(https://twitter.com/share?

(https://facebook.com/sharer/sharer.php?
(https://www.linkedin.com/shareArticle?
url=https%3A%2F%2Fwww.actronics.co.uk%2Facinsights%2Ftcu-
u=https%3A%2F%2Fwww.actronics.co.uk%2Facinsights%2Ftcu-
mini=true&url=https%3A%2F%2Fwww.actronics.co.uk%2Facinsights%2Ftcu-
Paylaş temic- temic- temic-
multitronic-
multitronic-
multitronic-
hytronic-
hytronic-
hytronic-
vl300&text=Would%20you%20like%20to%20read%20more%20about%20the%20Multitronic%20%2F%20Hytronic%20VL300%3F%20Our%2
vl300) vl300)

TCU Temic Multitronic / Hytronic VL300

Tork çok yüksek olmadığı sürece, CVT optimum konfor için ideal otomatik şanzımandır. Dolayısıyla Audi'nin bu seçeneği seçmesi şaşırtıcı değil.
Sistem nispeten az sayıda hareketli parçaya sahiptir, iletim oranlarını sonsuz şekilde değiştirebilir ve ayrıca çok kompakttır. Tüm vites kutusunun
adı olan 01J Multitronic, bu nedenle yalnızca Audi A6 C5 (1997-2004) ve Audi A6 C6 (2004-2011)'de değil, aynı zamanda daha küçük Audi A4 B6'da
(2000-2004) kullanıldı. , Audi A4 B7 (2004-2008) ve Audi A4 B8 (2008-2015).

Multitronic Hytronic VL300

(/tcu/multitronic-hytronic-vl300)

yeniden üretime (/tcu/multitronic-hytronic-vl300)

(/tcu/multitronic-hytronic-vl300)

O1J Multitronic tipik bir modern CVT'dir ve kontrolü için mekatronik kullanır (bu konu hakkında daha sonra bilgi verilecektir). Otomatik
şanzımanlı sürüşün yanında manuel şanzımana da imkan veriyor. Şey… en azından manuel olarak vites değiştirmek gibi görünen bir şey. CVT,
Sürekli Değişken İletim anlamına gelir; bu, sistemin kademesiz olduğu anlamına gelir. Yine de sürücüye manuel şanzıman hissi vermek için
sistemin hafızasında programlanmış ve “manuel” mod seçildiğinde kullanılan 6 sabit pozisyon bulunuyor.

Çoğu durumda ne kusurlu olur?

01J Multitronic harika bir çözüm gibi görünse de sistem tam olarak kusursuz değil. Maksimum tork sınırlıdır, mekanik parçalar aşınır ve CVT'nin
(mekatronik) kontrolü bazen başarısız olur. Birçoğunun muhtemelen bildiği gibi, mekatronik, mekanikten (labirent) ve elektronikten (TCU) oluşur.
Bu durumda, bir şeyler yanlış olduğunda genellikle elektronik ile ilgilidir. Temic Multitronic / Hytronic VL300 adlı TCU, giriş hızı, çıkış hızı, debriyaj
basıncı ve sıvı sıcaklığı gibi şeyleri ölçmek için sensörler kullanır. Bu sensörlerden birinin sinyali işlemciye ulaşmadığında sistemin düzgün
çalışmadığını hayal edebilirsiniz.

In case something becomes defective in the 01J Multitronic gearbox, this will be noticeable in almost all cases: the car does not start, an “F”
appears in the display, it is not possible to set the car to “R”, the transmission is poor… all kinds of complaints that are caused by the TCU or
defects in mechanic parts of the TCU. Our advice is to always check if the CVT is mechanically in perfect working order, before suspecting the
TCU. Need technical support? You can always contact our Customer Service.

Each defect has its own error code. Still, a complicated system with many sensors and actuators, contains a lot of error codes. Furthermore,
Volkswagen AG (of which Audi is a part) uses its own error codes, not making it any easier. That is why we composed a comprehensive table that
can be found at the end of this article. Remarkable detail: errors regarding the multifunction switch (F125) are overrepresented.

Remanufacturing: the process

Our remanufacturing process solely focuses on the TCU, not on other components of the transmission. We therefore do not recommend
sending the labyrinth with it to prevent transport damage. Since the cause of complaints / error codes can also be mechanical, we always
perform an entry test on all incoming components. Once the problem is identified, the process continues.

We cannot stress enough that ACtronics does not just repair defects, but remanufactures products. We know that TCUs are sensitive and want to
be absolutely sure that each remanufactured TCU lasts at least as long as a new one. In order to do so, we do not only repair the defects we
observe, but guide every TCU through a standard process. In this process we professionally remove the protective gel if needed. Once all
components are unprotected, we can start with repairing and replacing. Placing new connections is a delicate process, but not a problem for us,
looking at our years of experience in doing this.
After this, we have come to the final test. This test is required to examine if all features function properly. Our testing facility enables us to
simulate the functioning, just like it does in a real car, such as the supply of signals from the different speed sensors. This is what distinguishes
us from other repairers. Finally, the remanufactured TCU is provided with a special gel for protection. We close the ECU with a new cap that is
developed by ourselves.

However, our care does not stop after remanufacturing the product. Thought has been given to the issue of packaging the ECU. Sticking out
sensors easily become damaged. This is why we developed special transport packages for multiple TCUs, to minimalise transport damage.

Tip: Think about how you pack your product. Always adequately protect weak parts. In case you would like some additional advice on how to
pack a TCU, feel free to contact us.

