.

Planetary gearsets consist of a central, or sungear, with planet gears that run on the sun gearand ring gear. These planet gears are attachedto the planet carrier.

A Simpson gearset is composed of:

• One Sun Gear• One Planet Carrier with three Planetary Gears• One Ring Gear

A Ravigneaux gearset is composed of:

• One Small and One Large Sun Gear• One Planet Carrier with three Small and three

Large Planetary Gears• One Ring Gear

The 01V transmission uses both a Ravigneauxgearset and a Simpson gearset. The function ofthe planetary gearsets is to create different gearratios. These ratios are created by holding anddriving different parts of the planetary gearset.

Large PlanetaryGear

Ring GearSun Gear

Small PlanetaryGear

Ravigneaux Gearset

Ring Gear

Planetary GearSun Gear

Simpson Gearset

Large Sun Gear


7

Clutches and Brakes

After the power is transferred from the torqueconverter, the clutches determine what parts ofthe planetary gears spin and which are held inplace.

Clutches are a series of friction plates and steelplates alternately splined between two compo-nents. When a clutch piston squeezes theseplates together, the two components will locktogether.

The type of clutches Volkswagen uses are multi-plate wet clutches. This assembly usually consistsof four or five clutch discs.

Clutches can either turn or hold a geartraincomponent. If the clutch pack sits inside a clutchdrum, it turns a component.

If the clutch pack splines to the transmission case,it is a holding clutch because it holds a compo-nent to the case. Volkswagen refers to holdingclutches as brakes.

Some manufacturers use a type of brake called aband. A band wraps around the outside of aclutch drum or geartrain component to hold it inplace. Current Volkswagen transmissions do notuse bands.

Multi-plate Wet Clutch Assembly


8

Freewheeling Clutches

Another type of clutch is the freewheeling clutch.These are known as one-way clutches becausethey turn freely in one direction, but lock up tightin the other. Freewheeling clutches consist ofeither spring-loaded rollers mounted in wedge-shaped slots or sprags. Sprags are small, S-shaped pieces held between two smooth raceswith light spring tension.

When the races are turned in one direction, therollers or sprags allow the races to slide withoutinterference.

When the races are turned in the oppositedirection, the rollers or sprags will wedge them-selves between the races, preventing the racesfrom moving.

Locked

Freewheeling


9

Oil Pump

The oil pump is a crescent-type pump and islocated in the area between the torque converterand the transmission housing.

The pump is driven directly from the engine bythe torque converter body, and supplies thetransmission and selector unit with oil.

The pump draws in the oil through a filter andpumps pressurized oil through the flow controlvalve. From there, it is passed to the mainpressure valve in the valve body.

At higher speeds, any excess pressurized oil isreturned to the pump’s intake.

Oil Pump


10

Computer Controls

The Transmission Control Module (TCM) receivessignals from many sensors and uses these signalsto control when the transmission shifts and howthe shifts feel.

Some of the internal transmission sensors are thetransmission temperature sensor, the transmissioninput speed sensor and the transmission vehiclespeed sensor.

ABS/ASR Control Module

Motor Intervention Signal

ECM

TCM

The main external sensor that the TCM receivesinformation from is the Electronic Control Module(ECM). The ECM supplies signals such as throttleposition, engine speed and engine load. How-ever, the TCM also supplies the ECM with signals.

For example, the TCM can tell the ECM when it isplanning to shift. The ECM will reduce enginepower slightly as the transmission is shifting. As aresult, the driver feels a smooth and seamlessshift, because the ECM and TCM are workingtogether.


11

Sensors and Actuators

Sensors

Sensors are components that tell the TransmissionControl Module (TCM) what is happening. Thesecomponents relay the transmission fluid tempera-ture, the transmission input speed, the transmis-sion output speed and many other signals.

This information is then relayed to the TCM. TheTCM interprets this information and uses it tocontrol the actuators.

Actuators

The actuators do the work. These are the com-ponents that move when commanded. Thesecomponents are valve body solenoids, pressurecontrol valves, shift lock solenoids and many othercomponents.

The actuators close the loop that the sensorsstart. As a result, the central computer knowswhat is happening inside the transmission andhow to keep everything operating smoothly.

Transmission Fluid Temperature Sensor Shift Lock Solenoid (Actuator)


12

Summary

This section has shown the basics of transmissionoperation.

Power is transferred from the engine to the trans-mission through a torque converter. This torqueconverter is filled with fluid, so there is no directcontact between the engine and the transmission.

The torque converter clutch creates direct contactbetween the engine and the transmission to helpachieve better fuel economy and to cool thetransmission fluid.

When the power is transferred into the transmis-sion, it goes into the planetary gearset, whichcreates different gear ratios.

The clutches and brakes drive and hold thecomponents of the planetary gearset. Clutchesare connected to either the input or the outputshaft, while brakes are held to the transmissioncase. One-way clutches turn freely in one direc-tion, but lock up when turned in the other direc-tion.

The oil pump supplies oil pressure to the entiretransmission. It is a crescent-shaped pumpconnected to the torque converter body.

The ECM and TCM communicate with each otherto interpret sensor data and control the actuators.This communication affects how and when thetransmission shifts.

