TRM D4F / AMT

Automatic Manual Transmission Troubleshooting

1. Using the AMT – User interface

2. What is the AMT – Quick product introduction
3. Add-ON specifications and specific maintenance
4. JH1 gearbox specifications and maintenance
5. AMT system power supply and ground architecture
6. AMT connector pin-out
7. AMT anti-start function
8. Oil pressure control function and components
9. Line selection function and components
10. Gear engage function and components
11. Clutch control function and components
12. Complete gear change function
13. Gearshifting decisions and fuzzy logic
14. User interface : gearshifting lever
15. User interface : Instrument cluster & buzzer
16. Intersystem links : CAN, engine speed, Vehicle speed
17. Reverse switch
18. AMT self-teaching procedures

Volkswagon DSG
 CHANGE GEAR
(UPSHIFT)

+
GEARBOX MODE SELECTION:

AUTOMATIC / MANUAL A N NEUTRAL

MANUAL / AUTOMATIC

REVERSE
GEAR
CHANGE GEAR
(DOWNSHIFT)

THE AMT IS CONTROLLED USING A SPECIFIC GEARSHIFTING LEVER

Volkswagon DSG
1 – Using the AMT – User interface
IN MANUAL MODE, THE DRIVER IS ONLY CHANGE GEAR
DECIDING WHEN TO CHANGE GEARS USING (UPSHIFT)
THE GEARSHIFTING LEVER.

THE GEARBOX THEN AUTOMATICALLY

DRIVES THE ACTUAL GEARSHIFTING
MECHANISM AND THE CLUTCH.

THERE IS NO CLUTCH PEDAL +

THE FOLLOWING RESTRICTIONS APPLY:

1- IT IS POSSIBLE TO STOP THE ENGINE

WITH A GEAR ENGAGED (TO PARK IN A
A N
SLOPE FOR INSTANCE). WHEN THIS
HAPPENS, THE DRIVER NEEDS TO PRESS
THE BRAKE TO BE ALLOWED TO RESTART
THE ENGINE. R
2 – THE GEARBOX WILL AUTOMATICALLY
DOWNSHIFT TO PREVENT STALLING OR
UPSHIFT TO PREVENT ENGINE OVERSPEED.

3 – THE GEARBOX WILL ACCEPT TO CHANGE CHANGE GEAR

GEARS UNLESS IT MAY LEAD TO ONE OF (DOWNSHIFT)
THE PREVIOUSLY MENTIONED CASES
(STALLING / OVERSPEED).

IN MANUAL MODE, THE DRIVER IS DECIDING WHEN TO CHANGE GEARS SIMPLY BY PUSHING THE GEARSHIFTING
LEVER TOWARDS FRONT (UPSHIFT) OR REAR (DOWN SHIFT). THE SMALL DISPLAY UNIT INTEGRATED TO THE
INSTRUMENT CLUSTER INDICATES THE CURRENTLY ENGAGED GEAR

Volkswagon DSG
1 – Using the AMT – User interface
IN AUTOMATIC MODE, THE GEARBOX
DECIDES WHEN TO CHANGE GEARS TAKING
INTO ACCOUNT THE DRIVING CONDITIONS
AND THE DRIVER DRIVING STYLE.

THE FOLLOWING RESTRICTIONS APPLY:

1- THERE IS NO « P » (PARK) FUNCTION, BUT

IT IS POSSIBLE TO STOP THE ENGINE WITH A +
GEAR ENGAGED (TO PARK IN A SLOPE FOR
INSTANCE). WHEN THIS HAPPENS, THE
DRIVER NEEDS TO PRESS THE BRAKE TO BE
ALLOWED TO RESTART THE ENGINE. A N
2 – THE AMT REMAINS A MANUAL GEARBOX,
INCLUDING A CLUTCH INSTEAD OF A
TORQUE CONVERTER. THE CLUTCH
TEMPERATURE IS MONITORED AND IN CASE
R
THE CURRENT OPERATING CONDITIONS
MAY LEAD IT TO OVERHEATING, THEN THE
DRIVER IS WARNED BY A BUZZER.

