Self Study Program 850193

The 8-speed Automatic Transmission 09P

Design and Function - Tablet Format
Volkswagen Group of America, LLC
Volkswagen Academy
Printed in U.S.A.
Printed 4/2019

VW Course Number: 850193

NHTSA ID: VWSSP 850193

©2019 Volkswagen Group of America, LLC.

All rights reserved. All information contained in this manual is based on the latest information available at the time of printing and is subject to the copyright
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Table of Contents

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Selector Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Transmission Design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Valve Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Oil Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Transmission Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Introduction

The Features of the 8-speed Automatic Transmission 09P

The new 8-speed automatic transmission 09P from Aisin has the following technical features when compared to the 09G/09M:

• Transmission Fluid Auxiliary Hydraulic Pump 1 V475 for providing 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 gearset for gears 7 and 8
• One of the two brakes is a band brake

There are variances in the 09P transmission configurations

depending on vehicle models.
s585_016

2
Introduction
The Technical Data for the 8-speed Automatic Transmission
Manufacturer AISIN AW CO., LTD. Japan
Transmission code AQ 450
Transmission features 8-speed automatic transmission with single Lepelletier planetary gear set
Maximum torque 450 Nm (332 lb/ft)
ATF specification for transmission fluid G 055 540 A2 - always check service information for the correct fluid
7.65 liters (8.0 qt) at a change interval of 200,000 km (125,000 miles) - always check maintenance
Filling quantity gear oil
information for the correct volume and replacement interval
Filling quantity bevel box 0.86 (0.9 qt) liters lifetime filling

The 09P Applications

The 09P automatic transmission has multiple configurations, depending on application. It is available as a front-wheel drive or a four-wheel drive
configuration.

3
Selector Lever
The selector lever pictured is for the Crafter van (not for the North American Region). The basic layout of the selector lever module varies per application.

Design of the Selector Lever Module

The selector lever module is made of the following main components:

• The selector mechanism

• The selector lever with bellows Selector Lever
• The Transmission Range Display Y6
• The Selector Lever Park Position Lock Switch F319
• The Shift Lock Solenoid N110
• The Tiptronic Switch F189
• Shift Lever Gate Recognition Switch F257
• Mechanical, manual emergency release

Plug connection C for Y6

F189

Electronics of the
Selector Mechanism

Connector A to the
Vehicle Wiring Harness
Selector Mechanism for the Transmission
Emergency Release
s585_042

Selector Housing

Selector Lever Cable

4
Selector Lever
How the Selector Lever Module Works
Selector Lever Cable
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.
Multifunction Switch
Mechanical functions

• Actuation of the parking lock Relay Lever

• Actuation of the selector slide of the hydraulic control module
• Actuation of the multifunction switch in the transmission

Shaft to Selector Slide s585_014

Electrical functions

• Ignition key lock

• Control of the display unit for selector lever position Selector Lever Park Position Lock Switch F319
• Tiptronic function
The switch is operated by the selector lever in the “P” position. It then sends a
• Selector lever lock (P/N lock)
signal “selector lever in position P” to the control module for steering column
electronics. The module needs this signal to control the ignition key lock.
Additional Electrical Elements of the Switching
Operation Shift Lever Gate Recognition Switch F257

Multifunction Switch The switch recognizes the position of the selector lever and driver demand. The
signal is compared with the multifunction switch and checked for plausibility.
The multifunction switch is connected to the selector mechanism with a
cable. Tiptronic Switch F189

In the multifunction switch, the mechanical movement of the cable The switch detects the Tiptronic gate as well as “Tip +” and “Tip -.” An analog
is converted into electrical signals by the selector lever position and signal is sent to the TCM.
transmitted to the Transmission Control Module (TCM).

5
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 Shift Lock Solenoid N110 is de-energized
(position P) and when the solenoid is energized (position N).

Lock in selector lever position P Lock in selector lever position N

If N110 is de-energized, the locking lever automatically engages in the P N110 is activated if the selector lever is in Neutral. The solenoid then pushes
latch in the selector mechanism as soon as the selector lever is brought into the locking lever with its upper hook into the N latch and the selector lever
locks. N110 is switched off to release. The weight of the locking lever causes
position P. This movement of the locking lever is supported by an internal
it to drop down and release the selector lever again.
spring.