As a result of these components working together,the transmission transfers power to the wheelssmoothly.

Emergency Running Modes

The 01V has functions called emergency runningmodes. There are two possible emergencyrunning modes: the default function mode andthe emergency running mode.

These modes alter the way the transmissionoperates when a failure has occurred. Thesemodes are designed to try and eliminate heatproduction in the transmission, and to allow thevehicle to be driven to safety.

01V POWERFLOW

13

01V Automatic Transmission Powerflow

Objectives:

• Explain the components and operation of theRavigneaux and Simpson gearsets

• Explain which clutches and brakes control thedifferent parts of the planetary gearsets

• Explain which clutches and brakes are activein each gear

• Explain the 01V clutch application chart

01V POWERFLOW

14

01V Planetary Gearsets

The power transferred through the torque con-verter is passed on to the planetary gearsets.

The 01V transmission has a Simpson planetarygearset and a Ravigneaux planetary gearset.

Planetary gearsets consist of a central, or sungear, with planet gears that run on the sun gearand ring gear. These planet gears are attachedto the planet carrier.

The Ravigneaux gearset is located forward of theSimpson gearset.

The Simpson gearset is composed of:

• One Sun Gear• One Planet Carrier with three Planetary Gears• One Ring Gear

The Ravigneaux gearset is composed of:

• One Small and one Large Sun Gear• One Planet Carrier with three Small and three

Large Planetary Gears• One Ring Gear

The ring gears on each of the gearsets areconnected to each other and move together.

Ravigneaux Gearset Simpson Gearset

Planetary GearSun Gear

Simpson Gearset

Ring GearLarge PlanetaryGear

Ring GearSun Gear

Small PlanetaryGear

Ravigneaux Gearset

Large Sun Gear

01V POWERFLOW

15

Powerflow Overview

Ravigneaux planetary gearset:

• Clutch A drives the large sun gear• Brake C stops the small sun gear• Clutch B drives the small sun gear• Brake D stops the planet carrier• Clutch E drives the planet carrier

Simpson planetary gearset:

• Brake G stops the sun gear• Clutch F drives the sun gear

The output shaft is driven by the planet carrier ofthe Simpson gearset.

180-

180-

Clutch A

Brake D Brake G

Brake C Clutch EClutch B

RingGears

Planetary Gears

Small SunGear

Clutch FInput Shaft Large SunGear

OutputShaft

SunGear

01V POWERFLOW

16

First Gear

Clutch A

• Drives the large sun gear.• The freewheel clutch is holding the planet

carrier, allowing power to transfer from thesmall planet gear to the large planet gear.The large planet gear transfers this power tothe ring gear.

• The ring gear causes the subsequent(Simpson) ring gear to rotate.

Brake G

• Stops the Simpson sun gear.• The ring gear drives the Simpson gearset.• The planetary gears rotate around the sun

gear.• The Simpson planetary housing drives the

driveshaft.

EngagedDisengagedFL1 = Freewheeling Clutch

Large Sun GearSmall Sun Gear

Ring Gear

Small Planet Gear

Large Planet Gear

Black Arrows = Power TransferWhite Arrows = No Power Transfer (freewheeling)

01V POWERFLOW

17

Second Gear

Clutch A

• Drives the large sun gear.• The large sun gear drives the small planetary

gears.• The small sun gear freewheels in the opposite

direction of rotation because the freewheelclutch is holding the planet carrier.

Brake C

• Stops the small sun gear.• The large planet gears, driven by the small

planetary gears, will travel around the smallsun gear in the direction of engine rotation.

• The freewheel clutch is overrun.• The large planet gears drive the ring gear.• The Ravigneaux ring gear drives the Simpson

ring gear.

Brake G

• Stops the Simpson sun gear.• The ring gear drives the Simpson gearset.• The planetary gears rotate on the sun gear.• The Simpson planetary housing drives the

driveshaft.



Ring Gear

Small Planet Gear

Large Planet Gear


01V POWERFLOW

18

Third Gear

Clutch A

• Drives the large sun gear.• The large sun gear drives the small planetary

gears.• The small sun gear freewheels in the opposite

direction of rotation because the freewheelclutch is holding the planet carrier.

Brake C

• Stops the small sun gear.• The large planet gears, driven by the small

planetary gears, will travel around the smallsun gear in the direction of engine rotation.

• The freewheel clutch is overrun.• The large planet gears drive the ring gear.• The Ravigneaux ring gear drives the Simpson

ring gear.

Clutch F

• Locks the Simpson ring gear, driven by theRavigneaux gear set, to the Simpson sun gear.The Simpson gear ratio is 1:1.

• The Simpson planet carrier drives the outputshaft.



Ring Gear

Small Planet Gear

Large Planet Gear


01V POWERFLOW

19

Fourth Gear

Clutch A

• Drives the large sun gear.

Clutch E

• Drives the planet carrier.• The planet carrier causes the Ravigneaux

assembly to turn 1:1.• The Ravigneaux ring gear causes the

Simpson ring gear to rotate.

Clutch F



• Transfer from input shaft to output shaft is 1:1.



