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Alfa Romeo MiTo

1. i ei 96 SYSTEM FAILURE AND SERVICE INTERVENTIONS 97 E EEN 98 ex MESE D SEN 100 a 101 5 Alfa TCT _6 Alfa Introduction The concept of the Alfa TCT transmission system develops the objective of previous MTA Mechanical Transmission Automatized versions i e to improve manual mechanical transmission component performance With this system the driver does not need to press the clutch pedal or operate the gear shift command but driving pleasure deriving from the possibility of directly controlling the transmission is still guaranteed Driving safety is also improved by direct control which prevents driver errors and the incorrect control of the transmission system allowing the driver a more advanced interface with the vehicle Fig 1 Furthermore and here is the innovation the TCT provides the same advantages in terms of consumption of an MTA Fig 2 horizontal axis and the same driving comfort Fig 2 vertical axis of an automatic gearbox With respect to a normal gearbox motion is transmitted from the engine to the gearbox through two clutch plates This allows to reduce consumption and increase driving comfort The system basically consists of a mechanical transmission with two dry clutch plates
2. ve ws pen Ee 20 CROSS ease EE 21 EVEN GEAREGSC ili ee ee eae ae 22 ODD CESR EE 23 UPPER LAY cin all NN NEEE 25 EEN 26 LOWER LAYSHAFT m 27 CEA OU E WEE 28 GEAR ENGAGEMENT RODS 50 1 1 0422222 2 30 DIPFERENTIA ER E E 31 ELECTROHYDRAULIC KIT COMPONENTS 5 2 32 EE KEE 33 COMPLETE ACTUATION Hein IRCH 34 35 Ao ee LS EB dh MEN 35 GEAR ENGAGEMENT 36 FUNCTIONAL HYDRAULIC 22540 ettet 37 INTEGRATED SENSOR MODULE 39 SHIFTER POSITION SENSOR rio 41 CI L UTCH POSIT ON O 82 EE 41 PRESSURESENSOR EE 42 PROPORTIONAL FLOW SOLENOID VALVE 00 0 000009900 eae esse emere ess 43 PROPORTIONAL PRESSURE SOL
3. gearbox may be automatically managed in AUTO mode There are two Alfa TCT transmission operating modes e SEMI AUTOMATIC MODE MANUAL the driver manages gears shifts using the lever located on the tunnel e AUTOMATIC MODE AUTO the electronic system manages the decision to shift gears General diagram with the main components of the Alfa TCT transmission Fig 3 Application on Alfa Romeo Mito _8 Alfa Fig 4 Future application on Alfa Romeo Giulietta The power assistance system consists of an electrohydraulic unit 1 mounted directly on the gearbox casing which manages the following movements by means of two actuators e gear selection and engagement movement e Clutch opening closing control The electrohydraulic unit is controlled by five solenoid valves which receive the required hydraulic power from an electric pump and accumulator By identifying the driver s requests according to the position of the lever 3 an electronic control unit TCU 2 autonomously manages gear shifts by directly controlling clutches gearbox and engine torque while shifting the engine control is interlocked to gearbox control The synergy between gearbox and engine considerably improves system performance and saves the driver from any need to synchronise clutch accelerator movements while shifting Gears may be shifted with the accelerator pressed The system inhibits incorrect gear shift requests and p
4. 105 Alfa TCT DTC Description Probable Cause C1309 Rear right valve Check engine control unit diagnosis C130A Battery voltage C130C Faulty control unit Faulty wiring Wiring insulation Faulty control unit C130D End of line configuration error oystem configuration error Not configured control unit code C130E No end of line configuration oystem configuration error Not configured control unit code C130F ASX chassis and ADX wheel accelerometer Sensor power C130F Dynamic control selector C1311 Engine Casing BSM Faulty wiring Wiring insulation Faulty control unit Faulty manual operation selector Faulty wiring Wiring insulation Faulty control unit Faulty CAN line wiring Errors are present in specified control unit or sensors Wiring insulation Faulty control unit C1312 EPS Faulty CAN line wiring NENNEN Errors are present in specified control unit or sensors Wiring insulation LES control unit C1313 ECM Faulty CAN line wiring Errors are present in specified control unit or sensors Wiring insulation Faulty control unit C1314 WHEEL speed signal from BSM Faulty CAN line wiring Errors are present in specified control unit or sensors C1315 Steering angle sensor ESP Sensors Faulty control unit C1316 YRS Faulty CAN line wiring Errors are present in specified control unit or sensors Wiring insulation Faulty control unit id SSS 106 Alfa TCT
5. 77 _4 Alfa TCT VEHICLE STATIONARY ENGINE RUNNING GEAR ENGAGED TYPICALLY 1ST OpRbRi 77 VEHICLE STATIONARY ENGINE RUNNING GEAR ENGAGED TYPICALLY 1ST 78 VEHICLE STATIONARY ENGINE RUNNING GEAR ENGAGED TYPICALLY 1ST OR R 78 VEHICLE STATIONARY ENGINE RUNNING GEARBOX IN NEUTRAL LEVER IN AT P KEY OFF PROCEDURE 78 MANUALLY RELEASING THE LEVER 72 21 01 79 SUMMARY OF MESSAGES SENT BY TCT TO INSTRUMENT 80 SPEGIPICA TION LN 81 ER Te EE 91 EE 81 FLUIDS lt 81 GEARBOX CONTROL UNG REN 82 I e 92 et ee CA Rn EE 84 WIRING DIAGRAM 2 86 SPECIAL TOOLS li a 90 LIST OF FAG RON Nd LEE 91 Ew 94 DYNAMIC SUSPENSION DS E 94 OPERATING STRATEGIES deis m van uds 95
6. Alfa Romeo MiTo Alfa TCT Automatic Transmission B Alfa TCT 2010 Fiat Group Automobiles S p A All rights reserved Disclosure and copy of all or part of this training material by any means is prohibited Fiat Group Automobiles S p A is not specifically liable for involuntary errors or omissions in this material The information contained herein is subject to continuous updating Fiat Group Automobiles S p A is not responsible for consequences arising from use of out of date information This publication is for training purposes only Refer to the service manual and service information of the concerned vehicle model for up to date comprehensive technical information for service purposes ER Alfa TCT INTRODUCTION HEEN 7 OPERATION OVERVIEW ENNEN 8 ALFA TCT TRANSMISSION 65 2 10 GEARBOX STRUCTURE m 12 ALFA TCT OPERATING PRINCIPLES MECHANICAL PART 16 ee ee 17 FLYWHEEL ASSEMBLY EXPLODED VIEW 8 18 CETO ONTT EEN 19 FUNCTIONAL 5 88888888888 19 TRAVELLING IN 1ST GEAR EE 20 2ND SPEED
7. DTC Description Probable Cause ASX wheel and ADX chassis accelerometer power C CAN line error Errors are present in specified control unit or sensors Wiring insulation Faulty control unit Faulty CAN line wiring Errors are present in specified control unit or sensors Wiring insulation Faulty control unit Errors are present in specified control unit or sensors Faulty control unit Faulty CAN line wiring Errors are present in specified control unit or sensors Faulty control unit Faulty CAN line wiring Errors are present in specified control unit or sensors Wiring insulation Faulty control unit Faulty CAN line wiring Errors are present in specified control unit or sensors Faulty control unit ii Faulty CAN line wirino 107 Alfa TCT Active diagnosis The active diagnosis for the system are Rear right valve Rear left valve Front right valve Front left valve Valvola posteriore DX Active diagnosis help Active diagnosis Rear right valve Check solenoid valve operation Rear left valve Check solenoid valve operation Front right valve Check solenoid valve operation Front left valve Check solenoid valve operation 108 Alfa TCT EE Configuration The system configurations are Accelerometer calibration Calibrazione accelerometri The respective error message will appear if errors are present in memory at the end of the procedure
8. N H W ILI Ll ET L Re LZ TS he Fig 46 1 Hydraulic labyrinth on the valve seat housing 2 Connections between valve seats and labyrinth ducts 3 Functional separation plate 35 Alfa TCT Fig 47 1 Connection between labyrinth ducts gear engagement actuators 2 Gear engagement actuators Gear engagement piston 5 4 Fig 48 1 Snap centring stop 2 Piston chamber plug 3 Steel cam 4 Seals 5 Magnetic target 36 Alfa TCT Functional hydraulic diagram PPV K2 shifter m AR AE ak 2 Fig 49 K1 CSC odd gear clutch K1 K2 CSC even gear clutch K2 U I Hydraulic power unit M delivery S exhaust A1 1st and 3rd gear engagement actuator A2 6th and 7th gear engagement actuator A3 2nd and 4th engagement actuator A4 5th and reverse gear engagement actuator The electrohydraulic kit solenoid valves are of the proportional type There are no on off type solenoid valves Clutch K1 is normally closed The clutch K1 CSC is controlled by flow proportional solenoid valve QPV K1 Clutch K1 is controlled by means of oil flow Clutch K2 is normally open The clutch K2 CSC is controlled by pressure proportional solenoid valve PPV K2 Clutch K2 is thus controlled by means of action on the oil pressure towards the actuator As shown in the mechanical description the main s
9. displayed gear signal transmitted by the transmission be temporarily linked to the requested gear variable target gear in TCU instead of the gear actually engaged current gear D N A logic engagement release will be managed as normal regardless of whether S amp S is on or not Gearshifting with the vehicle moving Gearshifting in manual mode lever at Tip Each shift up request is made by tipping the lever to the position UP position or pressing the steering wheel paddle lever in TIP position Requests are only accepted if shifting is over and engine rpm are sufficient to prevent engine stalling If the request is accepted by the system the new current gear will appear on the display which the gear shift is over NOTE 1 the system displays the actually engaged gear on the display and not the gear requested by the user If the request is not accepted by the system The gear engaged before the request will remain on the display and a buzzer will sound for approximately 500 ms Similarly the driver may request shift downs by tipping the lever to DOWN or pressing the paddle on the steering wheel the lever is at Tip In this case the system will only accept the request if the engine rpm after shifting does not exceed the maximum rotation speed permitted for the engine If the request is not accepted the system behaves as it does when the shift up request is not accepted Furthermore the system will aut
10. not used Start up counter 20 counter alignment 24 Parameter help Parameter CO unit Battery voltage to the sensor which measures the vertical body acceleration to the sensor which measures the vertical body acceleration to the sensor which measures the vertical body acceleration to the sensor which measures the vertical body acceleration to the sensor which measures the vertical body acceleration ACCELERATION LEFT RIGHT REAR ACCELEROMETER this refers to the sensor which measures the vertical body acceleration 5 BATTERY VOLTAGE it indicates the supply voltage to the control unit Battery voltage to the sensor which measures the vertical body acceleration 102 Alfa TCT Parameter He ACCELERATION LEFT RIGHT REAR ACCELEROMETER this refers to the sensor which measures the vertical body acceleration to the sensor which measures the vertical body acceleration to the sensor which measures the vertical body acceleration to the sensor which measures the vertical body acceleration to the sensor which measures the vertical body acceleration _ unit Battery voltage Displays of errors detected by ECU Example of error page Test Centraline Descrizione ECU Errori rilevati dalla Centralina C1306 Valvola anteriore SX Presente C1307 Valvola anteriore DX Presente C1308 Valvola posteriore SX Presente C1309 Valvola posteriore DX Presente Prim