For unlocking, N110 is energized, which means the solenoid pulls the locking
lever out of the P latch.

s585_025 s585_026

6
 Selector Lever
The Mechanical, Manual Emergency Release of the P Latch

The locking lever for the emergency release is located to the right of the
selector mechanism. To unlock the selector lever lock, pull the locking lever
Locking
backwards and press the selector lever lock button at the same time.
Lever

Selector
s585_035
Mechanism

Locking Pin

The Ignition Key Lock

The ignition key lock prevents the ignition key from being turned back to the
removal position if the parking lock is not engaged.

It functions electromechanically and is controlled by the Steering Column

Electronics Control Module J527. If the switch is open, the selector lever is in
“P”, the Ignition Switch Key Lock Solenoid N376 is not energized. The ignition
key can be removed.

s585_055

7
Transmission Design
The Transmission at a Glance Transmission Housing

The transmission is divided into the following main assemblies:

Differential
• 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 Intermediate Shaft

• The planetary gear sets

Planetary Gear Sets
• The valve body
• The transfer case (only for four-wheel drive)
• The Transmission Control Module (in the engine compartment)

Torque
Converter

ATF Pump

Valve Body s585_002

Sump
8 Oil Filter
Transmission Design
Torque Converter
The torque converter is a fluid coupling. Its primary purpose is to provide a
fluid connection between the engine and the transmission. In addition, it
magnifies torque.

The torque converter has a turbine wheel, pump wheel and stator and a
Torque
torque converter lock-up clutch. The torque converter of the four-wheel Converter
drive versions have centrifugal pendulums to compensate for torsional Lock-up Clutch
engine vibrations more efficiently. Turbine

During operation, the pendulum inertia causes them to oscillate in the Stud
Pump
opposite direction to the engine oscillations, largely compensating for them. Impeller
Centrifugal
The torque converter is connected to different engines using a plate with six Pendulum
Absorbers Stator
studs, which are permanently connected to the torque converter.

Torsional Damper

s585_018

s585_013

9
Transmission Design
The Planetary Gear Set
Like its predecessors, this automatic transmission also has two planetary gear sets arranged one behind the other. The first planetary gear set is a single
planetary gear set. The second planetary gear set is a double planetary gear (Ravigneaux design).

This special arrangement of the single + Ravigneaux gear sets together is called a Lepelletier planetary gear set. The first planetary gear set makes it
possible to drive the second planetary gear set at two different speeds.

Due to this special design, nine gears are possible. This means that transmissions with this design have an extremely wide range of applications between
5-speeds and 8-speeds. They differ only in the number of clutches and brakes required to implement the respective number of gears.

s585_044

Single Planetary Gear Set Double Planetary Gear Set

(Ravigneaux)

Lepellitier Planetary Gear Set

10
Transmission Design
The Single Planetary Gear Set

Engine torque passes from the torque converter to the transmission input shaft. From there it passes to the planetary gear carrier PT1. The sun gear S1 is
permanently connected to the ATF oil pump. This means it cannot rotate freely. The planetary gear set PT1 has five planetary gears for transmission to the
annulus H1. The single planetary gear set is integrated into the transmission using the clutches K1, K3 and K4 as well as the brake B1.

Brake B1 Annulus H1
Planetary Gear Carrier PT1

Input Shaft
s585_045

Sun Gear S1

Clutch K4
Clutch K3 Clutch K1
s585_022

11
Transmission Design
The Double Planetary Gear Set (Ravigneaux)

The clutches K1, K3 and K4 on the single planetary gear set and the clutch
K2 on the Ravigneaux planetary gear set transmit the engine torque to this
double planetary gear set. This happens either: Brake B2

• From the transmission input shaft via the single planetary gear set Output to Annulus H2
described above to the sun gears S2 or S3 Differential
Planetary Gear Carrier
• Or via the clutch K2 directly from the transmission input shaft to the PT2
planetary gear carrier PT2.

