Service Training

Self Study Program 850123

The 7-speed Double-Clutch Transmission 0AM
Design and Function

Volkswagen Group of America, Inc.
Volkswagen Academy
Printed in U.S.A.
Printed 08/2012
Course Number 850123

©2012 Volkswagen Group of America, Inc.
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 and other intellectual
property rights of Volkswagen Group of America, Inc., its
affiliated companies and its licensors. All rights are reserved
to make changes at any time without notice. No part of this
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All requests for permission to copy and redistribute
information should be referred to Volkswagen Group of
America, Inc.
Always check Technical Bulletins and the latest electronic
repair information for information that may supersede any
information included in this booklet.
Trademarks: All brand names and product names used in
this manual are trade names, service marks, trademarks,
or registered trademarks; and are the property of their
respective owners.

Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Transmission Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Mechatronic Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Electrohydraulic Control Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Oil Circuit – Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Transmission Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Knowledge Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

Note

This Self-Study Program provides information
regarding the design and function of new
models.
This Self-Study Program is not a Repair Manual.

Important!

This information will not be updated.
For maintenance and repair procedures,
always refer to the latest electronic
service information.

iii

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Introduction
The New 7-Speed Double-Clutch Transmission from Volkswagen
The 7-speed double-clutch transmission 0AM is based on the 02E DSG transmission. It offers the same comfort
and shifting characteristics of the 02E DSG. It has been designed for engines with a torque of up to 184 lb/ft
(250 Nm) of torque.
The DSG transmission economy is on a par with manual transmission vehicles. The DSG transmission has
succeeded in reducing fuel consumption below that of manual transmissions using technical innovations. This
reduction in fuel consumption makes a significant contribution towards lowering emissions.
In this SSP, you will learn how the new 0AM double-clutch transmission functions and the technical highlights
that help to reduce fuel consumption.
We hope you enjoy reading it.

Application in the Jetta Hybrid
Although Volkswagen has used this transmission in vehicles for many years, the first application for the North
American market is the 2013 Jetta Hybrid. Some aspects of this SSP are different for hybrid applications, and this
SSP does not cover those differences.
Please refer to ElsaWeb for the specific changes for use in the Jetta Hybrid.

1

Introduction

The new 0AM DSG is the:
• First transverse 7-speed transmission
• First double-clutch transmission with dry double clutch

Mechatronic Unit

S390_060

Double Clutch

The dry double clutch has an extensive impact on the entire transmission concept. In comparison with the directshift transmission 02E, efficiency has been considerably improved. This improved efficiency makes a significant
contribution towards lowering consumption and emissions.

2

Introduction
Design Features
• Modular design of the transmission: The clutch, mechatronic unit and transmission each form one unit
• Dry double clutch
• Separate oil circuit, mechatronic unit and mechanical transmission, with lifetime fillings
• Seven speeds on four shafts
• No oil/water heat exchanger

Mechatronic Unit

Double Clutch

S390_003

Technical Data

Designation

0AM

Weight

Approx. 154 lb (70 kg) including clutch

Torque

184 ft lbs (250 Nm)

Gears

Seven Forward Speeds, One Reverse =Ggear

Spread

8.1

Operating Mode

Automatic and Tiptronic Modes

Transmission Fluid Volume

1.7L - G 052 171

Mechatronic Unit Fluid Volume

1.0L Central Hydraulic/Power Steering Box Fluid G 004 000

3

Selector Lever
Actuation
The selector lever is the same as in normal
automatic transmission vehicles. The double-clutch
transmission also offers the option of shifting using
Tiptronic.

Release Button

As with automatic transmission vehicles, the selector
lever has with a selector lever lock and an ignition key
withdrawal lock.
The selector lever positions are:
P - Park
To move the selector lever from this position, the
ignition must be ON and the foot brake must be
depressed. The release button on the selector lever
must also be pressed.
R - Reverse Gear
The release button must be pressed to engage this
gear.
N - Neutral Position
In this position, the transmission is in neutral. If the
selector lever is set to this position for a long time,
the foot brake must be depressed again to move it
from this position.
D - Drive Position
In this drive position, the forward gears are shifted
automatically.
S - Sport
Automatic gear selection is carried out according to
a "sporty" characteristic curve, which is stored in the
control module.