11. odd gear clutch release rod main rear oil manifold flanged nut left differential shaft left differential shaft oil seal oil drain plug gearbox casing lower layshaft ring nut lower secondary rear bearing inner ring driven gear 1st speed roller cage 1st speed gear bushing 1st speed synchroniser ring 1st 3rd speed sleeve 3rd speed synchroniser ring 3rd speed driven gear 1st 3rd and 6th speed fork 3rd speed roller cage 3rd speed gear bushing 3rd speed thrust washer 6th speed spacer 6th speed sleeve 6th speed synchroniser ring 6th speed driven gear 6th speed roller cage lower secondary front bearing circlip lower secondary front bearing inner ring lower layshaft lower layshaft plug fixing screws upper secondary front bearing outer ring lower secondary front bearing outer ring primary front bearing outer ring plate support fixing screw and centring dowel inner outer main shaft seal primary front bearing inner ring outer main shaft front main shaft roller cage rear main shaft roller cage outer main shaft thrust washer inner main shaft front gasket clutch release rod bushing oth speed gear circlip inner main shaft axial cage oth speed driven gear 3rd speed driven gear inner main shaft main shaft rear bearing inner ring parking actuator upper layshaft rear bearing outer ring upper layshaft rear
12. O GND power earth GND power earth 12 V direct battery supply Parking sensor Driver s door switch GND powereath 12V dirctbatterysuppy N C Parking sensor N C Driver s door switch S SDU diagnosis feedback D TIP signal SDUdiagnosisfeedback Dong 82 Alfa TCT 12 V battery power 12 V battery power N C Reverse light control 1 optional Reverse light control 2 N C N C 15 key operated power suppl N C SDU control N C N C Pin Description _ GND PPV1 engagement solenoid valve earth GND PPV K2 even gear clutch solenoid valve earth Electrohydraulic unit temperature sensor signal Even gear clutch K2 pressure sensor signal 12 V PPV S solenoid valve power 12 PPV2 engagement solenoid valve power 12 V QPV K1 even gear clutch solenoid valve power 12 V PPV1 engagement solenoid valve power 12 V PPV K2 even gear clutch solenoid valve power A72 Even gear engagement position sensors clutch K2 pressure and selection sensor power Clutch K1 and clutch K2 rpm sensor module earth 83 Alfa TCT DTC error code list P0571 service brake switch from CAN P0604 ECU fault RAM P0605 ECU fault ROM P062 ECU fault EEPROM P0641 Even clutch position hydraulic pressure sensor earth P066 ECU temperature P066 ECU temperature P0703 service
13. Calibrazione accelerometri Esito del test ATTENZIONE stato rilevato un errore La procedura non consentita perch vi sono errori presenti in memoria Occorre verificare gli errori e successivamente effettuarne la cancellazione 109 Alfa TCT pgs 4 EN The respective error message is displayed if an ACCELEROMETER is faulty Test Centraline DGeserizione ECU Calibrazione accelerometri Esito dal test ATTENZIONE stato rilevato un errare Accelerometre ruota ant DX Laas Tipo di Link Descrizione List of accelerometers which can be displayed in case of error ASX body accelerometer ADX body accelerometer PSX body accelerometer Front left wheel accelerometer Front right wheel accelerometer The respective page will appear if the result is positive Test Centraline Descrizione ECU Calibrazione accelerometri Esito del test Positiva Descrimone Tipo di Link Descrizione Vettura Procedure configuration help Procedure Accelerometer calibration This procedure is used to calibrate the suspension system accelerometers Alfa TCT 110
14. TCT P R N D LEVER OPERATION P R N D lever configuration e Backlit fretting fixed at key e Steering wheel paddles opt Lever connector pin out Pin Description 1 30 power 2 15 power 3 arti 4 D signal to TCU A21 25 Parking Lock signal to TCU A8 D Keylocksignal o 7 CCANH in 8 Jj CCANH o 0 in NN pop 12 CCAN L in CCAN L out Steering wheel controls earth signal 12 Steering wheel controls earth signal 68 Alfa TCT Engine off and vehicle stationary Door open With the vehicle stationary the instrument panel is turned on when the door is opened and various vehicle related information is displayed The engaged gear is however not displayed The electric pump of the hydraulic unit is activated to pressurise the circuit and allow the system to be activated when starting is requested Measures before key on At key off vehicle stationary with key operated power off e if the lever is at P the gear lever cannot be moved neither with the brake pedal released nor with the brake pedal pressed nor by pressing the lever lock button on the knob nothing is displayed if the lever is at R N D TIP the gear lever can be moved to position by pressing the button on the knob after which the lever is mechanically locked in P see previous case TCT
15. and a synchronised manual gearbox managed by an electrohydraulic robot 10 BEER ve per anne gt 10 0 5 Fig 2 Automatic transmission ATnew New generation automatic transmission Wet DCT Wet dual clutch transmission MT Mechanical manual transmission Selespeed Robotised transmission ALFA TCT Twin clutch dry transmission _7 Alfa TCT Operation overview The TCT system for C633 has the following features e It improves the performance of manual mechanical transmission components e t saves the driver from having to operate the clutch pedal and the conventional gear lever e improves driving safety by implementing a control that prevents driver errors and the incorrect operation of the drive system e is a hydraulic gearbox and clutch power assistance system that offers all the advantages of a dry clutch and manual gearbox weight strength and reliability low energy consumption e It is simple to use and makes driving less tiring especially in towns e t provides comfortable gear shifts comparable to those of an automatic gearbox by using advanced assistance power logics e There is no clutch pedal in the passenger compartment and the gear shift lever is replaced by P Parking R Reverse Neutral D Drive commands a joystick located on the dashboard e Gear shifts may be suggested in automatic mode using the lever TIP or the buttons TAP
16. be able to drive the vehicle while cutting out the faulty gearbox part Retry The retry strategy attempts to engage a gear which having been previously requested was not engaged because of a problem After recognising that gear engagement is impossible the system attempts to engage the gear again starting from neutral It tries twice more if the second attempt fails Neutral is engaged if all attempts fail The distinction explained below is needed to understand how the system works after the third failed engagement attempt Powershift the shifting operation has not been completed and therefore previous gear is still engaged and the corresponding clutch is still transmitting torque The driver is unaware of problem because traction is maintained Another set of three attempts can be made if a new gear shift is required If this behaviour is systematic after a given series of consecutive events the gearbox part of the gear concerned by the failure is cut out by and appropriate recovery strategies are implemented automatic even or odd gear strategy e Gears shifts with torque interruption ISO MTA management logic will be applied Le the system will attempt to engage the highest gear compatible with speed There are special cases the gearbox will be placed in neutral if retry fails when 1st gear is requested and the vehicle is stationary the gearbox will be placed in neutral if retry fails when reverse is requested and
17. bearing reverse driven gear oth speed synchroniser ring 2nd speed driven gear 10 2nd and 4th speed sliding sleeve 11 4th speed driven gear 12 motion transfer gear from shaft to differential Sa OO ev en 25 Alfa TCT Reverse Motioned is reversed in the Alfa TCT by using a straight tooth idle gear installed in the gearbox and accommodated on a specific support L Inner main shaft Idle wheel Idle wheel support Reverse driven gear 26 Alfa TCT Lower layshaft ur Fig 27 1 Plastic plug 2 Lowerlayshaft The lower layshaft is entirely made of steel it is hollow so that oil can flow to the appropriate openings for lubricating the driven gear roller bearings A plastic plug is positioned so that the oil channelled into the shaft can only flow out through the specific openings for lubricating the roller bearings on the shaft inner side The TCT upper layshaft is the same as that of the manual gearbox The difference concerns the position of the gears on the shaft itself The gears interface with the shaft by means of steel bushings 10 7 kK Ind 3 4 5 Fig 28 Motion transfer gear from shaft to differential 6th speed driven gear 6th speed sliding sleeve 3rd speed driven gear 3rd and 1st speed sliding sleeve Lower layshaft outer bearing 1st speed toothed ring 3rd speed synchroniser ring 6th speed spacer 10 6th speed toothed ring 11 Lower layshaft inner be
18. cooling fan to start up for the first time Select manual mode Engage 1st gear and set off in 1st gear with pedal in middle position After reaching a sufficient engine rpm shift to 2nd gear Drive for a short distance to make sure that the even gear clutch is closed then slow down until almost reaching the automatic shift down threshold then press the accelerator pedal in middle position to set off in 2nd gear pu Engage 1st gear and set off with the pedal in middle high position After reaching a sufficient engine rpm shift to 2nd gear Drive for a short distance to make sure that the even gear clutch is closed then slow down until almost reaching the automatic shift down threshold then press the accelerator pedal in middle high position to set off in 2nd gear APR EN Engage 1st gear and set off in 1st gear with pedal in low position After reaching a sufficient engine rpm shift to 2nd gear 0 Drive for a short distance to make sure that the even gear clutch is closed then slow down until reaching the automatic shift down threshold then press the accelerator pedal in low position to set off in 2nd gear SSR 11 Select automatic mode 12 Drive about 5 km possibly on a mixed urban extra urban route shifting gears in different accelerator pedal conditions The transmissibility curve self learning procedure must be run during a dynamic test because the TCU must fine tune the transmissibility curve in its memo
19. current gear The instrument panel will continue to display mode logic current gear The buzzer will always sound when the door is open the key is on the engine is running and the lever is not in P Vehicle stationary engine running gear engaged typically 1st or R Do NOT press the brake pedal or the accelerator pedal then open the driver s door the buzzer will sound for 5 seconds if the lever is in position other than P even if the brake pedal is pressed Currently the buzzer will always sound when the door is open the key is on the engine is running and the lever is not in P If creeping is off e g handbrake applied or creeping recovery mode the system engages neutral after approximately 1 5 sec he instrument panel will continue to display mode logic and Since the lever may be at D TIP or R the shift to neutral operated by the system will create an inconsistency between lever position and engaged gear Therefore the buzzer will sound the buzzer will continue until consistency is restored To engage 1st gear again with the lever in D TIP the steering wheel paddles may also be used with the brake pressed NOTE the buzzer is used whenever N is engaged automatically 77 Alfa TCT Vehicle stationary engine running gear engaged typically 1st or R Wait for longer than 3 minutes before starting any operation In other words do not press the brake pedal or the accelerator and do n
20. driveshafts Two dry clutches operated by two separate hydraulic actuators are used to transmit torque to the main shaft traditional one located under the gearbox casing traditional to manage the even gear clutch e the second one located on the gearbox casing to manage the odd gear clutch Gears are engaged and the clutches are managed by an electrohydraulic robot controlled in turn by a specific transmission control unit TCU The electrohydraulic robot is positioned directly on the gearbox casing 10 Alfa TCT specific features are 6 synchronised gears Max transmissible torque 350 Nm Three shafts one input main shaft plus two layshafts upper and lower Main shaft formed by two reciprocally coaxial shafts Double dry clutch Double hydraulic actuator for the clutches Fixed idler manual gearbox Synchronised reverse Free wheel for reverse engagement Helical tooth gears straight teeth reverse gear Specific differential integrated in the gearbox casing Brake on differential for Parking function Designed for coupling to specific flywheel Gearbox housing split in two aluminium half casings Electrohydraulic robot for clutch and gear shift control Dedicated TCU Alfa TCT Gearbox structure Fig 5 Alfa TCT 12 Fig 6 Alfa TCT 13 SO OL OD QUE OD qox fixing screws oil breather plug fixing screws complete odd gear clutch release sleeve fixing screws