Ring Gear

Small Planet Gear

Large Planet Gear


01V POWERFLOW

20

Fifth Gear

Clutch E

• Drives the planet carrier.

Brake C

• Locks the small sun gear.• Planetary gears roll on the smaller sun gear

and drive the ring gear (overdrive).• The Ravigneaux ring gear drives the Simpson

ring gear.

Clutch F





Ring Gear

Small Planet Gear

Large Planet Gear


01V POWERFLOW

21

Reverse

Clutch B

• Drives the small sun gear.

Brake D

• Stops the planet carrier.• The small sun gear drives the large planetary

gears in opposite direction of the small sungear.

• The large planetary gears drive the ring gearin the same direction as the small sun gear(reverse).

• The ring gear drives the subsequent ring gear.

Brake G

• Stops the Simpson sun gear.• The ring gear drives the Simpson gearset.• The planetary gears rotate on the sun gear.• The Simpson planetary housing drives the

driveshaft.

A gear reduction is present in both planetaryassemblies.



Ring Gear

Small Planet Gear

Large Planet Gear


01V POWERFLOW

22

Clutch Logic Chart

The clutch logic chart shows what is applied ineach gear, similar to the information in the previ-ous pages.

This chart can be very helpful during the diagno-sis of a transmission.

X = Component active- = Component inactive(X) = Component active depending on vehicle status (overlapping)

For example, if a vehicle comes in that will notshift from first gear to second gear, you can lookat the chart and see what is applied.

The only difference between first and secondgears is the application of brake C. The symp-tom would indicate that brake C is not applying.

It is then a matter of determining if the problem isa control problem, due to the wiring or thecomputer, or whether it is an internal problem,such as a defective valve body, solenoid orclutch.

01V / 5 HP 19CLUTCH LOGIC

POSITIONCLUTCH BRAKE FREEWHEEL

A B E F C D G 1st Gear

R = REVERSE X X X

N = NEUTRAL X - X -

D, 1ST GEAR X X X

D, 2nd GEAR X X X

D, 3rd GEAR X* X X

D, 4th GEAR X X X

D, 5th GEAR X X X

2, 2-1 DOWNSHIFT X X X X

D, 5-4 DOWNSHIFT (X) X X (X)

Torque ConverterClutch

01V POWERFLOW

23

Summary

This section has shown you the overall powerflowthrough the 01V automatic transmission.

The planetary gearsets, a Ravigneaux and aSimpson, transfer the power through to thedriveshaft.

The clutches and brakes control which parts ofthese planetary gearsets spin and which ones areheld. The specific clutch and brake combinationsin each gear are given.

Finally, the clutch logic chart is provided as aquick reference to help diagnose the transmission.

TORSEN® DIFFERENTIAL

24

The Torsen® Differential

Objectives:

• Explain the application of the Torsen® centerdifferential

• Explain the function of the Torsen® centerdifferential

• Introduce the components of the Torsen®center differential

• Explain the operation of the Torsen® centerdifferential


25

The Torsen® differential is used in the 01V auto-matic transmission with all-wheel drive capability.It is located between the front and rear axleshafts, inside the transmission.

The Torsen® differential improves the traction andstability of the vehicle by distributing power be-tween the front and rear driveshafts. Whenevertraction is compromised, the Torsen® differentialtransfers power from the driveshaft that is spinningto the driveshaft that is not spinning.

There is no electronic control to lock or unlockthe Torsen® differential. All the torque transfer isdone through worm gears using a friction design.

This differential requires no maintenance.

Torsen® Differential

Transmission OutputShaft

To Rear Axle

To Front Axle


26

The Torsen® differential is composed of thefollowing components:

• Differential Housing• Helical Planet Gears (with Spur Gears)• Helical Front Axle Side Gear• Helical Rear Axle Side Gear• Front Driveshaft• Rear Driveshaft

Inside the Torsen® housing, there are pairs ofhelical planet gears. The planet gears are held intight-fitting pockets inside the housing, and aresplined together through spur gears at their ends.These spur gears do not allow the planet gears torotate in the same direction.

The teeth on each of the planet gears mesh withthe teeth of one side gear.

When the vehicle is moving in a straight line withno slip, the transmission drives the Torsen® unit.The Torsen® unit in turn drives the planet gears,which drive the side gears.

Differential Housing

Hollow Shaft

Differential Pinion

To Front Final Drive

Front Axle Side Gear

Planet Gears

Rear Axle Side Gear

Driveshaft Flange

To Rear Final Drive

Interlocking Teeth


27

When an axle loses traction, the planet gears,through the spur gears, are responsible for thepower transfer.

The interlocked planet gears will apply even forceto each side gear. Only the planet gear meshedto the side gear that has traction can apply thisforce. The other planet gear is simply followingalong.

The maximum amount of power that can be sentto the axle with better traction is determined bythe Torque Bias Ratio (TBR). TBR is determined bythe angle and shape of the teeth on the side andplanet gears. The TBR of the Torsen® differentialis about 2:1. This means that about two-thirds ofthe torque, or about 67 percent, can be sent tothe axle with better traction. The remaining thirdis sent to the other axle.

