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.
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Technical status April 2019
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Table of contents
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4 |
Introduction |
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6 |
Selector lever |
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Gearbox design |
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Valve body |
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Oil supply |
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Gearbox management |
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34 |
Service |
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Test your knowledge |
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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. Note 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.
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 operationTorque 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 8Design 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.
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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
450 Nm
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 |
Engine |
Type of drive |
Four-wheel drive |
Differential lock |
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coupling |
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6-speed manual gearbox
2.0 l TDI with 75 kW |
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Front-wheel |
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No |
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drive |
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2.0 l TDI with 103 kW |
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Front-wheel |
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Generation 5 bevel |
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drive and |
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box and four-wheel |
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four-wheel |
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drive coupling |
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drive |
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2.0 l TDI with 130 kW |
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Front-wheel |
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Generation 5 bevel |
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drive and |
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box and four-wheel |
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four-wheel drive |
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drive coupling |
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2.0 l TDI with 103 kW |
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Front-wheel |
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No |
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drive |
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8-speed automatic |
2.0 l TDI with 130 kW |
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Front-wheel |
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No |
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drive |
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gearbox |
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2.0 l TDI with 130 kW |
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Four-wheel |
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Generation 5 bevel |
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drive |
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box and four-wheel |
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drive coupling |
No
Electrical differential lock (optional)
Electrical differential lock (optional)
No
No
Electrical differential lock (optional)
This booklet presents the design and function of the 8-speed automatic gearbox with its components for front and four-wheel drive.
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 mechanismThe selector lever with bellows
The selector lever position display Y6
The selector lever locked in position “P” switch F319
The selector lever lock solenoid N110The Tiptronic switch F189
Switch for selector lever gate detection F257Mechanical, manual emergency release
Selector lever
Plug connection C for selector lever position display Y6
Electronics of the selector mechanism
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Selector lever electronics |
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with switch for Tiptronic F189 |
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Connector A to the vehicle |
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wiring harness for the gearbox |
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Emergency release |
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Selector housing |
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Selector mechanism |
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Selector lever cable |
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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 selector lever cable and a relay lever. The selector
lever module has both mechanical and electrical functions.
Multifunction switch
Relay lever
Shaft to selector slide
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Mechanical functions |
Electrical functions |
Actuation of the parking lock
Actuation of the selector slide of the hydraulic control unit
Actuation of the multifunction switch in the gearbox
Ignition key withdrawal lock
Control of the display unit for selector lever position (via gear control unit)
Tiptronic functionSelector 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.
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 .
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.
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.
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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.
P latch
Locking lever
Selector lever lock solenoid N110
Selector mechanism
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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.
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.
N latch
Locking lever
Selector lever
lock solenoid Selector mechanism N110
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The mechanical, manual emergency release of the P latch
Locking lever
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.
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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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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
The planetary gearboxThe 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
Differential
Torque converter
ATF pump
Valve body
Oil filter
Sump |
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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 drive version 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.
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
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Turbine
Pump impeller
Stator
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