21. gear clutch release failures and prevent mechanical damage to the gearbox components Fig 21 sectioned CSC key position sensor oil inlet chamber bearing control rod CSC support piston magnet air bleed DUE E SII 23 Alfa TCT CSC thrust bearing Fig 22 Thrust bearing section odd gear clutch K1 release movement odd gear clutch K1 engagement movement odd gear clutch K1 CSC odd gear 1 clutch thrust bearing control rod nut thrust bearing contact ring Ie 24 Alfa TCT Upper layshaft Fig 24 1 Plastic plug 2 Upper layshaft The upper layshaft is entirely made of steel it is hollow so that oil can flow to the appropriate openings for lubricating the driven gear roller bearings A plastic plug is positioned so that the oil channelled into the shaft can only flow out through the specific openings for lubricating the roller bearings on the shaft inner side The Alfa TCT upper layshaft is the same as that of the manual gearbox The difference concerns the position of the gears on the shaft itself The gears interface with the shaft by means of steel bushings 11 9 521 Li 2 RARO 230001 m mm _ _ ins e 2 3 4 5 Fig 25 upper layshaft inner bearing 4th speed gear toothed ring 2nd speed synchroniser ring oth speed gear oth speed and reverse sliding sleeve upper layshaft outer
22. line pressure at ambient temperature in range from 44 to 55 bar engagement release pressure thresholds are appropriately reduced at lower temperatures by effect of the lower accumulator precharging to prevent the electric pump from overworking because the oil is more viscous At higher temperatures the engagement release pressures are appropriately increased to take into account the precharge increase in the accumulator For example the system works between 39 and 43 bar at 30 C and between 50 and 58 bar at 120 C in normal conditions In recovery condition the system may reach a maximum operating pressure of 70 5 bar The electric pump is activated when the pressure drops below 44 bar and is deactivated when the pressure of the circuit reaches 55 bar Technical specifications Line pressure at ambient temperature between 44 and 55 bar Operating temperature between 30 C and 120 C Starting possible to a temperature of 30 C Pump flow is gt 1 35 l min Accumulator volume is 480 cm precharged at 30 bar at 20 C 33 Alfa TCT Complete Actuation Module The module consists of four pressure proportional solenoid valves PPV a flow proportional solenoid valves QPV for CSC K1 a control pressure sensor for CSC K2 a line pressure sensor magneto resistive sensors for controlling movements of the shifter and gear engagement pistons and gearbox input rom sensors The functions of this module are to co
23. moved to P within 5 seconds the key will remain locked after power off The Parking function is only mechanical and can therefore be engaged even after 5 seconds The lever will remain locked after it is placed at P Vehicle stationary engine running lever at P key off procedure Turn the engine off no gearbox information will be displayed and the buzzer will not sound 78 Alfa TCT Manually releasing the lever In an emergency breakdown flat battery etc the lever can be moved from position P using the lever under the boot on the left side as shown in fig 68 meg DA bad 1 rat j Remember that the starter key if inserted will remain locked if the battery is flat The key may be extracted mechanically by inserting a screwdriver in the hole under the dashboard Fig 69 and pressing slightly to extract the key Fig 69 79 Alfa TCT Summary of messages sent by TCT to instrument panel EVENT CONTROL WARNING MESSAGE action present Lever inconsistency may be due Lever position to the impossibility to engage a engaged gear requested gear or caused by yes inconsistency automatic safety neutral selection procedures Manual UP DOWN accepted yes Door open with engine running and lever not in P R engaged Request to engage 2nd gear from yes Yes stationary with NOT ALLOWED ye engine running D gt R R gt D request Automatic neutral selection
24. network Sensors Accelerometer on front left side body Accelerometer on front right side body Accelerometer on front left side hub Accelerometer on front right side hub Accelerometer on rear left side body Rear shock absorbers with electronically controlled valve Front shock absorbers with electronically controlled valve Soe oN S In order to work and obtain maximum efficiency DS must exchange information with the following nodes on C CAN NCM ECU NCR NFR EPS NBC To get information about Brake pressure signal ABS ASR VDC intervention vehicle speed side acceleration yaw speed brake and accelerometer pedal position steering wheel angle engine torque engine rpm external temperature and other vehicle data to optimise control logics according to vehicle type and to what is happening 95 Alfa TCT System operating strategy Sky Hook three sensors F G H identify body movements so that the system can dampen vertical movements Hole road roughness recognition two sensors on front shock absorbers B C recognise the presence of irregular road surface to reduce annoyance Longitudinal Dynamics body movements are damped during acceleration braking and gearshifting Side dynamics this function works when cornering making reaction sharper and while bearing on outer wheels for additional stability 96 Alfa TCT The DS intervention mode be adjusted using the dna lever on the c
25. pedal is released in Dynamic mode the system does not shift up to maintain engine brake function In Normal mode instead the gear is shifted up if allowed when the accelerator is released to the benefit of consumptions The gear shift mode is identical to that of semi automatic operation using the lever but transmission and engine actuator control parameters dedicated to each mode are used Automatic mode is selected by tipping the lever to the corresponding toggle position It is turned off in the same way N B the system switches to AUTOMATIC if the lever is faulty Neutral request This request takes priority over all the other requests and is possible using the lever only As mentioned the brake pedal must be pressed when the engine is off Neutral request is always accepted when the vehicle is moving Information for the driver display and buzzer The system informs the driver by means of e display Manual mode operation and gear engaged D operation and gear engaged system failure e buzzer vehicle misuse unsafe conditions system failure Some examples of misuse are listed below e setting off with overheated clutch if the system is shut down with gearbox in neutral the buzzer must indicate the danger of leaving the engine off without having engaged a gear 51 Alfa TCT Self calibrations Clutch bleeding procedure The guidelines of the procedure are illustrated below When e After CAM Complete Actuation M
26. the vehicle is stationary Power latch Power latch is the TCU shut down procedure This procedure starts at key off 15 off if certain conditions are present No gear shift in progress Engine speed below 400 rpm Clutch speed equal to 0 Clutch K1 closed Key signal 15 at 48 Alfa TCT The shut down procedure starts one second after K15 off if these conditions present During this procedure the TCU is self powered at 30 See pin out and saves a number of parameters clutch adjustment parameters system counters such as gear engagement counters etc in the flash memory The power latch procedure cannot be run TCU will shut down at 15 off if 30 TCU power is not present The power latch procedure lasts about 5 seconds Description of powershift and gear shifts with torque interruption strategies In Powershift mode there is no interruption of torque transmission to drive wheels during the gear shift see cross shifting clutch logic described on pages 20 and 21 Alfa TCT normally shifts all gears in this manner but there are some exceptions in which an interrupted torque shifting method is used These are e Multiple gear shifts concerning the same clutch e Activation of recovery procedures required for safety reasons Interrupted torque gear shifts are made according to a logic already implemented on robotised MTA transmissions i e both clutches are opened the engaged gear is released a new g
27. the pump to be activated or may be due to a fault e g failed operation of a door switch a faulty relay or pump fuse etc 45 Alfa TCT SDU Smart Driver Unit With respect to applications with MTA robotised gearbox electric power supply is only sent to the pump through a device named SDU according to a given law not in ON OFF mode in order to reduce pump noise SDU pin out 1 Electrohydraulic unit pump motor power 2 SDU power 12 V battery 3 Diagnosis feedback for TCU control unit 4 SDU PWM command from TCU control unit 5 Electrohydraulic unit pump motor earth 6 SDU earth body earth 46 Alfa TCT 20 30 40 50 60 70 80 90 Duty Cycle Fig 64 Horizontal axis PWM command from TCU control unit Vertical axis pump motor supply voltage output from SDU control unit The SDU receives in input pin 4 see pin out a PWM command from TCU According to the PWM command duty cycle the SDU activates the electrohydraulic pump motor according to a law shown in the graph in Fig 64 The graph shows the TCU command duty cycle on the horizontal axis and the voltage sent by SDU to electrohydraulic unit pump motor on the vertical axis Specifically Duty cycle from 0 to 5 switch from 0 V to 13 V saturation switch from off to on Duty cycle from 5 to 20 13 V constant power maximum pump speed Duty cycle from 20 to 30 pump power switch from 13 V satu
28. 2 Alfa TCT 98 ER 15 16 NYL EPS DIAGNOSTIC SOCKET NBC IGNITION SWITCH DYNAMIC SUSPENSION NODE LEFT FRONT DOME ACCELEROMETER LEFT FRONT WHEEL ACCELEROMETER RIGHT FRONT WHEEL ACCELEROMETER RIGHT FRONT DOME ACCELEROMETER LEFT FRONT SHOCK ABSORBER SOLENOID VALVE RIGHT FRONT SHOCK ABSORBER SOLENOID VALVE LEFT REAR SHOCK ABSORBER SOLENOID VALVE RIGHT REAR SHOCK ABSORBER SOLENOID VALVE LEFT REAR DOME ACCELEROMETER CVM 99 Alfa TCT ECU pin out CONNECTOR FUNCTION Left front wheel accelerometer earth Left front dome accelerometer earth voltage voltage C CAN High earth earth Accelerometer signal on left front wheel A1 A2 A3 4 5 6 8 A9 A10 A11 A12 A13 A14 A15 A16 A17 A18 A19 A20 A21 A22 A23 A24 A25 A26 27 28 29 NC Battery voltage Right front shock absorber valve positive N N N N N N N N N N N N N A30 A31 Left front shock absorber valve positive A32 A33 5 V voltage C CAN Low KL 15 Right front wheel accelerometer signal Right front shock absorber valve A35 A36 A37 A38 A39 A40 C C C C C C C C C C C C C 41 42 100 pf earth 2 A43 Left front shock absorber valve earth A45 Right front wheel a
29. 69 Gere Ot 69 vag Ee idea 69 a 69 FIRSTOTARTING rie KEY P90 DE 70 STARTING THE VEHICLE FROM STATIONARY nnne nnne rsen hse nsn nnne rsen nnns 71 ENGINE STARTED A 71 AUTOMATIC EE 71 Se RING WHEEL eeh e EE 72 TCT LEVER e ET RE 73 LEVER FAILURE C 74 STEERING WHEEL PADDLE 74 INDICATION 2 0 Museu bim caet im mede e 75 GEARSHIFTING WITH THE VEHICLE MOVING eene nennen nennen nn nnn nnn nnn nnn nnn 75 GEARSHIFTING IN MANUAL MODE LEVER AT nennen nnns nnns nnne nnne nnns 75 GEARSHIFTING IN AUTOMATIC MODE LEVER D i 75 DYNAMIC NORMAL ALL WEATHER LOGIC eene 76 PARKING REQUEST WITH VEHICLE nene nn enhn nnn nnne nnns sinn 77 EAUNCH CONTROL STRATEGY acts tects ct pen sce o m 77 SYSIEMSAFETY FUNG TIONG gege eege ee 77 VEHICLE STATIONARY ENGINE RUNNING GEAR ENGAGED TYPICALLY 1ST OR R
