Volkswagen Amarok 2012 User Manual

Service Training
Self-Study Programme Technology 507
Amarok 2012 The 8-speed automatic gearbox 0CM
Design and function
Commercial
Vehicles
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 moving­off 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.
Current testing, setting and repair instructions can be found in the provided service literature.
Important
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
connector
Transfer box
4
ATF drain plug
ATF filler and inspection plug

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
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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.
Technical data
S507_004
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
Engine code CSHA
Cubic capacity 1968 cm
Number of cylinders 4
Bore 81.0 mm
Stroke 95.5 mm
Valves per cylinder 4
Compression ratio 16.0:1
Max. power 132 kW at 4000 rpm
Max. torque 420 Nm at 1750 rpm
Engine management EDC 17CP 20
Turbocharging Biturbo
Exhaust gas recirculation Yes
Diesel particulate filter Euro 5/PL6
Emissions standard Euro 3/4/5/PL6
3
Power and torque curve
[Nm]
450
400
350
300
250
200
150
100
50
0
1000 2000 3000 4000 5000 [rpm]
[kW]
180
160
140
120
100
80
60
40
20
0
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Power [kW] Torque [Nm]
7

Selector lever

The selector lever module

Selector lever sensor unit
Selector lever cable
J587
Selector lever locked in position P switch
F319
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
- Operation of the parking lock
- Operation of the selector slide of the hydraulic control unit in the mechatronic unit
- Operation of the gear sensor in the gearbox
Electric functions
- Ignition key removal lock
- Activation of the selector lever position display (via gearbox control unit)
- 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
Locking pin trap for "P"
For more information about the selector lever lock solenoid, refer to SSP 454, pages 8 and 9.
Lever for
emergency release
Locking pin
S507_010
Solenoid N110 blocks the selector lever in positions "P" 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 the solenoid N110. This means the locking pin is withdrawn from the locking pin trap "P". The selector lever can now be moved into the drive position. Once the selector lever has left position "P", the magnet is de­energised and unlocked. In driver range "N" it is energised and locked.
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 locked in "P" by the selector lever switch 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.
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.
N376
J587
F319
S507_014
10

The selector lever emergency release

Mechanical emergency release makes it possible to move the selector lever if the electrical power supply fails.
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.
Lever for emergency release
Selector lever interlock button
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
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