Planet Gear

Side Gear


28

Summary

The Torsen® differential is used in all-wheel driveapplications. It is made up of worm gears, ringgears, interlocking teeth and a carrier housing.These parts all work together to apply power tothe axle that has the most traction.

Electronic Operation

Objectives:

• Explain the operation of the TransmissionInput Speed Sensor G182

• Explain the operation of the TransmissionVehicle Speed Sensor G38

• Explain the function of the Kick-downSwitch F8

• Explain the Motronic Kick-down Strategy

• Explain the function of the Brake LightSwitch F

• Explain the function of the Transmission OilTemperature Sensor G93

• Explain the function of the MultifunctionSwitch F125

• Explain ECM to TCM communication

• Explain TCM to ECM communication

• Explain the operation of the 01V SolenoidValves

• Explain the operation of the 01V PressureControl Valves

• Introduce the 01V Solenoid Apply Chart

• Explain the function of the Shift LockSolenoid N110

• Explain the function of the Selector LeverPosition Indicator

• Explain the function of the Cruise ControlSwitch

• Explain the function of the AutomaticTransmission Relay J60

• Explain the function of the Ignition Lock J207

ELECTRONIC OPERATION

29

30


ABS/ASR

AUTO

ECON

CLIMAtronic

Sensors

ECM

Transmission Input Sensor G182

Transmission Vehicle Speed SensorG38

Kick-down Switch F8

Brake Light Switch F

Transmission Oil TemperatureSensor G93

Multifunction TransmissionRange (TR) Switch F125

ABS/ASR Electronic ControlModule

Climate Control Head

31


Actuators

Solenoid Valves

ECM J220

Shift Lock Solenoid N110

Selector Lever PositionIndicator

Cruise Control Switch

Automatic TransmissionRelay J60

Left and Right Back-upLights M16/M17

Transmission ControlModule J217

Data Link Connector

32


Sensors

Transmission Input Speed Sensor G182

The Transmission Input Speed Sensor G182 isused to measure shift duration. The measuredspeed change during a shift must meet themapped speed in the TCM. This mappedspeed is dependent on the load of the engineand the speed of the vehicle. The TCM willadjust the shift time accordingly to try and meetthe mapped value.

A new Hall sensor replaces an inductive sensorfor G182 in the 01V transmission. The Hallsensor can measure input speed better than aninductive sensor and allows more shift control.

Inside the transmission, a magnetic ring isattached to the housing of Clutch A, which spinsat the speed of the Ravigneaux planetary carrier(turbine speed). In order for the Hall sensor tosense the magnetism of clutch A, clutch B ismade of aluminum (clutch A is inside of clutch B).

G182 TransmissionInput Speed Sensor(Hall type)

Clutch A Housing

Clutch B Housing

Magnetic Ring

33


2 V/Div. 10 ms/Div.

0

T

2 V/Div. 10 ms/Div.

0

T

Sensors

G182 Hall Sensor Signal Characteristics

The advantages of a more accurate input speedare:

• Control and adaptations between first gearand reverse. This reduces the engagementjolt when a drive gear is selected from parkor neutral, and when a rolling downshift intofirst is performed.

• Improvement in shift quality in all gearsthrough precise control and adaptation ofgearshifts.

• Improvement in self-diagnostic qualitythrough early detection of a slipping clutchor brake.

Poor Signal

Good Signal

Effect of Signal Failure

The transmission will operate in EmergencyMode.

Self-Diagnosis Failure Message

Sensor for the Transmission Input RPM G182No Signal/Implausible Signal

Signal Application

The signal of the transmission input RPM isrequired for the shift transitions between thegears to be smoothly regulated.

34


Sensors

Transmission Vehicle Speed Sensor G38

The Transmission Vehicle Speed Sensor G38 isan inductive sensor that records transmissionoutput RPM.

The ECM calculates the vehicle speed from thetransmission output RPM.

Shielding for the signal wires prevents outsideelectric interference.

The sensor on the 01V front-wheel drive and all-wheel drive uses a trigger wheel on the outputshaft for a signal.

Output RPM Sensor G38


If the signal fails, the vehicle will operate inEmergency Mode.


Transmission Speed Sensor G38No Signal/Implausible Signal

Signal Application

The signal of the transmission output RPM isrequired for the shift transitions between thegears to be smoothly regulated.

35


Sensors

Kick-down Switch F8

The Kick-down Switch F8 is activated when theaccelerator is completely depressed (to thefloor).

All Passats since 1998 that do NOT haveMotronic Engine Management 7 (ME7) or newerengine control have a kick-down switch that isintegrated into the accelerator cable. Theswitch is located in the engine compartment infront of the spray guard to the passenger com-partment.


Tiptronic transmissions will not downshiftwithout a kick-down signal. They will also notrecognize a kick-down signal if the throttle isnot applied 95 percent or more.


Kick-down Switch F8Short to Ground/Electrical Malfunction inCircuit

Signal Application

When the driver depresses the acceleratorto the floor, the transmission downshifts toaccelerate. If the transmission receives thissignal in fifth gear, it will downshift to thelowest possible gear, depending on vehiclespeed.