30. ENOID 12 2 2 2 a ess 43 GENERAL SYSTEM CON GER EEN 44 GEAR POSITIONS ON GRID AND SOLENOID VALVE ACTIVATION 44 Licei 45 VUEN 45 SbU SHWARFDORVERUNIT 46 v 46 WINDERSPEED GEAR SHIFTS 48 lalla E E E 48 EE 48 POWER Bug ei WEE 48 DESCRIPTION OF POWERSHIFT AND GEAR SHIFTS WITH TORQUE INTERRUPTION STRATEGIES 49 DESCRIPTION OFCREEPING Uu EE 49 DESCRIPTION OF TORQUE TRACKING AND SPEED TRACKING reserare 49 OPERATING LOGIC S 50 HYDRAULIC CIRCUIT 55 888888888888 50 EE 50 ER Alfa TCT OPERATION WITH ENGINE OFF 50 iN cle nn 50 AUTOMATIC CLUTCH ENGAGEMENT DOWNHILL WITH ACCELERATOR PEDAL RELEASED 50 DE ELERATION EE 51 GEAR SHIFT USING LEVER SEMI AUTOMATIC OPERATING 51 AUTOMATIC GEAR SHIFT AUTO 51
31. ITI m NIO P290A Alfa TCT 2922 2923 2927 2928 292 292 P292D 292 P292F P293 P2931 P293 P2933 P293 P2935 P293 P293 P293 P293 P294 P294 P294 P294 P056 P0561 P056 060 072 P072 P081 085 P085 VDC messages from CAN P290 End of line service self calibration P290E P290 U0001 U1700 U1701 U1706 O ES P2028 P2928 P202C 2920 KR P2031 P2933 P2935 PO561 PO606 P290E P290F 90001 U1700 01701 U1706 85 Alfa TCT WIRING DIAGRAM 009 d z 11 lv 909 1171909 814 001 5071 i FA 9 a DIE 00v IVJSLOO CRU LN 8 4 021 Alfa TCT 86 96LIN Gr eee lv 20029 Zea 8 902 e NN NN kel FS i LU Z t m Alfa TCT 96LIN 19 EL 04 08 oz a ZH Az a _ EST 6l H 0c S zk OL SL Voom 8l H 0c S ck 04 Sl 6l T 8l Ier Lod e Li E 2 H S S gt LE OCCA G Al Gaga Loom Alfa TCT 88 001 B001 JUNCTION UNIT UNDER DASHBOARD C015 BODY EARTH C061 CENTRAL TU
32. NEUTRACREOVUEST ata 51 INFORMATION FOR THE DRIVER DISPLAY AND 22 51 le e TE at al LE 52 CLUTCH BLEEDING PROCEDURE hee 52 ACCUMULATOR DEFRESSURISATI N siii 53 OLUTCH SELF CALIBRA TION ENABLING s 54 END OF LINE SERVICE SELF CALIBRATION 1 1 nennen enhn nnn nnne rnnt ese rsen nnne nnne nnne 55 KIEREN 56 DATA SE T ORLE Per ena tr eset re oe ee 57 GEAR ENGAGEMENT EE leede 58 LONGITUDINAL ACCELERATOR SENSOR LEARNING PROCEDURE nene nnns 58 HISTORICAL DATA REWRITING 1 7 ii 59 KISS POINT LEARNING AND CLUTCH GEARBOX CURVE FINE TUNING PROCEDURE 60 PROCEDURE SUMMARY E 66 FUNCTIONAL INTERACTION WITH OTHER SYSTEMS 67 INTERACTION WITH ENGINE CONTROL nnne isa dass sisi arse risas nnns 67 INTERACTION WITH CRUISE e EE 67 SAFETY AND FUNCTIONS IN CASE OF FAILURE 67 SEET 67 LEVER OPERATION see 68 P R N D LEVER CONFIGURATION sn 68 EE 68 ENGINE OFF AND VEHICLE STATIONARY sicilia 69 ALI
33. NNEL BODY EARTH D001 CENTRAL TUNNEL CONNECTOR D030 INTERMEDIATE JUNCTION UNDER DASHBOARD D047 GEARBOX CONTROLS ON STEERING WHEEL D273 ENGINE COMPARTMENT INTERMEDIATE JUNCTION E050 INSTRUMENT PANEL H001 IGNITION SWITCH 1030 BRAKE SWITCH L055 LEVER RELEASE ELECTROMAGNET L111 ODD GEAR CLUTCH K1 FLOW PROPORTIONAL SOLENOID VALVE L112 EVEN GEAR CLUTCH K2 PRESSURE PROPORTIONAL SOLENOID VALVE L113 PPV1 ENGAGEMENT PRESSURE PROPORTIONAL SOLENOID VALVE L114 PPV2 ENGAGEMENT PRESSURE PROPORTIONAL SOLENOID VALVE L115 PPV S SELECTION PRESSURE PROPORTIONAL SOLENOID VALVE 001 BODY COMPUTER NODE M195 GEARBOX LEVER M196 ALFA TCT TRANSMISSION TCU N198 ELECTROHYDRAULIC KIT HYDRAULIC POWER UNIT PUMP K220 SHIFTER POSITION SENSOR K221 ELECTROHYDRAULIC KIT SENSOR MODULE K222 EVEN GEAR CLUTCH K2 PRESSURE SENSOR K223 LINE PRESSURE SENSOR K224 ODD GEAR CLUTCH K1 POSITION SENSOR 80 Alfa TCT Special tools The following special tools are needed for mechanical overhaul of ALFA TCT 2000035500 C 635 transmission overhaul kit transmission overhaul kit 2000036800 Alfa TCT 90 Alfa TCT LIST OF ACRONYMS The following list shows most of the acronyms used to identify electric system components Some not be specifically used in this training manual because the corresponding devices are not fitted ACRONYM ACC ACU AFLM AHCU AHM AL AM ASU ASM ASU ATSM AVAC Column Switch Module CSS Central Stack Switches C
34. S CTCU CT AFLM Adaptive Front Lighting Module Dumping Control Module Driver Door Commands Driver Door Module DIAG TEST Diagnostic Tester Diagnostic Link Connector D D D D D DMMU DMU D PDU DSHS DMM Door Management Module DSM Driver Seat Module DSU Dynamic Selector Unit Electronic Climate Control C Electronic Climate Device Engine Control Module 6 L M C M C D M C M External Mirror Adjustment Commands EEMS Electric Energy Management System Electric Parking Brake M B C D D LC B S E E EP ESCM ESL 91 Alfa TCT Front Ceiling Light Unit Front Door Module Front Distribution Unit Fire Intervention System Fuel Methane Module Front Window Lifter Glove box Ceiling Light Unit Gearbox Selector Module Heptic Lane Feedback Half Step s Instrument Panel Cluster InfoTainment Module Left Headlamp Discharge Unit Left Headlamp Discharge Unit Left HeadLamp Levelling Left Hand Rear Ceiling Light Unit Left Stack Switches Manual Climate Device Manual Heater Device Motorway Light Man Machine Interface Manual Transmission Automatized A Not Applicable NBC Body Computer Node Adaptive Front Lighting Module Parking Aid Module Passenger Control Unit Passenger Door Module PMMU PSHS RCLU M N n lt I LHDU LHDU LHL LHRCLU LSS MHD gt RC RDU Rear Distribution Unit RHDU Right Headlamp Dis
35. YSE AND SOLVE CAUSE OF PROBLEM ACCORDING TO INDICATED FAULT YES Key off power latch and key on CHECK TEMPERATURE OF CLUTCH K1 AND K2 RUN CLUTCH WARM UP C PROCEDURE TEMPERATURE gt 40 C Continue the procedure on next page 61 Alfa TCT Alfa TCT Kiss point learning procedure operating flow NO sure YES O YES 63 Alfa TCT YES Alfa TCT 64 CLUTCH HEATING PROCEDURE Check clutch temperatures Odd clutch plate temperatures and Even clutch plate temperatures respectively Run the following procedure if these temperatures are lower than 40 C Select manual mode Engage 1st gear and set off in 1st gear with pedal in middle low position After reaching a sufficient engine rpm shift to 2nd gear Drive for a short distance to make sure that the even gear clutch is closed then slow down until almost reaching the automatic shift down threshold then press the accelerator pedal in middle low position to set off in 2nd gear This will cause the K2 clutch to slip and heat it up 5 Check K1 and K2 clutch temperatures again If at least one is lower than 40 C repeat the procedure from point 2 otherwise proceed according to the sequence shown in the flow chart EE TRANSMISSIBILITY CURVE FINE TUNING PROCEDURE Wait for the engine to warm up before starting the procedure engine water temperature higher than 90 C an empiric indication is to wait for the
36. alue in ROM 6 Data Set Deletion procedure The objective of this procedure is to clear gearbox or CAM component data for replacement 7 Gear engagement procedure The objective of the procedure is to engage the required gears using the FIAT protocol 8 Longitudinal acceleration sensor learning The objective of the routine is to calculate and store the longitudinal acceleration value 9 HISTORICAL DAT rewriting procedure The objective of the procedure is to rewrite system data records for TCU replacement 10 Clutch transmissibility index self learning The objective of the transmissibility index learning procedure is to model the TCU transmissibility curve according to the features of the clutches 66 Alfa TCT Functional interaction with other systems Interaction with engine control The two systems do not interact while travelling because the system has no task to perform Therefore data and signals are only exchanged on the network Unlike robotised gearbox when setting off or shifting TCU is master with respect to the engine control unit and therefore cuts out all the safety conditions that are always managed by the engine The engine is managed only by the TCU This control ends after setting off or shifting With the introduction of S amp S operating logics further information is exchanged between the transmission and engine control units All the possible cases are described below To understand what occurs we w
37. and engine limp home special automatic even gear only or odd gear only engagement strategies e Retry e Powerlatch e Description of powershift and gear shifts with torque interruption strategies e Description of creeping e Description of torque tracking and speed tracking Gear positions on grid and solenoid valve activation Travel B Sensor reading C EV Shifter current D Engagement sensor reading The coloured areas represent the reading value of the gear engagement sensor For 3rd 6th 4th 5th gears the sensor reading value is high For the other gears i e 1st 2nd reverse and possibly 7th the sensor reading value is low 1st gear is engaged using PPV2 and 2nd gear is engaged using PPV1 to allow engagement of one of the two start off gears if either engagement valve is faulty 44 Alfa TCT considered features of the selection actuator e selection travel 1st 3rd 0 mm e selection travel 2nd 4th 18 mm e selection stroke reverse 5th 27 mm e selection stroke 6th 9 mm piston diameter 10 mm e max chamber volume 2 12 cm e thrust area 0 79 cm e Spring pre load 58 9 e spring stiffness 5 3 N mm x mm F N A cm2 P bar V em 3 V RM I VI LI Kiss point The kiss point is calculated after the engine has been started It is the point in which a clutch starts stops transmitting torque A distinction is necessary e Clutch K1 the respectiv
38. aring Se E 27 Alfa TCT SSS SSS si Gear outlet The gear output of the Alfa TCT is shown in the figures below Odd gears are shown in blue Even gears are shown in green The inner main shaft is light blue and the outer main shaft is yellow Fig 32 4th gear outlet 28 Alfa TCT Fig 34 6th gear outlet Fig 35 Reverse outlet 29 Alfa TCT Gear engagement rods The robot uses four rods ending in four forks which are engaged in the sliding sleeves for engaging the gears The rods are positioned in pairs One pair engages the gear on the upper layshaft the other pair those on the lower layshaft The rods are anchored to the gearbox casing by means of two hollow steel shafts which also allow sliding to move the sliding sleeve The rods are shown below in gear engagement order INN Me E x S s Alfa TCT iw Differential The Alfa TCT is equipped with an open differential The crown is joined to the body of the differential by means of 12 screws 1 3 Fig 38 Tapered bearing left side Cylindrical ring gear Parking function ring gear Differential gear casing Tapered bearing right side To replicate the Parking function of automatic gearboxes a toothed wheel 3 in the picture above is inserted on the differential body with the purpose of
39. bearing adjustment ring main shaft rear bearing outer ring main shaft rear bearing adjustment ring Alfa TCT parking ratchet lower layshaft oil manifold cup lower layshaft rear bearing adjustment ring lower secondary rear bearing outer ring rear differential bearing outer ring left differential bearing adjustment ring upper layshaft oil manifold cup reverse idle gear roller cage reverse idle gear reverse shaft reverse control support 2nd 4th and 5th reverse fork gearbox plate upper layshaft plug upper layshaft upper secondary front bearing inner ring upper secondary front bearing circlip 4th speed roller cage 4th speed driven gear 4th speed synchroniser ring 2nd 4th speed sleeve 2nd speed synchroniser ring 2nd speed gear bushing 2nd speed roller cage 2nd speed driven gear 2nd 5th speed judder thrust washer oth speed gear bushing and 5th gear roller cage oth speed driven gear outer reverse synchroniser ring oth speed sleeve outer 5th speed synchroniser ring reverse gear bushing fixed reverse gear roller cage reverse gear upper layshaft rear bearing inner ring upper layshaft ring nut rear differential bearing inner ring differential gear casing front differential bearing inner ring cylindrical wheel cylindrical ring gear fixing screws gearbox mount centring dowel magnetic element front differential bear
