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.
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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.
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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

Filling quantity gear oil

7.65 liters (8.0 qt) at a change interval of 200,000 km (125,000 miles) - always check maintenance
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

Selector Mechanism

Emergency Release

Connector A to the
Vehicle Wiring Harness
for the Transmission
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Selector Housing
Selector Lever Cable

4

Selector Lever
How the Selector Lever Module Works
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.

Selector Lever Cable

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
Electrical functions

Shaft to Selector Slide

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• Ignition key lock
• Control of the display unit for selector lever position
• Tiptronic function
• Selector lever lock (P/N lock)

Additional Electrical Elements of the Switching
Operation
Multifunction Switch
The multifunction switch is connected to the selector mechanism with a
cable.
In the multifunction switch, the mechanical movement of the cable
is converted into electrical signals by the selector lever position and
transmitted to the Transmission Control Module (TCM).

5

Selector Lever Park Position Lock Switch F319
The switch is operated by the selector lever in the “P” position. It then sends a
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.
Shift Lever Gate Recognition Switch F257
The switch recognizes the position of the selector lever and driver demand. The
signal is compared with the multifunction switch and checked for plausibility.
Tiptronic Switch F189
The switch detects the Tiptronic gate as well as “Tip +” and “Tip -.” An analog
signal is sent to the TCM.

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
latch in the selector mechanism as soon as the selector lever is brought into
position P. This movement of the locking lever is supported by an internal
spring.

N110 is activated if the selector lever is in Neutral. The solenoid then pushes
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
it to drop down and release the selector lever again.

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

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6

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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
backwards and press the selector lever lock button at the same time.

Locking
Lever

Selector
Mechanism

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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.
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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

Intermediate Shaft

• The ATF oil pump
• 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

8

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Sump

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 converter lock-up clutch. The torque converter of the four-wheel
drive versions have centrifugal pendulums to compensate for torsional
engine vibrations more efficiently.
During operation, the pendulum inertia causes them to oscillate in the
opposite direction to the engine oscillations, largely compensating for them.
The torque converter is connected to different engines using a plate with six
studs, which are permanently connected to the torque converter.

Torque
Converter
Lock-up Clutch
Turbine
Stud
Centrifugal
Pendulum
Absorbers

Pump
Impeller
Stator

Torsional Damper

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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.

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Single Planetary Gear Set
Lepellitier Planetary Gear Set

10

Double Planetary Gear Set
(Ravigneaux)

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
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Sun Gear S1

Clutch K4
Clutch K3

11

Clutch K1
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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:
• From the transmission input shaft via the single planetary gear set
described above to the sun gears S2 or S3

Brake B2
Output to
Differential

Annulus H2

• Or via the clutch K2 directly from the transmission input shaft to the
planetary gear carrier PT2.

Planetary Gear Carrier
PT2

Connection K3 and
K4 with Sun Gear S2

Input Shaft

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Connection K1 with
Sun Gear S3

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.
The short planetary gears P2a engage in the sun gear S2 and the annulus
H2 and the long planetary gears P3a engage in the annulus H2 and via inner
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

Intermediate Shaft
(Turbine Shaft)
Sun Gear S2
Sun Gear S3

Clutch K2

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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
N216. The return movement is performed using a spring.

Brake B1
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Brake B2

B1

PT1

S2
H1

S3

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

PT2
B2

When the Solenoid Valve 1 N88 is energized, the hydraulic oil pressure
compresses the brake disks.
The planetary gear carrier PT2 is held.
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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.

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Clutch K2
Clutch K4

Clutch K3

Clutch K1

14
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Transmission Design
Parking Lock

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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!

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
level repeats itself with each engine start.
Warning level 2 cannot be reset. The transmission must be replaced.

Parking lock damaged
by misuse.
Use handbrake.
Workshop!

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15