Examples of buzzer activation conditions:

- Stopping with the car in D, using the parking break.

- Long-lasting in a slope, playing on the accelerator to maintain the car stationary

IN AUTOMATIC MODE, THE GEARBOX IS DECIDING WHEN TO CHANGE GEARS EXACTLY LIKE AN AUTOMATIC
TRANSMISSION GEARBOX. DURING THIS OPERATING MODE, THE SMALL DISPLAY UNIT INTEGRATED TO THE
INSTRUMENT CLUSTER INDICATES ONLY « D », « R », OR « N ».

Volkswagon DSG
1 – Using the AMT – User interface
 Oil tank Pressure
accumulator Clutch / Clutch housing
Electrical oil pump

Connector

Differential

Valve body

Gearshifting
mechanism

Basically the AMT is a MANUAL TRANSMISSION, including a clutch and all the standard internal features of a manual
transmission, but for which the clutch and the gearshifting organs are operated by an electro-hydraulic add-on (often called
ROBOT).
The objective of this product is to mix the features of a manual transmission (5 gears, reasonable price, reliability) with the confort
of an automatic transmission (automatic shifting mode, automatic handling of the clutch).

Volkswagon DSG
2 – What is the AMT – Quick product introduction
 1 3 5

N
1

2 4 R

Changing gears means:

1 – To select a line
2 – To engage a gear

Two hydraulic actuators controlled by a Transmission Control Unit are used to produce the vertical (selection) and rotational
(engage) movements of the gearshifting mechanism. On the AMT, these actuators are hydraulic jacks driven by electrovalves.

Volkswagon DSG
2 – What is the AMT – Quick product introduction
The complete « robot» includes 3 actuation jacks (2 which are used to control the gearshifting mechanism and 1 which is used to
control the clutch) and 5 electrovalves. The oil pressure in the circuit is controlled using an electrical pump, a pressure sensor and an
accumulator.

Volkswagon DSG
2 – What is the AMT – Quick product introduction
As the clutch mechanism itself includes a return spring, it is actuated using a single electrovalve. The clutch return is obtained using
the spring

Volkswagon DSG
2 – What is the AMT – Quick product introduction
The 2 gearshifting actuators require 2 electrovalves to insure back and forth movements

Volkswagon DSG
2 – What is the AMT – Quick product introduction
 The system is operated under an oil pressure which has to be maintained between 55 to 70 bars. This is obtained using an
electrical oil pump driven by the TCU through a relay, a pressure sensor, and a pressure accumulator which allows 3 complete
gearshiftings when completely filled.

Volkswagon DSG
2 – What is the AMT – Quick product introduction
 1
8

When opening / closing the connector, carefully check the

status of the small locks located on the side.

The AMT connector is located on top of the gearbox. It is attached to a metal plate screwed to the valve body.

Volkswagon DSG
6 - AMT connector pin-out and identification (3/3)
 Ge
nt
ing
–2
Km
s

The AMT is a manual transmission, thus it DOES NOT INCLUDE ANY PARK FUNCTION
On the other hand, like all manual transmissions, it is possible to park the car with a
gear engaged, by simply stopping the engine with brakes ON without going back to
Neutral.

When the car has been stopped with a gear engaged, it is impossible to restart the
engine, unless the brakes are depressed. This safety feature is called the ANTI-START
function.
When the vehicle cannot start AND the engine does not rotate, the first thing to check
apart from the battery is this function.
Volkswagon DSG
7 – AMT Anti-start function (1 / 5)
 EF24 BAT+
30A KEY-ON
27 Crank request
SWITCH And TCU pin #76

28
+CRANK
30
76
87
To starter
86 30
The cranking request Is
routed to the starter only if 85
the TCU allows it by setting
Pin #42 to GND
85 87
42
To Key-ON To TCU,
Power supply Pin 42
TO STARTER
BAT+
AMT ANTI-START RELAY SOCKET
CAN-H PIN-OUT
45 B.K4
CAN-L NC Brake
33 B.K3
1 switch
A.E4
2 69
SIM32 A.E3
AMT TCU ECU NO Brake
switch

Braking : +12V Brake

Brakes OFF : 0V lamps

The anti-start function is implemented using a specific relay which routes the cranking
request from the KEY-ON switch to the starter ONLY if the current AMT operating
conditions are acceptable (i.e. if no gear is engaged).

