MAN TGE Service Manual 107
MAN GUIDE 107
TGE - The 8-speed automatic gearbox
The gearbox variants in the TGE
In addition to the 6-speed manual gearbox described in the TGE GUIDE 105, the TGE can also be equipped with an
8-speed automatic gearbox. It is a consistent further development of the well-known 6-speed automatic gearbox from
AISIN AW CO., LTD. of Japan.
Technical status April 2019
2
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table of contentS
4 IntroductIon
6 Selector lever
10 Gearbox deSIGn
18 valve body
4
20 oIl Supply
22 Gearbox manaGement
34 ServIce
10
20
35 teSt your knowledGe
22
The MAN TGE Guide teaches the basics of design and function for sales and after-sales of new vehicle models, new
vehicle components or new technologies.
The MAN TGE Guide is not a sales manual nor a repair guide! Specified values are for the sake of easy understanding
only and refer to the data status valid at the time the MAN TGE Guide was created.
The contents are not updated.
Please use the appropriate technical literature for customer advice, maintenance and repair work.
Note
Reference
3
IntroductIon
The features of the 8-speed automatic gearbox
The new 8-speed automatic gearbox from Aisin is characterised by the following technical features:
Auxiliary hydraulic pump 1 for gearbox oil V475 for assuring the oil supply in start/stop operation
Torque converter with starter ring gear
Two additional electric pressure control valves for gears 7 and 8
An additional clutch on the Lepelletier planetary gearbox for gears 7 and 8
Design of one of the two brakes as a band brake
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Note
The exact technical design of the 8-speed automatic
gearbox depends on the engine of the respective vehicle
model.
4
The technical data for the 8-speed automatic gearbox
Manufacturer
Gearbox code
Gearbox features
Maximum torque
ATF specification for gearbox oil
Filling quantity gear oil
Filling quantity bevel box
AISIN AW CO., LTD. Japan
AQ 450
8-speed automatic gearbox with single Lepelletier planetary gearbox
450Nm
G 055 540 A2
7.65 litres at a change interval of 200,000 km
0.86 litres lifetime filling
The drive train in the TGE
The diverse applications of the TGE mean there are also several variants of power transmission in
its drive concept. The spectrum ranges from front-wheel drive with manual gearbox to four-wheel
drive with 8-speed automatic gearbox including a Generation 5 four-wheel drive coupling and
electronic differential lock.
Power transmission
Gearbox
6-speed manual
gearbox
8-speed automatic
gearbox
This booklet presents the design and function of the 8-speed automatic gearbox with its components for front and
four-wheel drive.
Engine Type of drive Four-wheel drive
coupling
2.0 l TDI with 75 kW Front-wheel
drive
2.0 l TDI with 103 kW Front-wheel
drive and
four-wheel
drive
2.0 l TDI with 130 kW Front-wheel
drive and
four-wheel drive
2.0 l TDI with 103 kW Front-wheel
drive
2.0 l TDI with 130 kW Front-wheel
drive
2.0 l TDI with 130 kW Four-wheel
drive
No No
Generation 5 bevel
box and four-wheel
drive coupling
Generation 5 bevel
box and four-wheel
drive coupling
No No
No No
Generation 5 bevel
box and four-wheel
drive coupling
Differential lock
Electrical differential
lock (optional)
Electrical differential
lock (optional)
Electrical differential
lock (optional)
5
Selector lever
The selector lever may differ in appearance from one vehicle to another. The operation and function
are the same for all vehicles with this automatic gearbox.
Design of the selector lever module
The selector lever module is made up of the following main components:
The selector mechanism
The selector lever with bellows
The selector lever position display Y6
The selector lever locked in position “P” switch F319
Plug connection C for selector lever
position display Y6
The selector lever lock solenoid N110
The Tiptronic switch F189
Switch for selector lever gate detection F257
Mechanical, manual emergency release
Selector lever
Electronics of
the selector
mechanism
6
Selector lever cable
Selector lever electronics
with switch for Tiptronic F189
Connector A to the vehicle
wiring harness for the gearbox
Emergency release
Selector housing
Selector mechanism
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How the selector lever module works
The selector lever operates the selector slide in the
valve body and the multifunction switch via the
selector lever cable and a relay lever. The selector
lever module has both mechanical and electrical
functions.
Relay lever
Selector lever cable
Multifunction switch
Shaft to selector slide
Mechanical functions
Actuation of the parking lock
Actuation of the selector slide of the hydraulic
control unit
Actuation of the multifunction switch in the gearbox
Electrical functions
Ignition key withdrawal lock
Control of the display unit for selector lever position
(via gear control unit)
Tiptronic function
Selector lever lock (P/N lock)
Further electrical elements of the switching operation
Multifunction switch
The multifunction switch is connected to the selector
mechanism via a cable.