As a rule, the automatic transmission holdsthe lower gears longer to assist in accelera-tion.

If the accelerator is held in the kick-downposition longer, the air conditioning will shutoff. This provides more power to the wheels.

On vehicles with a throttle cable,make sure the cable is adjustedcorrectly. Incorrect adjustment cancause driveability concerns. CheckVESIS for the correct adjustmentprocedure.

Vehicles with Motronic EngineManagement 7 (ME7) do not havea throttle cable. The ME7 kick-down strategy is explained on thenext page.

Throttle Cable Kick-down Switch

36


Sensors

Motronic Kick-down Strategy

All vehicles with Motronic Engine Management7 (ME7) and newer engine control do not havea throttle cable or a kick-down switch. Thesevehicles have an Accelerator Pedal Module todetermine the position of the accelerator pedal.

The Accelerator Pedal Module is made up oftwo independent potentiometers: G79 andG185. If one sensor fails, the other acts as asubstitute.

Signal Application

When the driver depresses the acceleratorto the floor, the transmission downshifts toaccelerate. If the transmission receives thissignal in fifth gear, it will downshift to thelowest possible gear, depending on vehiclespeed.

As a rule, the automatic transmission holdsthe lower gears longer to assist in accelera-tion.

If the accelerator is held in the kick-downposition longer, the air conditioning will shutoff. This provides more power to the wheels.


The engine will go into Emergency RunningMode.


Throttle Position Sensor G79Open or Short Circuit/Malfunction

Throttle Position Sensor G185Open or Short Circuit/Malfunction

Accelerator Pedal Module

Pressure Element(To convey kick-down feel)

37


When the driver pushes the throttle pedal to thispoint, the internal components of the accelera-tor position sensor will exceed the full-loadvoltage normally sent to the ECM. The ECMinterprets this excessive voltage level as a “kick-down” action and will transfer this informationto the TCM.

The kick-down switching point can only be testedusing diagnostic testers.

100 %

0

G79

G185

5,0

20 % 40 % 60 % 80 %

Sensors

Motronic Kick-down Strategy (continued)

Automatic transmission vehicles have a pressureelement in place of the accelerator pedal stop.This pressure element generates a mechanicalpressure point which gives the driver a kick-down feeling.

If the accelerator pedal module orthe engine control module ischanged, the Scan Tool adaptationfunction must be performed.

Accelerator PedalFinal Stop

Kick-down RangeAccelerator Pedal Travel

Driver Torque Range

Sign

al V

olta

ge (

V)

Full-throttle Stop(Mechanical)

38


Sensors

Transmission Oil Temperature Sensor G93

The Transmission Oil Temperature Sensor G93is a NTC thermistor that continuously monitorsthe Automatic Transmission Fluid (ATF) tempera-ture. It is located inside the wiring harness thatgoes to the solenoid valves. This sensor re-ceives a voltage signal from the TCM.

The TCM will use the signal from the transmis-sion oil temperature sensor to initiate specialshifting programs during warm-up to bring thecatalytic converter(s) up to operating tempera-ture faster.


The TCC will no longer engage.


Sensor for the Transmission Oil TemperatureG93Short to GroundShort to PositiveImplausible SignalElectrical Malfunction in Electrical Circuit

Signal Application

The transmission oil temperature is monitoredso the transmission will not overheat.

If the ATF oil temperature increases to approxi-mately 120 degrees C, the Torque ConverterClutch (TCC) will begin engaging earlier.

Transmission Oil Temperature Sensor

39


Sensors

Tiptronic Switch F189

The Tiptronic Switch F189 allows the driver tocontrol which gear the transmission stays in.

When the shift lever is in drive and moved tothe passenger side of the vehicle, it will go intothe Tiptronic gate. The driver can then eitherpush the shift lever forward to switch to the nexthigher gear, or push the shift lever back toswitch to the next lowest gear.

The TCM will not downshift into a gear that candamage the transmission or cause excessengine speed. Also, the TCM will automaticallyupshift into the next higher gear when the enginereaches maximum RPM.

The Tiptronic Switch F189 is composed of threeseparate switches. The center switch detectswhen the selector lever has entered the Tiptronicgate. The front switch detects when the selectoris moved forward in the selector gate, and therear switch detects when the selector lever ismoved back.


Tiptronic will not operate.


Short circuit to groundTiptronic switch is faulty

Signal Application

When in drive, moving the selector lever to-wards the passenger side will enable Tiptronicoperation.

When in Tiptronic mode, moving the shifterforward will cause a transmission upshift, andmoving the shifter back will cause a downshift.

Tiptronic Switch

40


Sensors

Multifunction Transmission Range SwitchF125

The Multifunction Transmission Range SwitchF125 is mounted on the outside of the transmis-sion housing and is mechanically operatedthrough the control cable of the selector lever.

The Multifunction Transmission Range SwitchF125 has the following positions:

P, Z1, R, Z1, N, Z2, D, Z3, 4, Z 4, 3, Z 4, 2

Signal Application

Transmits the position (P, Z1, N, etc.) of theselector lever to the TCM.

Control of relay J60. This prevents the enginefrom being started when the transmission is ina drive gear.