Connection K3 and
K4 with Sun Gear S2

Input Shaft

Connection K1 with
Sun Gear S3
s585_047

The two sun gears S2 and S3 can rotate at different speeds. On the
planetary gear carrier there are three planetary gears of different lengths
P2a and P3a. Intermediate Shaft
(Turbine Shaft)
Sun Gear S2
The short planetary gears P2a engage in the sun gear S2 and the annulus
Sun Gear S3 Clutch K2
H2 and the long planetary gears P3a engage in the annulus H2 and via inner s585_023

planetary gears P3b on the sun gear S3. The double planetary gear set is
integrated using the K2 clutch, the B2 brake and the freewheel.

12
Transmission Design
The Brakes
Brake B1

Brake B1 is a band brake. It is connected to the transmission housing and

is operated hydraulically using a control piston in the valve body. Brake B1
is controlled using the Automatic Transmission Pressure Regulating Valve 2
Brake B1 N216. The return movement is performed using a spring.

s585_027

Brake B2

PT1 S2 S3 s585_029
B1 H1

Brake B2
s585_030
Brake B2 is designed as a multi-disc brake that is connected to the
PT2
transmission housing. B2

When the Solenoid Valve 1 N88 is energized, the hydraulic oil pressure
compresses the brake disks.

The planetary gear carrier PT2 is held.

s585_028

13
Transmission Design
The Clutches
The clutches K1, K2, K3 and K4

The electric solenoid valves inside the valve body route fluid to open or close the clutches. The clutches perform the following functions when closed:

• Clutch K1 connects the annulus H1 with the sun gear S3.

• Clutch K2 connects turbine shaft to the planetary gear carrier PT2.
• Clutch K3 connects the annulus H1 with the sun gear S2.
• Clutch K4 connects the planetary gear carrier PT1 to the sun gear S2.

s585_031

Clutch K2
Clutch K4 Clutch K3 Clutch K1

14
s585_049 s585_048 s585_033
s585_034
Transmission Design
Parking Lock s585_050

In order to protect the parking lock against unnecessary mechanical wear, a

new design is used to prevent misuse of the parking lock.

The parking lock serves exclusively to secure the vehicle against rolling away
and is only allowed to be engaged when the vehicle is stationary.

However, if the driver attempts to engage the parking lock when the vehicle
is rolling in order to bring the vehicle to a standstill, a warning will appear in
the instrument cluster. There are two warning levels.

Warning Level 1

An acoustic warning tone of priority level 2 sounds. The display of the dash
panel insert shows a warning message for six seconds. Only engage P
when stationary!
Wear of the
parking lock!
s585_052

Warning Level 2

An acoustic warning tone of priority level 1 sounds. The display of the

dash panel insert shows the adjacent warning message for six seconds. In
addition, the central warning lamp lights up red. The display of this warning Parking lock damaged
level repeats itself with each engine start. by misuse.
Use handbrake.
Warning level 2 cannot be reset. The transmission must be replaced. Workshop!

s585_053

15
Valve Body
The Valve Body at a Glance
The valve body is attached to bottom of the transmission. The clutches and brakes of the transmission are actuated by means of hydraulic valves, called shift
valves, inside the valve body. The shift valves are controlled by electrically operated solenoid valves, which in turn are controlled by the Transmission Control
Module J217. In addition to the shift valves, the valve body controls the various pressures in the transmission, such as main pressures, control pressures, torque
converter clutch pressure and lubricating pressure.

To provide the required oil pressure during start-stop operation, Transmission Fluid Auxiliary Hydraulic Pump 1 V475 is installed in the valve body.

The valve body contains the following components:

• The mechanically operated selector slide valve

• Two electrically controlled solenoid valves (3/2-way valves)
• Six electric pressure regulating valves with increasing characteristic curve (pressure increases with increasing control current)
• One electric pressure regulating valve with decreasing characteristic (pressure decreases with increasing control current)
• The Transmission Fluid Temperature Sensor G93
• The electric Transmission Fluid Auxiliary Hydraulic Pump 1 V475

16
Valve Body

Automatic Transmission Pressure Regulating Valve 1 N215

(falling characteristic) Solenoid Valve 2 N89 (solenoid valve)
Transmission Fluid Temperature Sensor G93

Solenoid Valve 1 N88 (solenoid valve) Transmission Fluid Auxiliary

Hydraulic Pump 1 V475
Selector Slide

Automatic Transmission
Pressure Regulating Valve
8 N510
(rising characteristic)