4

S390_005

Selector Lever
Design of the Selector Lever
E313 Selector Lever

F319 Selector Lever Park Position Lock Switch

Hall sensors in the selector lever register the selector
lever position and make this information available to
the mechatronic unit via the CAN bus.

If the selector lever is in the "P" position, the signal is
sent to the J527 Steering Column Electronics Control
Module. The control module requires this signal to
control the ignition key withdrawal lock.

N110 Shift Lock Solenoid
The solenoid locks the selector lever in the "P" and
"N" positions. The solenoid is controlled by the J587
Selector Lever Sensor System Control Module.

Locking Pin Latch "P"

F319

E313

Locking Pin Latch "N"

N110

S390_007

Hall Senders for Detecting
the Selector Lever Position

5

Selector Lever
N110 Shift Lock Solenoid
How It Works:

N110

Compression
Spring

Selector Lever Locked in "P" Position
If the selector lever is set to "P", the locking pin is
located in locking pin latch "P". This prevents the
locking lever from being moved unintentionally.

Locking Pin
Latch for "P"

Locking Pin
S390_008

Selector Lever Released:
After switching on the ignition and actuating the
foot brake, the J587 Selector Lever Sensor System
Control Module supply the N110 Shift Lock Solenoid
with current. As a result of this, the locking pin is
withdrawn from the locking pin latch "P".
The selector lever can now be moved to the drive
position.

S390_009

Selector Lever Locked in "N" Position
If the selector lever is set to the "N" position for
longer than 2 sec., the control unit supplies the
solenoid with current. As a result of this, the locking
pin is pressed into locking pin latch "N". The selector
lever can no longer be unintentionally moved into a
gear. The locking pin is released when the brake is
actuated.

Locking Pin
Latch for "N"

S390_010

6

Selector Lever

Emergency Release
If the voltage supply to the N110 Shift Lock Solenoid
fails, the selector lever cannot be moved because
selector lever lock "P" remains activated in the event
of a power failure.
By mechanically "pressing in" the locking pin with
a narrow object, the lock can be released and the
selector lever can be "emergency released" to the "N"
position.
The vehicle can be moved again.
S390_011

7

Selector Lever
Ignition Switch Key Lock Solenoid
The ignition key withdrawal lock prevents the ignition
key from being turned back to the removal position if
the parking lock is not engaged.
N376

It functions electromechanically and is controlled
by the J527 Steering Column Electronics Control
Module.
The J527 detects the open switch. The N376
Ignition Switch Key Lock Solenoid is not supplied
with current. The compression spring in the solenoid
pushes the locking pin into the release position.
S390_012

How It Works:
With the selector lever in park position the ignition is switched off. If the selector lever is set to the park position,
the F319 Selector Lever Park Position Lock Switch is opened.

Retaining Lug
Compression Spring

"Ignition Off"
Locking Pin
S390_013

8

Selector Lever
How It Works:
Selector lever in drive position the ignition is
switched on.

In the locked position, the locking pin prevents the
ignition key from being turned back and withdrawn.

If the selector lever is set to the drive position, the
F319 Selector Lever Park Position Lock Switch is
closed.

Only when the selector lever is pushed into the park
position does the selector lever locked in position
"P" switch open and the control unit switches off the
current supply to the solenoid.

The steering column electronics control unit then
supplies the N376 Ignition Switch Key Lock Solenoid
with current.

The locking pin is then pressed back by the
compression spring. The ignition key can be turned
further and can be removed.

The locking pin is pushed into the locked position
because the solenoid overcomes the force of the
compression spring.

"Ignition On"

N376

S390_014

9

Transmission Design
Basic Principle
Gears 1, 3, 5 and 7 are shifted via clutch K1 via gear
train half 1 and output shaft 1. Gears 2, 4, 6 and
reverse gear are actuated via clutch K2 and gear train
half 2 and output shafts 2 and 3.