40. blocking a ratchet when the selection lever is in the Parking position The ratchet is moved mechanically by means of a Bowden cable which in turn moves an actuator consisting of a spring and a piston The movement of the actuator lowers the ratchet due to the contact with the piston Fig 39 Bowden engagement Parking ratchet Spring Piston Parking actuator pie epe 31 Alfa TCT Fig 40 electrohydraulic kit is positioned directly the manual gearbox It consists of several parts the reservoir the hydraulic power unit the CSCs and the actuator unit CAM The unit is called Complete Actuation System hence the acronym CAS It comprises e The hydraulic power unit with electric pump and accumulator 41 The solenoid valve actuating unit which transforms hydraulic energy into mechanical energy by interfacing engagement pistons and control rods This unit is called Complete Actuation Module CAM Fig 42 32 Alfa TCT Power unit The power unit supplies hydraulic energy for actuating both gear engagement selection and clutch CSCs The unit includes an electric pump high pressure pipes connecting to the solenoid valve unit and a low pressure pre shaped rubber flexible hose which connects the valve unit to the pump precharged nitrogen accumulator motor oil pump low pressure oil line high pressure oil line The system works with
41. brake switch from P0715 Odd gear clutch plate speed P0716 Even gear clutch plate speed P0719 Brake switch P0726 ngine rpm control P0805 Even clutch position sensor P0817 Power supply 15 P081C Parking sensor P0900 ven gear clutch solenoid valve P0901 ven gear clutch solenoid valve P090 ven gear clutch solenoid valve P090 Selection sensor P090 Odd gear clutch solenoid valve P090 Odd gear clutch solenoid valve P090 Odd gear clutch solenoid valve P0914 st 3rd gear engagement position sensor P0915 6th gear engagement position sensor P0916 2nd 4th gear engagement position sensor P0917 oth reverse gear engagement position sensor P0932 Hydraulic circuit pressure sensor P0933 Odd gear clutch pressure sensor P094 Hydraulic circuit pressure P1215 Driver s door P1771 Electric pump temperature P2901 Drain oil accumulator P2903 No accelerator pedal information P2904 Outside temperature Even gear engagement sensor and even gear engagement clutch power Even gear clutch engagement pressure sensor and selection sensor P290B power P290C Clutch revolution and hydraulic pressure sensor power P2910 Engine torque from NCM P2911 Requested engine torque not reached P2912 Maximum engine torque from CAN P2913 Engine torque P2916 Engine temperature from NCM P2918 Atmospheric pressure P291B Parking brake from CAN P291E Key lock P2920 Parking switch inconsistency P2921 Lever lock solenoid Tl NIO TI
42. ccelerometer 5 V voltage signal signal CONNECTOR B PIN FUNCTION m B56 Left rear dome accelerometer earth NC 0 00 0 N C Left signal 1 Right rear shock absorber valve positive B73 Left rear shock absorber valve positive voltage earth earth B69 rear dome accelerometer Alfa TCT PN FUNCTION m DIAGNOSTICS ECU parameters Example of main page Test Centraline Descrizione ECU Versione HW 0 Codice ISO 0000000000 Versione SW 00 00 Disegno FIAT 50514315 Data di programmazione 19 10 09 Accelerometro scocca PSX Accelerometro scocca ADX 0 00 m sec2 0 00 m sec2 Accelerometro scocca ASX Accelerometro ruota ant DX 0 13 m sec2 0 01 m sec2 Accelerometro ruota ant SX Velocit veicolo 0 52 misec 0 Km h Tensione batteria N Km percorsi 1428 Volt 0 Sono presenti errori Descrizione Tipo di Link Descrizione Vettura List of selectable parameters and corresponding status Unit of measure Status value ADX body accelerometer ASX body accelerometer Front right wheel accelerometer Front left wheel accelerometer 101 Alfa TCT Unit of measure Status value ON recove Minimum limit limit recovery Minimum limit Maximum limit 2 Minimum im 0000 2 Maximum 2 Mmimumlimt O jMaxmumlmi pu Crank requested 0 Oll 8 min Operating time EEPROM
43. ch K1 to set off The driver can control the torque transmitted by clutch K1 by modulating the position of the accelerator pedal when the accelerator is released clutch K1 must gradually release when a minimum engine rpm is reached When the system detects synchronisation between the engine and clutch rpm it completes engaging the clutch fully closed A special clutch engagement map is implemented for each of the two gears used for setting off When setting off shift up may be requested if rpm is equal to engine rpm Setting off in 2nd gear is possible when the vehicle is moving slowly Automatic clutch engagement downhill with accelerator pedal released If the vehicle picks up speed when travelling downhill with gear engaged and accelerator released the clutch is automatically closed when a pre set speed is reached to supply engine brake function If the driver presses the accelerator pedal the torque transmitted is once again controlled directly by the driver Automatic clutch engagement is interrupted if the vehicle moves in the opposite direction to the engaged gear 50 Alfa TCT Deceleration When decelerating e g with gear engaged and accelerator pedal released the system automatically releases the clutch to prevent engine stalling when approach idling speed The release occurs at an engine speed which depends on the deceleration level and driver s controls brake pressed or not However the gearbox automatically shifts down i
44. charge Unit L lt lt RHDU RHRCLU RLDC RLS RM RRDC RRM SR 92 Alfa TCT SAS Steering Angle Seen SAU Stereo Amplifier Unit 0 SCD Sensor Cluster Device SCM Sensor Cluster Module SEN Semi automated Parking aid Module SRU SunRoof Unit SSS SSCU 5 5 SAU SBR SCD SCM SDM SPM SRU WC AM CM PM RM RU SM UAM UCM SSCU UAM Ultrasonic amp Antitilt Module UcM UnlatchControlModue WSU Pressure Proportional Valve lt 03 Alfa TCT APPENDIX An additional technology feature fitted on Alfa Romeo Mito is the electronic controlled shock absorber system Operation is described on the following pages DYNAMIC SUSPENSION DS The shock absorber stiffness is varied by an electrohydraulic unit which adjusts the oil flow in the damping system The oil flow is adjusted by a solenoid valve A integrated in each of the four shock absorbers The solenoid valves are controlled by an electronic control unit D which processes signals from vehicle and from specific accelerometers B located on the vehicle body The ECU is a node connected to the C CAN located on the rear left wheel arch inside the boot 94 Alfa TCT Operating strategies The node uses information from five accelerometers located in five strategic areas of the car see Fig 1 and other parameters to determine operating strategy according to the following criteria CAN
45. drain oil from the shifter This occurs also for the engagement of all other gears The working channels are coloured in red and blue on the hydraulic diagram along with the shifter ducts inside the labyrinth in the lower part of the valve seat body figure on page 35 The channels which connect the shifter to the actuators A1 A2 A3 A4 are obtained in the labyrinth arranged in the upper part of the actuator body figures on page 36 There is a separation plate between actuator body and labyrinth with a certain number of holes which allow the oil to flow from a labyrinth system to the other Fig 50 1 Gear engagement piston unit 2 Control dogs Note After engagement solenoid valve PPV S is controlled to cycle the shifter along all ranges and drain residual oil from the actuators 38 Alfa TCT Integrated sensor module Fig 51 Wire output with oil seal Integrated sensor module Magnetic resistive position sensor for each engagement piston Clutch K1 and clutch K2 rom sensor Pe Integrated sensor module connector Integrated sensor module pin out 1 6th gear position signal 2 Sth gear and reverse position signal 3 2nd and 4th gear position signal 4 1st and 8rd gear position signal 5 Electronic GND from TCU to position sensors and temperature sensor 6 CAS temperature signal actuator assembly 7 Integrated sensor module 5 V power 6th gear position sensor and 2nd and 4th gea
46. e CSC is provided with position sensor and therefore the kiss point is actually identified by a distance measurement Similarly as in robotised gearbox applications the kiss point position is identified by the distance kiss delta from the closed clutch position In order to learn this position the clutch opens when the engine is started and the clutch starts closing when the engine rpm curve exceeds set threshold The kiss point is detected and the delta kiss is thus calculated Clutch 2 CSC is not equipped with a position sensor and its position is inferred by reading the pressure sensor located on the feeding pipe instead The kiss point is therefore identified by a pressure value instead of a position delta This value is normally in the range from 3 to 5 bar when the system is new The K1 kiss point is normally learnt only after having started the vehicle with the gearbox in neutral On the other hand the K2 kiss point may be learnt with the 1st gear engaged because the clutch is normally open providing that the K1 kiss point has already been determined Wake up This system function allows pressure from the hydraulic circuit to escape before key on when the door is opened The TCU is woken up when the door is opened and the pump is activated if the pressure in the hydraulic circuit is too low The pump will not start up if the pressure in the circuit is adequate the pressure must be under the pump pressure threshold level for
47. ear is engaged only the clutch of the engaged gear is closed DU Ie Description of creeping On vehicles with transmission and torque converter creeping mode which allows the vehicle to advance in D or R simply by releasing the brake This behaviour is intrinsic On vehicles equipped with Alfa TCT this function is obtained by releasing the brake and engaging a gear Clutch K1 is slightly closed enough to allow the forward backward movement of the vehicle This function is extremely useful while parking or moving forward in a queue at a very slow speed Description of torque tracking and speed tracking As known clutch K2 is normally open The hydraulic unit must keep oil pressurised in the corresponding CSC to close clutch K2 when an even gear is engaged Due to its construction the Belleville cup spring of clutch K2 cannot be pressed at loads higher than a given value The torque tracking strategy obtains this objective by closing K2 and applying a transmissibility margin with respect to the currently transmitted engine torque For example if the engine is transmitting 100 Nm information received from ECU through CAN the clutch is closed so that 120 Nm can be transmitted with a transmissibility margin of 20 Nm We will now consider the case of the vehicle is moving forward with an odd gear and no even gear engaged Because clutch K2 is normally open the respective gearbox part will stop turning The speed tracking strategy is ap
48. eeping clutch K1 open in N o engages R gear and then resumes control over clutch K1 according to normal creeping strategies accelerator pedal released or start off strategies accelerator pedal pressed 13 Alfa TCT If the lever is shifted from DRIVE to TIP with brake pressed because if it is released the engine will start up immediately TCU must communicate the updated conditions of the lever o may restart the engine if enabled by specific calibration parameter o If there is an engine start command TCT releases the gear and waits for the engine to be started while maintaining the clutch open o engages 1st gear and then resumes control over clutch according to normal creeping strategies accelerator pedal released or start off strategies accelerator pedal pressed o If there is no engine start command TCT remains with 1st gear engaged and clutch open e If the lever is shifted from TIP to DRIVE with brake pressed because if it is released the engine will start up immediately o TCU must communicate the updated conditions of the lever DRIVE o Inthis case the engine cannot be restarted o CT remains with 1st gear engaged and clutch K1 open e If the lever is shifted from DRIVE or N to PARKING o TCU must communicate the updated conditions of the lever PARKING o CT sends information concerning the engaged gear neutral o In this case the engine can