Supplies power to the cruise control modulein D – 4.

Switches the reverse lights on when the trans-mission is put in reverse.

Activates the shift-lock solenoid so the trans-mission cannot be shifted into gear without thebrake pedal being depressed.


Driving is still possible in selector lever posi-tions D and R, although shift quality is reduced.


Multifunction Switch F125Implausible Signal

Multifunction Transmission Range SwitchF125

When adjusting the MultifunctionSwitch F125, use the Scan Tool tomake sure the Multifunction Switch isnot in a “Z” position. If the switch isin a “Z” position, the vehicle may notstart or operate properly.

41


Sensors

Brake Light Switch F

The brake signal is used to modify the shiftpattern. The amount of modification dependson engine load and vehicle speed. This signalis also used to release the gear selector lock.

The Brake Light Switch F is located on the brakepedal.

The ECM informs the TCM when the Brake LightSwitch F is active.

Signal Application

The brake must be applied in order to releasethe gear selector lock.

If the brake is applied during deceleration, thetransmission will downshift earlier to:

• Provide for engine braking• Prepare for acceleration


If the signal is not being provided to thetransmission, the selector lock will not release.


Brake Light Switch FImplausible SignalElectrical Malfunction in Circuit

Brake Light Switch

42


Engine Speed Sensor G28

Sensors

ECM to TCM Signals

The ECM (J220) supplies the TCM (J217) with thefollowing three signals:

• Engine speed from the Engine Speed SensorG28

• Fuel Consumption Signal, calculated fromthe injector timing by the ECM

• Engine load from the Throttle PositionSensor G69

ECM

TCMFuel Injector

Throttle Position Sensor G69

43


Sensors

ECM to TCM Signals (continued)

Engine Speed (RPM) Sensor G28

The Engine Speed Sensor G28 sends the enginespeed signal to the ECM. The ECM also sendsthis signal to the TCM.


RPM information is missingOpen/Short to GroundShort to PositiveImplausible Signal

Fuel Consumption Signal

The fuel consumption signal is calculated fromthe injector timing by the ECM.

The TCM recognizes this signal as the instanta-neous torque of the engine. The TCM willcalculate shift points according to the signalreceived.


A replacement value is calculated from thethrottle position sensor and RPM signals, thensent to the TCM.


Fuel Consumption SignalOpen CircuitShort to GroundShort to PositiveImplausible Signal

Signal Application

The fuel consumption signal is used for calculat-ing the shift duration points.

Signal Application

The engine RPM signal is required for thecalculation of the shift pressure.

It is a prerequisite for smooth shifting.


If the ECM does not receive an engine RPMsignal, the motor will die.

If this signal is not received by the TCM, thetransmission will go into Emergency Mode.

44


Sensors

ECM to TCM Signals (continued)

Throttle Position Sensor G69

The ECM receives a load signal from theengine via the Throttle Position Sensor G69 andpasses it on to the TCM.


If a signal is not supplied from the TPS, asubstitute value is supplied by the ECM.

If the ECM does not send a signal to the TCM,the transmission defaults to a fixed shift modewithout the dynamic shift program.


Throttle Position Sensor G69Signal Too SmallSignal Too LargeUnclear/Undefined Signal

Signal Application

The Throttle Position Sensor (TPS) G69 signal isrequired for the TCM to determine engine loadwhen calculating shift points.

45


Sensors

TCM to ECM Signals

The two most important signals that the TCMgives to the ECM are:

• Anti-Lock Brake System (ABS)/Anti-slip Regulation (ASR) Control Module signal

• Motor intervention signal

ABS/ASR Control Module


ECM

TCM

46



When the transmission is ready to shift, the TCMsends a signal to the ECM. The ECM willreduce engine power slightly to make the shiftsmoother.

Sensors

TCM to ECM Signals (continued)

Anti-lock Brake System Signal

A signal from the ABS/ASR Electronic ControlModule (ECM) is transmitted to the TransmissionControl Module (TCM).

The TCM receives the signal when the ASR isactive. The TCM passes this information along tothe ECM.


No support of the automatic traction control.


No Output

Signal Application

If the TCM receives a signal from the ABS/ASRECM, the TCM supports automatic tractioncontrol in that:

• It postpones the shift duration points.• There is less shifting.

Signal Application

The transmission informs the engine when itwants to shift. The ECM adapts injectionquantity and timing to reduce engine torque.


If the signal fails, the transmission operates inEmergency Mode.


Engine/Transmission Electric ConnectionShort to GroundShort to Positive

47


Actuators

01V Solenoid Valves N88 through N90

The Solenoid Valves N88 through N90 arelocated in the valve body. The TCM controlstheir operation.

The function of the solenoid valves is to changethe electrical signal from the TCM into a hydrau-lic signal. This is done by pushing on or releas-ing valves in the valve body.

Keep in mind, even if the solenoid is workingproperly, the valve in the valve body may bestuck and causing shifting concerns.

Hydraulic pressure is what makes the transmis-sion operate.

The Solenoid Valves N88 through N90 are Yes/No-valves. They are either open or closed,similar to a light switch, which can only assumetwo possible positions: “on” or “off.”