In principle, the double-clutch transmission consists
of two independent halves.
In terms of function, each half is designed as a
manual transmission. A clutch is assigned to each
half.

One gear train half is always connected. The next
gear can already be shifted in the other gear train
half, because the clutch for this gear is still open.

The two clutches are dry clutches. They are opened
and closed and controlled by the mechatronic unit
depending on the gear to be shifted.

A conventional, manual transmission synchronizer
and shift unit is assigned to each gear.

Basic Schematic
Gear Train Half 2

Output Shaft 3

Output Shaft 2

Drive Shaft 2

R
6

4

2

K2
K1

7

5

3

Engine Torque

1

Drive Shaft 1

Output Shaft 1
Gear Train Half 1
S290_015

10

Transmission Design
Torque Input
Torque is transferred from the dual-mass flywheel, which is secured to the crankshaft, to the double clutch. The
dual-mass flywheel is equipped with inner teeth that engage in the outer teeth on the double clutch carrier ring.
From there, the torque is transmitted to the double clutch.

Carrier Ring

Drive Shafts 1 and 2

Outer Teeth

Inner Teeth

Double Clutch

Dual-Mass Flywheel
S390_064

11

Transmission Design
Double Clutch and Torque Curve
The double clutch is located in the bell housing. It consists of two conventional clutches, which combined form a
double clutch. During the remainder of this SSP, the clutches are referred to as K1 and K2.
Clutch K1 transfers the torque to drive shaft 1 via splines. From drive shaft 1, the torque for gears 1 and 3 is
transferred to output shaft 1, and the torque for gears 5 and 7 is transferred to output shaft 2.
Clutch K2 transfers the torque to drive shaft 2 via splines. It transfers the torque for gears 2 and 4 to output shaft
1 and the torque for 6th gear and reverse gear to output shaft 2. Using the reverse gear intermediate gear R1,
the torque is then passed on to reverse gear R2 on output shaft 3.
All three output shafts are connected to the differential final drive gear.

Dual-Mass Flywheel
Clutch K2
Output Shaft 3
Clutch K1
Output Shaft 2

Drive Shaft 1

Drive Shaft 2
Output Shaft 1

Final Drive Gear
1 … 7 = 1st to 7th gears
R1 = reverse gear intermediate gear
R2 = reverse gear

12

Differential

S390_016

Transmission Design
Double Clutch Drive Plate
From the carrier ring, the torque is transferred to the drive plate in the double clutch. For this to take place, the
carrier ring and drive plate are joined firmly together. The drive plate is mounted on drive shaft 2 as an idler gear.

How It Works:
Carrier Ring

If one of the two clutches is actuated, the torque
is transferred from the drive plate onto the relevant
clutch plate and onwards onto the corresponding
drive shaft.
Carrier Ring

S390_065

Drive Plate

Drive Shafts 1 and 2

Dual-Mass Flywheel

S390_067

Clutch K2

Clutch K1

13

Transmission Design
Clutches
Two independent, dry clutches operate in the double clutch. They each transfer the torque to one gear train half.
Two clutch positions are possible:
• When the vehicle is stopped and idling, both clutches are open.
• During vehicle operation, only one of the two clutches is ever closed.
Clutch K1
Clutch K1 conducts the torque for gears 1, 3, 5 and 7 to drive shaft 1.

Clutch K1 Not Actuated

Drive Shaft 1

S390_017

14

Transmission Design
How It Works:
To actuate the clutch, the engaging lever presses the engagement bearing onto the diaphragm spring. At several
contact points, this compression movement is transformed into a tension movement.
As a result, the pressure plate is pulled onto the clutch plate and the drive plate. The torque is then transferred to
the drive shaft.
The engaging lever is actuated via N435 Sub-Transmission 1 Valve 3 by the hydraulic clutch actuator for K1.

Diaphragm Spring

Clutch K1 Actuated

Engagement
Bearing

Pressure Plate

S390_066

Drive Plate

Diaphragm
Spring

Clutch Plate

Engaging Lever
S390_087

15