49. entral tunnel 1 In Normal and All weather modes e The active shock absorbers adjust vehicle damping to the type of road and driving stress to considerably improve riding comfort on rough and slippery roads for increased safety 2 Dynamic mode function produces a sporty driving set up with responsive acceleration and steering assistance to provide a suitable driving feeling Furthermore the shock absorber damping action is correctly adjusted and split to increase precision and reactiveness while maintaining an adequate comfort level in all cases The driver feels the car sharper while cornering and faster in changing directions System failure and service interventions DS system failure In case of faults the system informs the driver by switching on the amber warning light on the instrument panel display In case of failure fault of one accelerometer only the system keeps working using the signals from other accelerometers The warning light does not come on Run the proxy alignment and calibration procedure using Examiner if the control unit is replaced No procedure is required if one of the shock absorbers or accelerometers is replaced 97 Alfa TCT Wiring diagram COANH at C CANL a4 GCGCOANL n COAN Hut F9 SA g g JE 1 i m 9 12 5 13 14 amp a 8 888 14 Glo iM 3 8 ti 10 e
50. f a gear higher than 2nd gear is engaged during deceleration 1st gear is automatically engaged when the vehicle stops Gear shift using lever Semi automatic operating mode When the vehicle is moving and the clutch is completely engaged an up or down request from the driver by means of the gear control lever will cause a gear shift The requests are accepted by the system only if they are compatible with engine under revving and over revving limits As a rule Operating the lever causes to shift only one gear up or down In some operating conditions however more than one gear can be shifted by quickly double tapping the control The gear can be shifted up by the driver without releasing the accelerator pedal Once the control is accepted by the system an automatic sequence of steps is run to follow the driver s behaviour A gear shift may be interrupted at any time by another request from the driver providing the second request is acceptable that is compatible with engine under revving and over revving limits Automatic gear shift auto mode The Alfa TCT is equipped with an automatic operating mode very similar to that of a conventional automatic transmission The gear to be engaged is selected using a double map which correlates the power required by the driver and the car speed A double map is needed because two AUTOMATIC control modes named Normal amp Dynamic can be selected by pressing a button in the dashboard If the accelerator
51. f and for the first instants of movement Fig 13 1st speed drive gear 2nd speed drive gear 1st speed engagement sliding sleeve 2nd speed engagement sliding sleeve Even gear clutch K2 Odd gear clutch 1 2nd speed pre engagement When travelling in 1st speed the TCU controls 2nd speed pre engagement by means of the robot to reduce shifting time and loss of torque caused by the gear shift In the picture The 2nd speed sliding sleeve engages but with clutch K2 open 20 Alfa TCT Cross shifting After pre engaging 2nd gear a cross shifting stage starts when the engine running conditions so require The TCU controls the robot so that the even gear clutch K2 is gradually closed and the odd gear clutch K1 is gradually opened Fig 15 Fig 16 Therefore there is a very short time Fig 16 during which both clutches are transmitting torque slipping in either 1st or 2nd gear The cross shifting stage ends when clutch 1 is all open and clutch K2 is definitely closed 4 Fig 17 The gear shift ends when 1st gear sliding sleeve is released The driver is not aware of this stage because movement is transmitted to the wheels through clutch 2 Fig 18 21 Alfa TCT Even gear CSC The even gear CSC is a traditional hydraulic cylinder coaxial to the gearbox main shaft Its annular piston is in contact with the even gear clutch diaphragm spring by means of the thrust bear
52. ground 58 Alfa TCT HISTORICAL DATA rewriting procedure The guidelines of the procedure are illustrated below When This procedure must only be run after replacing the TCU Why Failure to run the procedure will not effect system operation This procedure is used to save the system history records transmission and CAM for transferring data from one TCU to another This operation is possible if the services necessary for running it are not affected In other words the procedure cannot be run if the data cannot be read from the TCU to be replaced As mentioned in this case the system operation is not affected If the TCU and any other component subject to the Data Set Deletion procedure are replaced at the same time the historical data of the component to be replaced must be deleted before copying the records What tools are needed Examiner diagnosis instrument 59 Alfa TCT Kiss Point learning and clutch gearbox curve fine tuning procedure The following two cases may occur with regards to the on vehicle kiss point and transmission curve fine tuning learning procedures e Cases in which both kiss point and transmission curve fine tuning learning procedures must be run e Cases in which only the kiss point learning procedure must be run The cases are illustrated in the following table Cases in which both kiss point Cases in which only the kiss point transmission curve fine tuning learning learning pr
53. haft consists of two parts All even gears 1st 3rd 5th R are on one of the two parts connected to the clutch K1 while all the even gears 2nd 4th 6th are on the other part and connected to clutch K2 The engagement plane range selection is managed by the proportional pressure solenoid valve PPV S which controls the shifter for hydraulic power Gear engagement is managed by two proportional pressure solenoid valves PPV1 and PPV2 Unlike the traditional robotised gearboxes known until today M20 and 40 for example the Alfa TCT does not fit two engagement solenoid valves e g an even gear solenoid valve and an odd gear solenoid valve The PPV1 solenoid valve controls engagement of both the even gears and the odd gears The same applies to the PPV2 This is how With reference to the hydraulic functional diagram in figure 49 we will describe engaging 1st gear and then 2nd gear The TCU controls PPV S so to position the shifter in position 1 At the same time the TCU controls solenoid valve PPV2 to send pressurised oil along the red channel The shifter moves to position 1 thus putting the red channel into communication with the left part of actuator A1 At this point oil fills the left chamber of the actuator shifting it rightwards and engaging 1st speed Obviously this happens only after the TCU 37 Alfa TCT through solenoid valve QPV K1 has opened clutch 1 by controlling the corresponding CSC When 1st gear is engaged t
54. he TCU releases QPV K1 so as to drain oil from CSC K1 and close clutch K1 The 2nd gear is pre selected when transmitting motion in 1st gear This is how The TCU controls the slider by means of PPV S to arrange it in position 2 At the same time the TCU controls solenoid valve PPV to drain pressurised oil from the blue channel The shifter goes to position 2 and puts the light blue duct into communication with the left side of actuator A3 In this way pressurised oil pushes actuator A3 rightwards engaging 2nd speed The 2nd gear is engaged without TCU controlling solenoid valve PPV K2 because clutch K2 is already normally open In this way drive transmission occurs only through 1st speed which is engaged and clutch K1 is closed at the same time 2nd speed is also engaged but neutralised by clutch K2 which is open The clutches are simply swapped when the engine operating conditions are such to require motion transmission in 2nd gear This is carried by gradually closing K2 by means of PPV K2 and opening K1 by means of QPV K1 It is important to note that solenoid valves PPV1 PPV2 and PPV S are not controlled for the entire gear engagement time The electric control to the solenoid valves is cut off when the gear is engaged This means for example that after having engaged 1st gear TCU stops supplying power to PPV2 to drain oil from the left of actuator A1 When oil is drained the TCU stop supplying power also to PPV S in order to be able to
55. if shift request is over an acceptable Yes while moving not ves speed threshold for a maximum NOT ALLOWED timeout allowed Manual recover Wes alo y MANUAL MODE no deactivation AVAILABLE Manual recover Bes ell deactivation AVAILABLE Gear request not Me A GEAR REQUEST yes available AVAILABLE 80 Alfa TCT SPECIFICATIONS Gear ratios Transmission ratios Clutches Dry single plate and pressure plate with automatic wear take up device Dry single plate and pressure plate without automatic wear clearance take up device Fluids and lubricants Recommended products specifications po Type i uaantty Tutela Car CS Speed Check 120000 km Hydraulic unit oil ATF DEXRON III 0 76 litres viscosity 1800 cPs at 40 C 6 5 cPs at 100 C 81 Alfa TCT Gearbox control unit 8TDF 80 pin connector Ambient working temperature T From 30 C to 100 C while working Working voltage Minimum working voltage 6 0 V 4 5 V while cranking e Maximum working voltage VBAT max 16 0 V Nominal working voltage VBAT typ 12 0 V Nominal voltage test VBAT test 13 5 V 0 2V Overvoltage range 26 0 V lt VBAT_ovid lt 40 0 V Communication network C CAN 500 kbyte sec Special hardware functions ECU wake up from driver s door opening switch Pin Description gt gt gt
56. ifting from Tip gt D is free e Shifting from D gt N is free e The lever button must be pressed to shift from N to R Shifting from R gt P is possible with the gear lever button pressed 69 Alfa TCT These shifts are summarised in the following table Final lever position 2 O 1 T initial position Fig 66 steering wheel paddles they work with the lever at Tip or D with 15 Operate the lever as indicated above to have the system actuate the gear shift requests The engaged gear is shown on the display 1 2 6 with the lever at TIP only 1st gear can be engaged at key on engine off or and speed 0 km h The following lever gear inconsistencies may occur after moving the lever INITIAL INITIAL FINAL FINAL WARNINGS IN Warning LEVER INDICATION LEVER INDICATION ON PANEL AND messages POSITION ON POSITION DISPLAY ACOUSTIC DISPLAY WARNINGS NEUTRAL N D Tip This situation occurs in retry mode The gearbox cannot engage first gear In these lever gear inconsistency situations the icon of the requested target will light up fixed on the gear lever trim final lever position The icon will start blinking operated by TCU if the transmission cannot engage the requested gear after a Tout A buzzer must be operated for a predetermined time in these cases position central stable position between UP and DOWN corresponds to first gear In case of re
57. ill consider the example of a driver approaching a red light e The engine stops when the car stops the driver is pressing the brake pedal e As soon driver releases the brake pedal e ECU asks TCU to set the transmission in neutral e Once the transmission is in neutral TCU informs ECU that the transmission is secured e ECU can restart the engine e ECU restarts the engine and at the same time asks TCU to engage the previously released gear Interaction with Cruise Control The CC system is not affected by the presence of the TCT system There is no function interaction logic with the system Safety and functions in case of failure These strategies manage incorrect commands to prevent potentially dangerous situations or critical conditions for the transmission or the vehicle Key lock Two situations can occur after stopping the engine e The driver positions the lever in P e The driver positions the lever a position other than P In the first case the driver can remove the key from the dashboard without any problem in the second case the key cannot be removed because the vehicle is not safe The following operations are possible e The driver turns the key again and positions the lever in P e Despite knowing that vehicle conditions are not safe the driver removes the ignition key manually using the mechanical release control Obviously the second option may only be used in genuinely critical cases 67 Alfa