Volkswagon DSG
7 – AMT Anti-start function (2 / 5)
 Oil pump Oil pressure
Intermediate sensor
connector

low pressure
return line from
valve body

High pressure
line from pump
to valve body

Pressure
accumulator

Electrical oil
Pump GND point

Electrical oil
pump

Oil pressure control:

Identification and location of components
Volkswagon DSG
8 – Oil pressure control function and components (2/7)
 Initial pressure:
63 Around 60bars 8
61 7
59 6
57
5
55
4
53 3rd gear 3
3
51
The press. 2 As soon as the
49 Accumulator pressure falls around 2
allows approx. 3 50b, the pump relay is
gear changes 1 activated
47 1
N N
45 0

Pressure sensor value(bar) Pump relay Current gear,

The normal operating pressure is maintained by the TCU between 50 to 60 bars using
the oil pressure sensor and the oil pump relay.
Volkswagon DSG
8 – Oil pressure control function : typical operation (3/7)
 SEL1
(EV3) EF24
BAT+
line 30A
1 B4 29
Selection 27
jack
2

SEL2
(EV4)
1 B6 3

2
28
KEY-ON
C
B

A
SELECTION SWITCH
JACK C8
+5V 73
POSITION
SENSOR Signal C3 51 1
GND C1 66 2
AMT TCU

B C1 66
Resistance and
1200

1400 C C3 51 continuity check:

The line selection
A C8 73 position sensor is a
potentiometer

The line selection function is controlled using:

- The gear selection jack, driven by 2 electrovalves
- The gear selection position sensor.

Volkswagon DSG
9 – Line selection function and components (1/9)
 Line selection Line selection
jack pos. sensor

SEL
POS

SEL-2 CLUTCH

ENG SEL-1 ENG-1

ENG
JACK
POS

VALVE BODY LAYOUT

SEEN FROM COUPLING FACE

Line selection function:

Identification and location of components
Volkswagon DSG
9 – Line selection function and components (2/9)
 Line selection
pos. sensor

COMMON GND
For all
electrovalves

Line selection
jack

Line selection function:

Identification and location of components
Volkswagon DSG
9 – Line selection function and components (3/9)
 The metal plate
holding the connector
Has to be removed to
reach the valve body

SEL
POS

SEL-2 CLUTCH

ENG SEL-1 ENG-1

ENG
JACK
POS

VALVE BODY LAYOUT

SEEN FROM COUPLING FACE

Line selection function:

Identification and location of components
Volkswagon DSG
9 – Line selection function and components (4/9)
 Sel Jack SEL pos.
Line Gear Travel Sensor value
(mm) (volts)

2 N 12.4 2.8
1 1 6.1 1.5
1 2 6.1 1.5
2 3 12.4 2.8
2 4 12.4 2.8
3 5 19.1 4.3

3 R 19.0 4.3

WARNING : ALL VALUES ARE MEASURED ON 1 GEARBOX

AND CAN VARY A LOT FROM 1 GEARBOX TO ANOTHER

Line selection function:

Interaction of the various components
Volkswagon DSG
9 – Line selection function and components-Typical operation (5/9)
 ENG1
EF24 BAT+
(EV1)
Gear 30A
1 B5 32 27
Engage
jack
2

ENG2
(EV2)
1 B3 44

2
28
KEY-ON
C
A

ENGAGE SWITCH
JACK
+5V C8 66
POSITION
SENSOR Signal C2 39 1
GND C1 73 2
AMT TCU

B C8 73
Resistance and
1000

1200 C C2 39 continuity check:

The gear engage position
A C1 66 sensor is a potentiometer

The gear engage function is controlled using:

- The gear engage jack, driven by 2 electrovalves
- The gear engage position sensor.