Automatic Transmission
Pressure Regulating Valve 6
N371
(rising characteristic)

s585_019

Automatic Transmission Pressure Automatic Transmission Pressure Automatic Transmission Pressure Automatic Transmission Pressure
Regulating Valve 3 N217 Regulating Valve 4 N218 Regulating Valve 2 N216 Regulating Valve 5 N233
(rising characteristic) (rising characteristic) (rising characteristic) (rising characteristic)

17
Valve Body
Solenoid Application
Gears P R N 1 2 3 4 5 6 7 8

Solenoid Valves

Solenoid Valve 1 N88 - - - X - - - - - - -

Solenoid Valve 2 N89 - - - - X X - - - - -

Automatic Transmission Pressure The pressure regulating valve 1 modulates the main oil pressure
Regulating Valve 1 N215 of the transmissiondepending on of the accelerator pedal value.
Automatic Transmission Pressure
- - - - X - - - - - X
Regulating Valve 2 N216
Automatic Transmission Pressure
- - - X X X X X - - -
Regulating Valve 3 N217
Automatic Transmission Pressure
- - - - - - - X X X X
Regulating Valve 4 N218
Automatic Transmission Pressure
- X - - - X - - - X -
Regulating Valve 5 N233
Automatic Transmission Pressure
- - - - - - X - X - -
Regulating Valve 6 N371
Automatic Transmission Pressure The pressure regulating valve 8 modulates the oil pressure for the
Regulating Valve 8 N510 torque converter lock-up clutch depending on the shift strategy.

- = Valve switched off, clutch open, brake not applied

X = Valve switch on, clutch closed, brake applied
X* = Only closed in Tiptronic mode in 1st in certain driving situations to use the engine braking effect

18
Valve Body
Clutch/Brake Application

Gears P R N 1 2 3 4 5 6 7 8

Clutches

Clutch K1 - - - X X X X X - - -

Clutch K2 - - - - - - - X X X X

Clutch K3 - X - - - X - - - X -

Clutch K4 - - - - - - X - X - -

Brakes/freewheel

Brake B1 - - - - X - - - - - X

Brake B2 - X - X* - - - - -

Gliding - - - X - - - - - - -

- = Valve switched off, clutch open, brake not applied

X = Valve switch on, clutch closed, brake applied
X* = Only closed in Tiptronic mode in 1st in certain driving situations to use the engine braking effect

19
Oil Supply
The ATF Oil Pump
For vehicles with internal combustion engines, the mechanical ATF (Automatic Transmission Fluid) pump is responsible for the supply of hydraulic oil to the
transmission during normal driving. It draws the ATF oil from the oil sump, builds up the oil pressure and supplies the valve body with the hydraulic fluid required
for the gear changes.

s585_054

The ATF oil pump is an internal geared wheel pump (duocentric oil pump).
It is driven directly by the engine through the converter housing by the
converter hub. Here, the drive lugs of the pinion of the ATF oil pump engage
in two grooves on the converter hub.
s585_012

20
Oil Supply
Transmission Fluid Auxiliary Hydraulic Pump 1 V475
The electric oil pump is required for vehicles with start-stop system. It maintains the oil pressure in the transmission when the engine is stopped. The
transmission can use pressure to apply clutches, allowing the vehicle to move immediately. After the engine has started again and the mechanical oil pump has
built up the required oil pressure, the Transmission Fluid Auxiliary Hydraulic Pump 1 V475 is turned off.

s585_020

s585_021

21
 Transmission Management
Sensors System Overview Actuators

Shift Lock
Solenoid N110
Back-Up Switch F41
Selector Lever
Transmission Park
Park Position
Selector Switch F305
Solenoid N380
Selector Lever Park
Position Lock Switch Vehicle Electrical System
F319 Control Module J519
Engine/Motor
Transmission
Multifunction Control Module
Range Display Y6
Transmission J623
Range Switchh
F125
Selector Lever Sensor System
Tiptronic Switch
Control Module J587
F189 Steering Column Electronics
Control Module J527

Data Bus on Solenoid valve 1

Board Diagnostic and 2 N88, N89
Transmission Interface J533
Fluid Temperature
Sensor G93 Automatic
Transmission Control Transmission
Module J217 Pressure
Regulating
Valve1 - 6 &8
Transmission Input
N215, N216,
Speed Sensor 1
Instrument Cluster N217, N218,
G632
Control Module J285 N233, N371,
N510
Transmission Output
Speed Sensor G195 Transmission Fluid
Auxiliary Hydraulic
22 Pump 1 V475
Transmission Management
The Transmission Control Module J217
The J217 is located in the front left of the engine compartment.