58. ing The piston is held in rest position by the reaction of the diaphragm spring Consequently the clutch is normally released if there is no pressure from the robot There is no position sensor Position is controlled by a pressure sensor fitted on the CSC power line The signal is appropriately processed by the TCU see below Fig 19 Fig 20 22 Alfa TCT Odd gear CSC The odd gear CSC is all new and specific for this gearbox The delivery oil flow from the robot causes the movement of the piston 5 running on the guide tube Low sliding friction is guaranteed by Teflon runners which also prevent jamming of the piston in the release position The action of the piston is transmitted by a specific rod 3 which runs inside the main shafts on a specific bushing and seal to the thrust bearing thus allowing to release the clutch When the robot stops sending pressurised oil into the CSC the diagram spring pushes the thrust bearing which by means of the control rod positions the piston in retracted position thus restoring engagement conditions and making oil flow towards the reservoir The lack of compressibility of oil ensures gradual clutch operation because the trapped fluid column prevents the movement of the piston which therefore maintains its position when the robot maintains an intermediate position The TCU controls the position assumed by the piston by means of a Hall effect sensor 1 fitted on the CSC to monitor odd
59. ing outer ring clutch CSC delivery pipe fitting clip gearbox engine mount support fixing screws right differential shaft oil seal ring fixing screw gearbox engine stud bolt even gear release sleeve fixing screw screw even gear clutch mechanism even gear clutch driven plate odd gear clutch mechanism thrust bearing plug pint holder bearing screw Alfa TCT ALFA TCT operating principles Mechanical part FPT engineers have designed solutions to allow continuous motion transmission using the C633 manual gearbox Firstly the main shaft of the Alfa TCT consists of two mutually coaxial shafts called outer main shaft and inner main shaft The junction area houses an axial bearing allowing reciprocal rotation Both shafts are made of steel The inner main shaft has a grooved profile for splining 3rd and 5th speed drive gears while the outer main shaft is made in one piece Section view 4 1 2 Fig 7 3rd speed drive gear outer main shaft coupled to clutch K2 even gears inner shaft odd gear clutch grooved profile axial bearing inner main shaft coupled to clutch K1 odd gears outer main shaft even gear clutch grooved profile clutch rod bushing outer main shaft bearing roller cage 0 inner main shaft roller cage 1 inner main shaft hole for introducing odd gear clutch rod ODDS The need for two main shafts derives from the fact that two pairs of gears must be meshed to allow continuous mo
60. ing range 40 C 135 C Measurable pressure range 0 80 bar Electric resistance 10 42 Alfa TCT Proportional flow solenoid valve E EE E Bal Fig 58 e max flow 11 l min with pressure differential of 10 bar control current from 0 to 2 A controlled directly by ECU from 0 to 0 8 A approx valve draining to reservoir from 0 8 to 1 15 A approx valve closing from 1 15 to 2 A valve draining to actuator see feature in Fig e electric resistance of winding 2 5 6 at 20 C Proportional pressure solenoid valve Current pressure at 60 C Pressure bar 0 0 0 1 0 2 0 3 0 4 0 5 0 6 07 08 0 9 1 0 1 1 12 1 3 1 4 1 5 16 17 18 1 9 20 21 22 Current A Fig 59 e max flow 12 l min with pressure differential of 10 bar e control current from 0 to 2 2 A controlled directly by ECU e electric resistance of winding 2 6 6 at 20 C 43 Alfa TCT General system concepts e Gear position on grid and solenoid activation e The notion of kiss point and explanation of the existence of two kiss points related to two clutches e Wake up SDU presence indication e Overspeed and underspeed gear shifts e Gearbox limp home
61. laced Furthermore the following counters can be used to identify the number of incorrect manoeuvres or conditions of the system when an error was validated What tools are needed Examiner diagnosis instrument 5 Alfa TCT Gear engagement procedure This Active Diagnostic procedure is used to engage all gears with the vehicle stationary The procedure must be used to diagnose problems concerning the solenoid valves The procedure engages all the gears Steps include centring neutral keeping both clutches open operating the shifter appropriately controlling the engagement valve and switching back to neutral NOTES The procedure must be run in the following conditions key on engine off not stopped by S amp S gear lever in N Longitudinal accelerator sensor learning procedure The guidelines of the procedure are illustrated below When Endofline e After replacing the gearbox ECU e After replacing the longitudinal accelerator sensor Important Run the Data Set Deletion before running the procedure described here if a component is replaced Why The following procedure is used to learn the longitudinal acceleration offset transmitted by NYL yaw sensor node Failure to perform the procedure will affects system operation For this reason if must be carried out at end of line and during service What tools are needed Examiner diagnosis instrument Conditions key on engine off vehicle on level
62. le number of clutch K1 and K2 opening closing cycles with the electric pump off To check oil level What tools are needed Examiner diagnosis instrument NOTES The procedure takes approximately 1 minute Power latch takes approximately 15 seconds Check read hydraulic pressure that the pressure in the hydraulic circuit is under the accumulator pre charge threshold approx 2 3 bar The procedure must be run in the following conditions key on engine off not stopped by S amp S lever at parking clutch K1 position sensor OK clutch K1 actuator OK clutch K2 pressure sensor OK clutch K2 actuator OK The procedure will end with self calibration KO if any one of the conditions listed above does not occur 53 Alfa TCT Clutch self calibration enabling The guidelines of the procedure are illustrated below When At vehicle end of line After replacing ECU during Service After replacing removing gearbox After replacing removing disconnecting CAM After replacing clutch pack After replacing clutch sensors Important Run the Data Set Deletion before running the self calibration procedure described here if a component is replaced Why The objective of the procedure is to quickly recalculate the kiss point i e the point in which the clutches start transmitting torque What tools are needed Examiner diagnosis instrument NOTES The procedure takes approximately 1 minute Power latch takes app
63. n neutral the Stop amp Start strategy does not need the brake to be pressed to keep the engine stopped and the driver may therefore release the brake pedal without restarting the engine e If the lever is moved from N to DRIVE o must communicate the updated conditions of the lever DRIVE o must manage the information like a re crank request and restart the engine regardless of the brake pedal position o TCU waits until the engine is started and keeps the clutch K1 open in N o engages 1st gear and then resumes control over clutch K1 according to normal creeping strategies accelerator pedal released or start off strategies accelerator pedal pressed e If the lever is shifted from TIP to UP or DOWN with brake pressed because if it is released the engine will start up immediately o TCU must communicate the updated conditions of the lever UP or DOWN o ECM restarts the engine o TCU releases the gear and waits until the engine is restarted keeping clutch K1 open in N o engages 1st gear and then resumes control over clutch K1 according to normal creeping strategies accelerator pedal released or start off strategies accelerator pedal pressed e Ifthe lever is shifted from DRIVE or N gt to R also without pressing the brake if from o TCU must communicate the updated conditions of the lever Reverse o ECM restarts the engine o TCU releases the gear and waits until the engine is restarted k
64. ngaged gear signal on CAN thus allowing to restart the engine The following shifts will appear on the display e gt 5 0 if engine is stopped with lever in D automatic mode e 1 gt 1 if the engine is stopped with lever in TIP manual mode The gearbox will keep managing signals related to lever position and displayed gear on CAN in parallel and coherently in both modes automatic manual TCU can reactivate creeping function after starting the engine Steering wheel controls On some versions gears can be shifted using the controls on the steering wheel Fig 67 To use the steering wheel controls the gear lever must be in Sequential position steering wheel paddle to shift up steering wheel lever to shift down 72 Alfa TCT TCT LEVER MANAGEMENT TCT must send the lever status i e the gear shift request through CAN to the engine control by means of an appropriate signal even if rejected If the engine is automatically stopped the lever is usually in TIP D and the gearbox in 1st gear or the lever is in and transmission is in neutral Later If the lever is shifted from DRIVE to N with brake pressed because if it is released the engine will start up immediately o TCU must communicate the updated conditions of the lever neutral must go to stable idling must continue to keep clutch K1 open o ECM inthis case does not start the engine Note if the gearbox is i
65. not be restarted even if the brake pedal is released o CT engages parking mode when the engine is off The lever crosses position P to shift if itis paused in position R for longer than a given time 200 ms the engine is restarted as described above e If the lever is shifted from PARKING to N or R or DRIVE o TCU must communicate the updated conditions of the lever Neutral Reverse or Drive o ECM restarts the engine o Transmission can engage R or 1st gear depending on the final position of the lever then TCU resumes control over clutch K1 according to normal creeping strategy accelerator pedal released or start off strategy accelerator pedal pressed With lever in R the engine does stop in START amp STOP mode Lever failure In case of lever failure TCU must set lever position signal Not Available this will make exit Stop amp Start strategy Steering wheel paddle management For versions with paddles restarting can be requested by the paddle with the lever at TIP or D as described for the UP DOWN lever 74 Alfa TCT Indication on display If the engine is stopped by the Start amp Stop function information concerning the engaged gear is still displayed on the instrument panel by means of the usual the lever position and displayed gear signals Shifting through N must be displayed when the engine is automatically restarted NOTE only after neutral request from engine will the lever position signal and the
66. ntrol and manage clutch position e control and manage gear selection and engagement Fig 44 The Complete Actuation Module includes 2 3 4 Electrohydraulic kit line pressure sensor Proportional pressure solenoid valve PPV K2 for even gear clutch control Proportional pressure solenoid valve PPV S shifter Proportional pressure solenoid valve PPV2 for engagement engagement of first sixth fourth fifth speed gears Proportional flow solenoid valve QPV K1 for odd gear clutch control Proportional pressure solenoid valve PPV1 for engagement engagement of third seventh second reverse speed gears Shifter selector position sensor Shifter selector axis K2 CSC pressure sensor K2 CSC oil outlet Low pressure oil outlet towards hydraulic power unit CSC K1 oil outlet Connection to pressure accumulator High pressure oil inlet from hydraulic power unit 34 Alfa TCT Shifter The shifter is used to select the gears The range selection solenoid valve PPV S sends pressurised oil to the selection actuator The oil pressure moves the hydraulic spool 3 against the load of the spring 4 Under oil pressure the hydraulic spool goes next to the engagement actuator for the required gear The hydraulic spool acts as a hydraulic power shifter Position sensor Magnetic target on spool Hydraulic selection spool Load simulation spring m Hydraulic labyrinth C