The solenoid valves open or close the oilcanals to the clutches or the brakes when theTCM activates them.

N88

N89

N90




Solenoid Valve N88, N89 or N90Short to GroundShort to Positive

Solenoid

48


Pressure Control Valve

Actuators

Pressure Control Valves N91 through N94

The Pressure Control Valves N91 through N94push on valves in the valve body, regulating thehydraulic pressure during gear changes so theclutches and brakes engage and disengagesmoothly and softly.

The opening of the pressure control valvesdirectly depends on the value of the electriccontrol current (amperage), which is sent as asignal from the TCM.

This amperage signal sent from the TCM is aduty cycle, which pulses the pressure controlvalve on and off. This duty cycle can be con-trolled to provide any position between openand closed.

These types of pressure control valves are knownas modulation valves.

Keep in mind, even if the pressure control valveis working properly, the valve in the valve bodymay be stuck and causing shifting concerns.

Pressure Control Valve N91

The Pressure Control Valve N91 has the respon-sibility of regulating the entire amount of ATFrequired to operate the transmission.

Pressure Control Valves N92 and N93

The Pressure Control Valves N92 and N93 areresponsible for regulating the hydraulic pressurewhen gears are changing to allow for smoothoperation.

Pressure Control Valve N94

The Pressure Control Valve N94 engages anddisengages the torque converter clutch. It is amodulation valve.




Solenoid Valve N91, N92, N93 or N94Short to GroundShort to Positive

N94

N91

N92

N93

49


Solenoid and Pressure Control ValveApply Chart

The Solenoid Logic Chart provides you theinformation needed to find out which solenoidsare applied in which gears.

When the transmisson is shifting incorrectly andno trouble code has been set, there may be amechanical failure in one of these valves.

Use this chart with the pinout test to determinewhich solenoid may be causing the concern.

X = Component active- = Component inactiveX - X = Component active depending on vehicle status (overlapping)

01V / 5 HP 19SOLENOID LOGIC

POSITIONSOLENOIDS PRESSURE CONTROL VALVES

N88 N89 N90 N91 N92 N93 N94

R = REVERSE X - - X - X -

N = NEUTRAL X X - X - X -

D, 1st GEAR X X - X - X -

D, 2nd GEAR X X - X X X -

D, 3rd GEAR - X X - X X X - -

D, 4th GEAR - - X - X X - - -

D, 5th GEAR X - X - X X X - -

2, 2-1 DOWNSHIFT X - - X - X -

D, 5-4 DOWNSHIFT X - X X X - X

Torque ConverterClutch - - - - - - X

50


Actuators


The Shift Lock Solenoid N110 is located on theselector lever.

This solenoid prevents the operation of theselector lever in the park or neutral positionswhen the brake pedal is not depressed.

If the shifter is put in neutral while the vehicle ismoving, the solenoid will not lock until thevehicle stops or reaches a very low speed.


In the case of an interruption or a short circuitafter the ground of the control line, the selectorlever can no longer be moved.

If the short circuit is after positive, the selectorlever can be moved to any position withoutthe brake pedal being depressed.


Selector Lever Lock Solenoid N110Short to GroundShort to PositiveShort Circuit

Signal Application

The TCM will wait for a signal from the BrakeSwitch before disengaging the shift lock sole-noid.


51


Actuators

Selector Lever Position Indicator

The Selector Lever Position Indicator shows theposition of the console selector lever. It alsoshows the selected gear when in Tiptronicmode.

Gear selection is made by the selector lever. Atthe same time the console selector lever ismoved, the shifter cable is moved and theselector lever position is sent to the TCM by theMultifunction Transmission Range Switchmounted on the side of the transmission.

P – Mechanically moves the parking pawl toengage the teeth of the parking lock gearand prevent the vehicle from rolling.

R – A reverse gear lock prevents shifting intoreverse until the vehicle has reachedapproximately two mph.

N – No gears engaged.

D – Automatic position for normal driving.

4 – Fifth gear is blocked. The transmission willoperate from first through fourth gears.

3 – Fourth and fifth gears are blocked.

2 – Third through fifth gears are blocked.

The 01V automatic transmission has the follow-ing safety functions:

• Automatic Shift Lock III• Shift Protection (will not let the driver shift the

transmission into a gear that will over-rev theengine)

The TCM has a permanent fault memory. Ifmalfunctions occur, emergency running programsand/or Diagnostic Trouble Codes (DTCs) willactivate.

52


Actuators

Automatic Transmission Relay J60/IgnitionLock J207

The relay for the Automatic Transmission J60and the Ignition Lock J207 prevents engine startif it is in a drive gear. These components arecontrolled by the Multifunction TransmissionRange Switch.


The start-lock function is inoperable.


No Output

Automatic Transmission Relayand Ignition Lock

53


Switches


The Cruise Control Switch allows the driver toset a constant speed. Cruise control can beactivated in any forward gear, as well as inTiptronic mode.

The cruise control switch relay has been de-leted.

Signal Application

Transmits driver information to the cruisecontrol module. The cruise control modulethen sends this information to the TCM andECM.


The cruise control will not operate.