The 01J Multitronic in detail

A description of how the Temic Multitronic / Hytronic VL300 works would be incomplete without including the torque converter. Before being
able to understand what a TCU like the Temic Multitronic / Hytronic VL300 exactly controls, it is essential to know how a CVT broadly functions.

Therefore, we will first try to briefly explain the principles of the CVT:
A gearbox with a continuously variable transmission basically consists of two pulleys and a pushbelt. The gear ratio from the engine to the drive
shafts is steplessly adjustable, due to adjustable radiuses of both pulleys. This adjustment functions hydraulically. By providing or reducing the
oil for the pulley, the sloping sides of the pulleys move towards or from each other. The closer these sides get towards each other, the more the
pushbelt of the pulley is pushed of its central ‘‘position’’ in an outward direction: resulting in a higher radius of the pushbelt around the pulley. By
varying the distances between these sides, the gear ratio can be changed.

Solenoid valves and speed sensors are required to manage the degree to which the pulleys adjust themselves. The velocities of both the driving
pulley (motor side) and the driven pulley (differential side) are measured. It is up to the TCU, the Temic Multitronic / Hytronic VL300, to
determine the amount of oil that the valves transfer to the pulleys, in order to adjust the gear ratio. However, the Temic Multitronic / Hytronic
VL300, manages four valves, not two. What are the other two for?

Next to controlling the gear ratio, the VL300 is also responsible for the basic control of the automatic transmission: P, N, D and R. The third valve
operates a mechanical fork that ensures that the gearbox is set into one of these positions. You could compare this with the fork of a manual
transmission, but this differs regarding the fact that this is controlled by a hydraulic valve. The fourth valve is used to control the clutch which is,
by the way, a double wet clutch, like it can also be found in the DSG 6 02 E. Audi does not use a torque converter whereas Mercedes does.

After reading this story, an expert will rightly say that more than 4 valves can be found in the 01J Multitronic gearbox. This is correct, but the
other valves are not controlled by the TCU. The extra valves are there to regulate the pressure in the system. The pressure being too high or too
low can already cause damage.

Now that it is clear that the Temic Multitronic / Hytronic VL300 is responsible for controlling all these components, it might be easier to imagine
that various complaints may arise once one or more valves are not controlled like they should. The TCU is literally the key element of the system.
However, except for errors regarding sending commands to the valves, other problems might arise when the TCU does not receive the correct
input. The TCU receives its signals from the speed sensors (that are attached to the TCU) via a CAN bus connection. An interruption or deviation
in these signals can have major consequences.

Finally, another tip: a test you can perform yourself as a technician is measuring the voltage going through the plug. Therefore the pin
assignment of this plug is showed below:

Error code table Temic Multitronic / Hytronic VL300

VAG code OBDII code Description

16889 P0505 Idle speed control

16987 P0603 Control module faulty

16988 P0604 Control module faulty

16989
P0605 Control module faulty

17086 P0702 Control module faulty

17087 P0703 Brake light switch circuit malfunction

17089 P0705 Transmission range sensor circ. (PRNDL input) malfunction

17090 P0706 TRS implausible signal (F125)

17091 P0707 Transmission range sensor circ. low input

17092 P0708 Transmission range sensor circ. high input

17094 P0710 TFT sensor circuit malfunction (=schakelhendel)

17095 P0711 TFT sensor implausible signal (=schakelhendel)

17096 P0712 TFT sensor signal too low (=schakelhendel)

17097 P0713 TFT sensor signal too high (=schakelhendel)

17099 P0715 Input turbine/speed sensor circ. malfunction

17100 P0716 G182 RPM sensor implausible signal

17101 P0717 G182 RPM sensor no signal

17105 P0721 G195 RPM sensor implausible signal

17106 P0722 G195 RPM sensor no signal

17110 P0726 RPM signal from ECM implausible

17111 P0727 No RPM signal from ECM

17114 P0730 Wrong transmission info

17134 P0750 Solenoid N88 performance error

17137 P0753 Solenoid N88 circuit error

17991 P1583 Transmission mount valves shorted to power

 17992 P1584 Transmission mount valves shorted to ground

17993 P1585 Transmission mount valves open circuit

18031 P1623 No CAN communication

18112 P1704 Kickdown switch circuit error

18113 P1705 Gear ratio adaptation limit reached

18132 P1724 PN position switch shorted to ground

18137 P1729 PN position switch shorted to power

18141 P1733 Tiptronic switch “up” shorted to ground

18147 P1739 Tiptronic switch “down” shorted to ground

18148 P1740 Monitoring clutch temperature

18149 P1741 Clutch pressure adaptation limit reached

18150 P1742 Clutch torque adaptation limit reached

18151 P1743 Clutch slip too high

18152 P1744 Tiptronic switch shorted to ground

18156 P1748 Control module faulty

18158 P1750 Power supply too low

18159 P1751 Power supply too high

18161 P1753 Tiptronic switch implausible signal

18162 P1754 Tiptronic switch open or shorted to power

18163 P1755 Tiptronic switch open or shorted to power

18164 P1756 Tiptronic switch open or shorted to power

18165 P1757 Power supply open circuit

18169 P1761 Shift lock solenoid N110 shorted to ground

ACtronics LTD

Unit 3, Brunel Court, Brunel Way

CO4 9XP Colchester, Essex
United Kingdom

Phone number:
01206 849920 (tel:01206849920)
E-mail:
info@actronics.co.uk (mailto:info@actronics.co.uk)

Follow us on social media

(https://twitter.com/actronics_uk)
(https://www.facebook.com/ACtronicsLTD/)
(https://www.youtube.com/channel/UCFKSvIrpBO

© 2022 ACtronics LTD. Her hakkı saklıdır.