In the multifunction switch, the mechanical movement
of the cable is converted into electrical signals according to the selector lever position and transmitted to
the control unit for the automatic gearbox.
Selector lever locked in position “P” switch F319
The switch is operated by the selector lever in the “P”
position. It then sends a signal “selector lever in
position P” to the control unit for steering column
electronics.
The control unit needs this signal to control the ignition
key withdrawal lock.
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Switch for selector lever gate detection F257
The switch recognises the position of the selector lever
and thus the driver‘s wish. The signal is compared with
that of the multifunction switch and checked for
plausibility.
Tiptronic switch F189
The switch detects the Tiptronic gate as well as “Tip +”
and “Tip -”. The signal is sent via analogue line to the
gearbox control unit.
7
Selector lever
Selector lever lock
The selector lever lock is engaged when the ignition is switched on and in the P and N positions
during vehicle operation. When the ignition key is removed, the lock is engaged in the P position.
The locking mechanism enables the selector lever to be locked both when the selector lever lock
solenoid N110 is deenergised (position P) and when the solenoid is energised (position N).
Lock in selector lever position P
If the solenoid N110 is deenergised, the locking lever automatically
engages in the P latch in the selector mechanism as soon as the
selector lever is brought into position P. This movement of the locking
lever is supported by a spring in the solenoid N110.
For unlocking, the solenoid N110 is energised, which means the
solenoid pulls the locking lever out of the P latch.
Lock in selector lever position N
Solenoid N110 is activated if the selector lever is in position N. The
solenoid then pushes the locking lever with its upper hook into the N
latch and the selector lever locks. The solenoid N110 is switched off
to release. The weight of the locking lever causes it to drop down and
release the selector lever again.
Locking lever
Selector lever
lock solenoid
N110
Locking lever
P latch
Selector mechanism
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N latch
Selector lever
lock solenoid
N110
Note
In the event of a defect or a power failure, the selector
lever remains locked. In this case, a locked selector lever
can be unlocked mechanically.
8
Selector mechanism
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The mechanical, manual emergency release of the P latch
The locking lever for the emergency release is located on the right of
the selector mechanism.
To unlock the selector lever lock, pull the locking lever backwards and
press the selector lever lock button at the same time.
Locking lever
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Selector mechanism
The ignition key withdrawal lock
The ignition key withdrawal lock prevents the ignition key from being
turned back to the withdrawal position if the parking lock is not
engaged.
It functions electromechanically and is controlled by the steering
column electronics control unit J527.
The control unit for steering column electronics detects the position
of switch F319. If the switch is open, the selector lever is in “P”, the
solenoid for ignition key withdrawal lock N376 is not energised. The
ignition key can be removed.
Locking pin
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9
Gearbox deSIGn
The gearbox at a glance
The gearbox is divided into the following main
assemblies:
The torque converter with torque converter lock-up
clutch
− for front-wheel drive without centrifugal pendulum
− for four-wheel drive with centrifugal pendulum
The ATF oil pump
Differential
The planetary gearbox
The valve body
The transfer box (only for four-wheel drive)
The automatic gearbox control unit (in the engine
compartment)
Gearbox housing
Intermediate shaft
Planetary gearbox
Torque converter
ATF pump
Valve body
Sump
10
Oil filter
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Torque converter
The hydromechanical torque converter is a fluid
coupling. It serves as a driving off element and boosts
the torque in the conversion range. Alongside the
turbine wheel, pump wheel and stator, a torque
converter lock-up clutch is fitted in the torque
converter. The torque converter of the fourwheel
driveversion of the TGE has what are referred to as
centrifugal pendulums to compensate for torsional
vibrations in the engine more efficiently.
During operation, their inertia causes them to oscillate
in the opposite direction to the engine oscillations, thus
largely compensating for them. The torque converter is
connected to the various engines via a driving plate
with six studs, which are permanently connected to
the torque converter.
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Alongside the turbine wheel, pump wheel and stator, a
torque converter lock-up clutch is fitted in the torque
converter.
An optimised torsional damper is used in the torque
converter of the TGE. In addition, torque converters in
four-wheel drive vehicles have integrated centrifugal
pendulums. Torsion dampers and centrifugal
pendulums reduce the transmission of torsional
vibrations from the engine to the drive train.
Torque converter lock-up clutch
Stud
Centrifugal
pendulum
absorbers
Torsional damper
Turbine
Pump impeller
Stator
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