It is connected to J533 Diagnostic Interface for the CAN Data-Bus through the powertrain CAN-bus. The J217 directly controls the solenoid valves in the valve
body using signals from the transmission sensors. A 52-pin plug connects the control module to the on-board electrical system and the transmission.

The VAS adapter cable 1598/48 is available for static and dynamic measurements on the system. The manufacturer of the control module is also AISIN AW Japan.
Update programming is possible using the VAS Scan Tool.

The Dynamic Shift Program DSP is integrated in the control module. This shift program evaluates the driving resistance (such as driving on hilly terrain), the route
profile (such as windy roads) and the driving style, along with other factors, to determine the transmission shift points.

s585_037

23
Transmission Management
Powerflow 1st Gear

The powerflow of the individual gears are shown in the following pages
using a highly simplified cross-section of the transmission. The illustration
of the valve body shows which solenoid valves are activated for the H1
respective gear.
H2 B2
PT 1 K1 P2
P3 PT2
Clutch K1 and Freewheel F S3

The transmission input shaft transmits the engine torque to the planetary
gear carrier PT1 of the single planetary gear set. The planetary gears P1 roll
around supported on the fixed sun gear S1 and drive the annulus H1.

Clutch K1 connects the planetary gear carrier H1 to the sun gear S3,
N88
transferring the torque to the double planetary gear set. The freewheel s585_003

locks the planetary gear carrier PT2.

From the sun gear S3, the torque is transferred to the planetary gears P3.
Supported by the planetary gear carrier PT2, the torque is transferred to the
annulus H2.
N217
Annulus H2 is connected to the transmission output shaft.

In certain driving situations, engine braking can be used by selecting 1st

gear in Tiptronic mode. Using engine braking in 1st gear is made possible
by closing the brake B2. Brake B2 locks the planetary gear carrier PT2 to
the freewheel. Unlike the freewheel F, however, the brake B2 holds the
planetary gear carrier PT2 in both directions of rotation.

24
Transmission Management
Clutch K1 and Brake B1 2nd Gear

As with the first gear, the engine torque is introduced into the double
planetary gear set by the annulus H1 of the single planetary gear set.
Clutch K1 connects the annulus H1 to the sun gear S3 for this purpose. B1 H1

Brake B1 locks the sun gear S2. From the sun gear S3, the torque is H2 B2
transferred to the planetary gears P3. Planetary gears P2 roll around the K1
PT 1 P2
sun gear S2 and, together with the planetary gears P3, drive annulus H2. P3 PT2

S3

N88 s585_004

N217 N216

25
Transmission Management
Clutches K1 and K3 3rd Gear

As before, the clutch K1 connects the annulus H1 to the sun gear S3.
K3
Clutch K3 additionally connects the annulus H2 to the large sun gear S2. H1

Planetary gears P2 and P3 are locked by K1 and K3. Planetary gear carrier H2 B2
PT2 now rotates together with the sun gears S2 and S3. K1
PT 1 P2
P3 PT2
The torque is transmitted through the planetary gear carrier PT2 to the
S2 S3
annulus H2.

N89 s585_005

N217 N233

26
Transmission Management
Clutches K1 and K4 4th Gear

Once again, the clutch K3 connects the annulus H1 to the sun gear S3 and
transfers the torque to the double planetary gear set.
K4 H1
Clutch K4 connects the planetary gear carrier PT1 to the sun gear S2 and
also transfers the torque to the double planetary gear set, although with H2 B2
different input speeds. K1
PT 1 P2
P3 PT2
Sun gear S3 is driven more slowly than the sun gear S2. Planetary gears
S2 S3
P2/P3 roll around the faster-rotating sun gear S2 and drive the annulus
H2.