No Output


54


Dynamic Shift Program

The Dynamic Shift Program (DSP) was introducedin 1992 for the 01F and 01K transmissions. Itwas a joint development project between ZFand Bosch.

Earlier DSP systems had two driver adaptationmodes, while the current DSP has 240 possibledriver adaptation modes. Many of these 240different driver adaptation modes are grouped.

For example, modes 0-60 may all be in thesame group and cause the transmission to actthe same way. Modes 61-80 might be groupedas well, and so on.

The current mode, or DSP number, can beviewed through the VAG 1551/1552 or VAS 5051Scan Tool. The cold driving mode will appearas 241 and the Tiptronic mode will appear as243. Otherwise, the DSP number will be vari-able. The higher the number is, the harsher theshift will be.

The DSP processes the following inputs todetermine the type of driver style:

• Throttle valve position and speed at whichthe throttle valve changes position

• Vehicle speed – acceleration and decelera-tion

• ATF temperature• Selector lever position

The DSP looks at the following when plottingshift adaptation modes:

• Driver behavior• Driving route profile recognition• Other spontaneous influences

The type of driving route will be recognized overthe basic driver classification.

In addition to the adaptive functions that leadto driving program changes over longer drivetime periods, short-term functions provide anincrease in the spontaneity of the transmissionto special driving situations.

Examples:

• Rapid changes in pedal position can causethe transmission to shift down by one tothree driving ranges depending on vehiclespeed. This activates rapid downshiftingthat is independent of the kick-down switchinput.

• When the pressure on the accelerator pedalis rapidly reduced, upshifts are not carriedout. This prevents upshifts before curves.This function is cancelled as soon as thedriver accelerates again.

• The transmission temperature signal is usedto trigger the Cold Driving Mode.

Cold Driving Mode 241

During the Cold Driving Mode 241 the enginewill not upshift until a higher RPM. Dependingon year or model, this is calculated from eitherengine coolant, transmission oil temperature, ortime.

After about 40 seconds, the engine DSP numberwill shift out of 241 and into a regular number.The cold running procedure is designed to helpthe catalytic converter(s) heat up quicker.

Mountain Recognition Mode

Mountain recognition takes place mainly throughthe calculation of actual acceleration vs. enginetorque and vehicle speed. This is comparedwith a set measurement taken on level ground.

This comparison results in an exact measure ofthe uphill or downhill grade. The DSP can selectthe correct driving mode to match the incline.

At high ATF temperatures (usually mountaindriving), the torque converter lock-up is activatedin second or even first gear to reduce theslippage (power loss) in the torque converter.This helps to keep the transmission from over-heating.

55


Default Functions

If the signal of a sensor fails, the TCM tries toestablish a substitute-signal from the signalsof other sensors. If a substitute-signal can beestablished, the transmission function, for themost part, will be retained.

With many default functions, the transmissionalters its operation in the following ways:

• Shifting becomes harsh

• Dynamic Shift Program does not operate

Emergency Running Mode

If no replacement signal can be obtainedduring the default function, the TCM will switchthe transmission into Emergency Mode.

Emergency Mode has two possibilities:

• Mechanical Emergency Running Mode withoperational TCM

• Mechanical Emergency Running Mode withinoperative TCM

In both instances:

• The transmission shifts hydraulically ormechanically out of drive positions second,third, D and into fourth gear.

• No torque converter clutch lock-up ispossible.

• All solenoid valves are de-energized.• Full line pressure to keep clutches from

slipping.• Reverse can be engaged.• The park lock in P and N is active.• All segments of the Transmission Range

Indicator G96 are lit in a MechanicalEmergency Running Mode with anoperational TCM.

• None of the Transmission Range IndicatorG96 segments will illuminate in aMechanical Emergency Running Mode withan inoperative TCM.

56


Summary

This section has explained the operation of theelectrical components that make the transmis-sion operate properly.

The sensors measure transmission input speed,transmission output speed and many othertransmission functions. This information is sentto the ECM and TCM. The ECM and TCMdecide how to control the transmission, de-pending on the information from the sensors.

The actuators control the transmission. Bycontrolling which actuators operate when, theTCM can control the transmission.

SUMMARY

57

This course has presented all aspects of transmis-sion operation.

First, the basic transmission operation was pre-sented. This covered how power flows through atransmission and what controls it.

Next, the specific mechanical components andpowerflow for the 01V automatic transmissionwere presented.

The next section explained the function andoperation of the Torsen® center differential.

Finally, the electronic components of the transmis-sion were discussed. These control how thetransmission operates.

TeleTest

59

01V Automatic Transmission Operation and Diagnosis

The test accompanying this course, #851903, has been prepared and shipped as aseparate document. Please refer to your copy of that document and follow the testinginstructions to complete the TestTest.

Additional copies are available by contacting:

Certification 2001 Program Headquarters

Toll-free Hotline & Testing — 1-877-CU4-CERT (1-877-284-2378)Fax — 1-877- FX4-CERT (1-877-394-2378)

Hotline assistance is available Monday-Fridaybetween 9:00 a.m. and 5:00 p.m., EST.

WSP-***-***-**

01v auto trans ssp

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