Volkswagon DSG
10 – Gear engage function and components (1/10)
 Gear engage
jack

ENG2 – EV2
SEL
POS

SEL-2 CLUTCH
Gear engage
pos. sensor

ENG SEL-1 ENG-1

ENG
JACK
POS

VALVE BODY LAYOUT

SEEN FROM COUPLING FACE

Gear engage function:

Identification and location of components
Volkswagon DSG
10 – Gear engage function and components (2/10)
 COMMON GND
For all
electrovalves

Gear engage
jack

Gear engage Gear engage

pos. Sensor pos. sensor
connector

Gear engage function:

Identification and location of components
Volkswagon DSG
10 – Gear engage function and components (3/10)
 COMMON GND
For all
electrovalves

ENG2 - EV

Gear engage function:

Identification and location of components : Engage electrovalve #2
Volkswagon DSG
10 – Gear engage function and components (4/10)
 The metal plate
holding the connector
Has to be removed to
reach the valve body
SEL
POS

SEL-2 CLUTCH

ENG SEL-1 ENG-1

ENG
JACK
POS

VALVE BODY LAYOUT

SEEN FROM COUPLING FACE

Gear engage function:

Identification and location of components : Engage electrovalve #1
Volkswagon DSG
10 – Gear engage function and components (5/10)
 Eng Jack ENG pos.
Line Gear Travel Sensor value
(mm) (volts)

2 N 11.7 2.7
3 1 5.2 1.3
1 2 18.2 4.1
3 3 5.4 1.3
1 4 18.2 4.1
3 5 5.2 1.3

1 R 18.9 4.2

WARNING : ALL VALUES ARE MEASURED ON 1 GEARBOX

AND CAN VARY A LOT FROM 1 GEARBOX TO ANOTHER

Gear engage function:

Checking the gear engage position sensor voltage
Volkswagon DSG
10 – Gear engage function and components-Typical operation (6/10)
 CLUTCH BAT+
EF24
(EV0)
Clutch 30A
1 B2 43 27
actuation
jack
2

BAT+
Braking : +12V
Brakes OFF : 0V

69
Brake
CLUTCH
C switch
B

A
JACK
POSITION +5V C8 73 Brake
SENSOR lamps
Signal C4 52

GND C1 66
1
Primary 1 C7 38
2
Speed
sensor 2 C6 50
AMT TCU
NB : twisted
Pair wiring !
B C8 73
Resistance and
1300

1100 C C4 52 continuity check:

The clutch position
A C1 66 sensor is a potentiometer

The clutch operation function is controlled using:

- The clutch actuation jack, driven by 1 electrovalve
- The clutch position sensor.

Volkswagon DSG
11 – Clutch operation function and components (1/8)
 33 B.K3
Engine speed information (CAN)

Prim. TDC 45 B.K4

speed Engine speed information
48 A.B2
(point-to-point)
38 C.A4
Clutch OPEN
50 C.B4
AMT TCU EMS ECU
Engine speed
Primary shaft (TDC) sensor
speed sensor
ENGINE
Prim. TDC GEARBOX
speed

Kiss point

CLUTCH
Prim. TDC
speed Resistance and continuity check:
The resistance of the primary shaft
speed sensor is approx:
460 Ohms
Clutch CLOSED

The clutch position is checked using the clutch jack position sensor, but also
redundant checks between the engine speed (supplied by CAN and through a
point-to-point link), the primary shaft speed sensor and the vehicle speed.

Volkswagon DSG
11 – Clutch operation function and components (2/8)
 Clutch
activation jack
Position sensor
Clutch fork

Clutch bearing

Clutch
activation jack

Clutch operation function:

Identification and location of components
Volkswagon DSG
11 – Clutch operation function and components (3/8)
 Primary shaft
speed sensor

Clutch operation function:

Identification and location of components
Volkswagon DSG
11 – Clutch operation function and components (4/8)
 The metal plate
holding the connector
Has to be removed to
reach the valve body

SEL
POS

SEL-2 CLUTCH

ENG SEL-1 ENG-1

ENG
JACK
POS

VALVE BODY LAYOUT

SEEN FROM COUPLING FACE

Clutch operation function:

Identification and location of components
Volkswagon DSG
11 – Clutch operation function and components (5/8)
 Instrument Diag. Conn.
cluster
Acc. Ped. 7
sensor

1 A.F4
Diag - K
A.B4 49
2 A.H3
Engine speed signal
A.B2 48
3 A.H2

4 A.G2
B.K4 CAN-H 45
5 A.F2
B.K3 CAN-L 33
6 A.F3

TDC
sensor 1
Vehicle speed signal 36
B.H3
2
A C.A4 69

B C.B4

+KEY-ON AMT TCU

A.E4

A.E3 A

B1
SIM32 ECU B2
VEH. SPEED
SENSOR

Volkswagon DSG
16 – Intersystem links : CAN, vehicle speed, engine speed (1/5)
Intersystem links:
Identification and location of components : Vehicle speed sensor
Volkswagon DSG
16 – Intersystem links : CAN, vehicle speed, engine speed (2/5)
Intersystem links:
Identification and location of components : Engine speed / TDC sensor
Volkswagon DSG
16 – Intersystem links : CAN, vehicle speed, engine speed (3/5)
 BAT+

REVERSE
SWITCH

REVERSE
LAMPS

The reverse switch is attached to the gearbox, between to the 5th

gear cover and the left driveshaft differential output. It is
automatically switched ON as soon as the reverse gear is engaged.

IT IS NOT LINKED WITH ANY ECU / TCU AND THUS CANNOT BE

DIAGNOSED USING PDT

Volkswagon DSG
17 – The reverse switch (1/1)
 EF25
40A

31

SPECIAL FUNCTIONS
PUMP UNLOCK

A8
Oil pump LOCK
Intermed.
PUMP
connector
ACTIVATION
REQUEST

AMT TCU

ALL AMT TCUs are delivered with the oil pump de-activated.
Thus, the first operation to perform with DDT when a new TCU is installed in a
car, the pump must consist of UNLOCKING the pump using the appropriate
SPECIAL FUNCTION

Volkswagon DSG
18 – AMT special procedures: Pump unlocking (1/1)
 Engage line

5mm 12mm 19mm

Selection line

5mm 1 3 5

12mm N

19mm 2 4 R

The second mandatory operation to be performed on ALL BRAND NEW TCUs

or every time a TCU is associated to a new gearbox (i.e. when exchanging
TCUs or gearboxes between cars) is to request the TCU to perform the
gearshifting grid self teaching

Volkswagon DSG
18 – AMT special procedures: Self-teaching the grid (1/3)
 1 – Check environmental condition

Parameter Acceptable Comments

label range

Engine RPM 0 The grid teaching can only be performed engine OFF

Key-ON ON The grid-teaching cannot be started in power-latch

Water temp < 60°C Engine must be cold

Parking brake OFF Flat ground, parking brake not active

Gear displayed N The gearbox must be in NEUTRAL

SEL pos 10.5 to 15mm TRUE Neutral

ENG pos 9.0 to 14.0 mm TRUE Neutral

ENG 5-R NOT 100 TCU check

2 – Reset ALL the self-teached values

GRID TEACHING INITIAL CLUTCH CLUTCH
CLOSED POSITION KISS POINT

Before performing the AMT grid teachings, the environmental conditions and
preliminary operations listed above must be realised

Volkswagon DSG
18 – AMT special procedures: Self-teaching the grid (2/3)
 3 – Launch the grid self – teaching procedure (normal duration : 90s)

19mm

ENG POS 12mm

05mm

19mm

SEL POS 12mm

05mm 90s

4 – Switch the vehicle OFF and wait for the end of the power latch (min:10s)

5 – Switch the vehicle ON without starting the engine, depress the brake pedal and
check that all gears can be selected

5
5 4
4 3
3 2
2 1
1 N
N
R R

The grid self – teaching procedure itself does not resuire any human process. It is
even possible to switch OFF the key during this procedure

Volkswagon DSG
18 – AMT special procedures: Self-teaching the grid (3/3)