N89 s585_006

N217 N371

27
Transmission Management
Clutches K1 and K2 5th Gear

Clutch K1 connects the annulus H1 to the sun gear S3 and transfers the
torque to the double planetary gear set. The clutch K2 connects the
turbine shaft to the planetary gear carrier PT2 and transfers the torque to
the double planetary gear set.
H2 K2
Together with the planetary gear carrier PT2, planetary gears P2 and P3 PT 1 K1 P2
drive the annulus H2. P3 PT2

S2 S3

s585_007

N217
N218

N218

28
Transmission Management
Clutches K2 and K4 6th Gear

The turbine shaft drives the planetary gear carrier PT1 of the single
planetary gear set and the outer disc carrier of the clutch K2. The clutch
K4 connects the planetary gear carrier PT1 to the sun gear S2, transferring K4 H1
the torque to the double planetary gear set.
H2 K2
The clutch K2 connects the turbine shaft to the planetary gear carrier PT2
PT 1 P2
and transfers the torque to the double planetary gear set. P3 PT2

S2 S3
Sun gear S2 transfers the torque to the planetary gears P2. The torque is
transferred to the planetary gears P3 through the planetary gear carrier
PT2. Together with the planetary gears P2, the planetary gears P3 drive
the annulus H2.

s585_008

N371
N218

29
Transmission Management
Clutches K2 and K3 7th Gear

The turbine shaft drives the planetary gear carrier PT1 of the single
planetary gear set and the outer disc carrier of the clutch K2. Planetary K3
gear carrier PT1 drives the planetary gears P1, which roll around the fixed H1
sun gear S1 and drive the annulus H1.
H2 K2
Clutch K3 connects the annulus H1 to the sun gear S2, transferring the PT 1 P2
torque to the double planetary gear set. P3 PT2

S2
The clutch K2 connects the turbine shaft to the planetary gear carrier PT2,
transferring the torque to the double planetary gear set. The planetary
gears P2, which are jointly driven by sun gear S2 and planetary gear
carrier PT2, drive the annulus H2 along with the permanently connected
outer planetary gears P3.

s585_009

N218 N233

30
Transmission Management
Clutches K2 and Brake B1 8th Gear

Brake B1 locks the sun gear S2. Clutch K2 connects the turbine shaft
to the planetary gear carrier PT2 of the double planetary gear set,
transferring the torque to the double planetary gear set. B1 H1

The long planetary gears P3 roll around the stationary sun gear S2 and, H2 K2
together with the planetary gears P2, drive the annulus H2. The clutches PT 1 P2
K1 and K3 are open. P3 PT2

S2
The single planetary gear set is not part of the power flow.

s585_010

N218 N216

31
Transmission Management
Clutches K3 and Brake B2 Reverse Gear

The turbine shaft drives the planetary gear carrier PT1 of the single planetary
gear set. The planetary gear carrier PT1 drives the planetary gears P1, which K3
roll around the fixed sun gear S1. The annulus H1 is driven. H1
B2

Clutch K3 connects the annulus H1 to the sun gear S2, transferring the H2
torque to the double planetary gear set. P2
PT 1
P3 PT2
In the double planetary gear set, brake B2 locks the planetary gear carrier
S2
PT2. From the sun gear S2, the torque is transferred to the planetary gears
P2 and P3.

Supported by the planetary gear carrier PT2, the torque is transferred to the
annulus H2, which is connected to the output shaft. Annulus H2 is driven
against the direction of engine rotation.
N510 585_011

N233

32
Service
Special Tools

Designation Tool Use

T10173 To set the multifunction switch

Setting gauge

s585_040

33
Knowledge Assessment

An on-line Knowledge Assessment (exam) is available for this Self-Study Program. The Knowledge Assessment may or may not be required for
Certification.

You can find this Knowledge Assessment at: www.vwwebsource.com

For Assistance, please call: Volkswagen Academy, Certification Program Headquarters 1-877-791-4838 (8:00 a.m. to 8:00 p.m. EST)

Or, E-mail: [email protected]

34
Volkswagen Group of America
2200 Ferdinand Porsche Drive
Herndon, VA 20171
2019