67. o rilevato Ultimo rilevato Consulta procedura di diagnosi eLearn Descrizione Tipo di Link Descrizione Vettura 103 Alfa TCT DTC table hex 2 or more faulty accelerometers C1301 Front left wheel accelerometer C1302 Front right wheel accelerometer ASX body accelerometer C1304 ADX body accelerometer PSX body accelerometer C1306 Frontleft valve C1307 Front right valve C1308 Rearleft valve C1309 Rearright valve Battery voltage zu oie node C1312 EPS electric steering NGE 00001 error 017041 ECU 01702 EPS ke node Error 0 No communication 104 Alfa TCT Error detail reading Environmental parameters table Parameter Status description Unit of measure Status value Fault presence time Stamps RAM seconds Time elapsed with MIL ON Stamps KeyOn RAM Key on error counter SS Code error failure type Km covered Probable causes of error DTC Description Probable Cause 2 or more faulty accelerometers Faulty accelerometer Front left wheel accelerometer Front right wheel accelerometer ASX body accelerometer ADX body accelerometer PSX body accelerometer C1306 left valve Front right valve Faulty solenoid valve Faulty wiring Wiring insulation Faulty control unit Rear left valve Faulty solenoid valve Faulty wiring Wiring insulation Faulty control unit
68. ocedure must be run procedures must be run When replacing the TCU for 955 application When hydraulic unit is replaced Mito only remember than in this case the longitudinal accelerometer offset procedure must also be run When replacing the gearbox When replacing the sensor module When replacing clutch or K2 CSC or both When replacing clutch K2 pressure CSCs sensor Whenever the following Data Set Deletion functions are started in TCU even without having replaced the corresponding component Gearbox replacement e Clutch unit replacement Clutch K1 position sensor replacement e Statistic data reset Starting the clutch parameter reset service DATA SET DELETION which resets the following parameters Odd clutch plate temperature maximum between temperatures of surfaces S1 and 92 Even clutch plate temperature maximum between temperatures of surfaces S1 and 92 60 Alfa TCT The warning light will be on and two errors will be present End of line service self calibration procedure error P290D Not calibrated kiss points error P290E The END OF LINE SERVICE SELF CALIBRATION and CLUTCH SELF CALIBRATION ENABLING functions must be started in the order shown below to resume correct system operations Kiss point and transmissibility curve fine tuning learning procedure operating flows START END OF LINE SERVICE SELF CALIBRATION function with engine off and lever in P ANAL
69. odule repairs after replacing hydraulic components valves pump pressure sensor delivery pipe etc or generic CAM intervention e For filling after draining needed for CAM repairs Why The objective of this self calibration procedure is to eliminate air from the hydraulic circuit after replacing one of the aforesaid components A customisable number of clutch K1 and K2 opening closing cycles is run with the electric pump on What tools are needed Examiner diagnosis instrument NOTES The procedure takes approximately 1 minute Power latch takes approximately 15 seconds The procedure must be run in the following conditions key on engine off not stopped by S amp S lever at parking clutch K1 position sensor OK clutch K1 actuator OK clutch K2 pressure sensor OK clutch K2 actuator OK The procedure will end without indicating an error code if any one of the conditions listed above does not OCCU 52 Alfa TCT Accumulator depressurisation The guidelines of the procedure are illustrated below When Before CAM Complete Actuation Module repairs for replacing hydraulic components valves pressure sensor delivery pipe gearbox hydraulic kit separation etc or generic CAM interventions Why The objective of this self calibration procedure is to drain the hydraulic circuit by sending CAM oil to the reservoir to allow replacement of the aforesaid components It consists in running a customisab
70. of clutch K2 has a different layout and a different pivoting point than clutch K1 consequently clutch K2 is normally open Clutch control There are two clutch controls usually called CSC which work in tandem When one clutch is released the other one is engaged CSC movement is entirely controlled by the TCU which by means of the robot on the gearbox can engage or release the clutches The oil supply circuit to both CSCs is not separate from the oil circuit used by the robot to actuate the gear engagement and selection actuators The same hydraulic oil is used A lw H il Q 4 Fig 12 odd gear clutch K1 CSC inner main shaft outer main shaft odd gear clutch K1 thrush bearing control rod even gear clutch K2 CSC even gear clutch K2 thrust plate bearing odd gear K1 clutch thrust bearing odd gear clutch K1 bearing plug pU EESTI IS Functional features The following pictures illustrate the operating features of the clutch during a normal Powershift type gear shift We will take shifting from 1st gear to 2nd gear as an example Remember that 1st speed drive gear is on the inner main shaft and is connected to odd gear clutch K1 2nd speed drive gear is on the outer main shaft and is connected to even gear clutch K2 19 Alfa TCT Travelling 1st gear With engine running the system engages 1st gear when the lever is set to D The TCU closes the odd gear clutch K1 when starting of
71. of the visibly smaller diameter of the main shaft splining grooved profile The two clutches cannot be replaced individually The entire unit needs to be replaced in case of problems to either clutch odd gear clutch K1 mechanism lid odd gear clutch K1 driven plate odd gear clutch K1 pressure plate spring intermediate flywheel even gear clutch K2 pressure plate retaining spring even gear clutch K2 pressure plate spring even gear clutch K2 mechanism lid even gear clutch K2 driven plate SE ete SY 17 Alfa TCT Flywheel assembly Clutch kit Flywheel Odd gear clutch 1 kit Even gear clutch K2 plate Clutch K2 lid pressure plate assembly a Clutch unit section view Dual mass engine flywheel assembly Odd gear clutch K1 Even gear clutch K2 Intermediate flywheel Clutch K2 diaphragm spring pivot ps Fig 11 Alfa TCT Neither clutch plate K1 nor K2 Fig 11 is pressed on the dual mass flywheel surface On the contrary they are pressed on the surface of an intermediate flywheel mass between the two plates K1 and K2 and integral with the dual mass flywheel The odd gear clutch K1 engine side operates on one side of the intermediate flywheel mass the even gear clutch K2 gearbox side works on the other side Clutch K1 is normally closed and provided with automatic clearance recovery mechanism Clutch K2 is normally open and not provided with clearance recovery mechanism The diaphragm spring
72. onomously select the lower ratio if the driver keeps the current ratio on engine stalling limit AUTODOWN The lever is located in the TIP position in the operations described above NOTE 2 autoup autodown are functional not safety functions The safety function is provided by the limiter only Gearshifting in automatic mode lever at D Letter D will be appear on the display instead of the engaged gear Starting from N lever position the driver must request setting off gear 1st lever at D or R with the knob button pressed to set off forwards or reverse The system will maintain automatic mode The system accepts requests using the steering wheel levers both TIP and TIP with the lever at D in this mode Automatic gear shift suggestion strategy Upon request by the driver the system starts working manually The engaged gear is displayed for certain time approximately 5 seconds After this interval of time the system goes back to working in Automatic mode D appears on the display Manual mode is displayed even if the request is not accepted 5 Alfa TCT Kick Down function is also available if the driver presses the accelerator to end of travel the system recognises this as a request for maximum torque and shifts down one two or three gears if conditions allow Dynamic Normal All Weather logic The operation logic can always be selected either automatically or manually using the lever The follo
73. ot shift the lever e g when standing at a traffic light if creeping is off e g handbrake applied or creeping recovery mode e the system independently selects N neutral e The instrument panel will continue to display mode logic and N Since the lever may be at TIP or R the shift to N neutral operated by the system will create an inconsistency between lever position and engaged gear Therefore the buzzer will sound the buzzer will continue until consistency is restored Vehicle stationary engine running gear engaged typically 1st or R Keep the brake pedal pressed without operating standing for longer than 10 minutes e the system independently selects N neutral e he instrument panel will continue to display mode logic and Since the lever may be at TIP or R the shift to neutral operated by the system will create an inconsistency between lever position and engaged gear Therefore the buzzer will sound the buzzer will continue until consistency is restored Vehicle stationary engine running gearbox in neutral lever in at P key off procedure Turn the engine off P will blink on the display and the buzzer will sound indicating that the vehicle is about to be left with the lever not in P P will blink and the buzzer will sound for approximately 5 seconds controlled by the gearbox lever The buzzer and blinking will last for 5 seconds After 5 seconds the systems go to power off If the lever is not
74. plied by slightly closing the clutch K2 to keep it turning 49 Alfa TCT Operating logics Hydraulic circuit pressurisation When the pressure is under the minimum operating threshold the hydraulic circuit is pressurised in two different ways e when the driver s door is opened the system automatically pressurises the hydraulic system to allow if requested a gear shift without needing to wait for the hydraulic circuit to be charged fixed pump activation timing key on the system ECU is powered and will remain powered until the key is turned off and the vehicle and engine speed is zero The electric pump 15 also powered to pressurise the unit when the minimum pressure approximately 44 bar is reached When the driver turns the key to the unstable cranking position TCU allows to crank the engine if the lever is at P or Cranking starting off The engine ECU directly controls the starter relay to start the engine when the ignition key is turned and after receiving an authorisation from the TCU Operation with engine off The available gears with the engine off are Reverse 1st and N Setting off The engageable gears with the engine on and the vehicle stationary for setting off are 1st and R these gears in these conditions can be requested only by moving the lever The vehicle only sets off if the driver presses the accelerator pedal releasing the brake pedal at this point the system gradually engages clut
75. pply error ep Alfa TCT New actuators The guidelines of the procedure are illustrated below When e After replacing CAM e After replacing clutch selection and or engagement solenoid valve Why The objective of the procedure is to force the solenoid valve offset values to those of new solenoid valves What tools are needed Examiner diagnosis instrument NOTES The procedure takes approximately 5 seconds Power latch takes approximately 15 seconds key on engine off not stopped by S amp S The procedure must be requested with engine off and key on Turn key off and complete power latch to store values in TCU 56 Alfa TCT Data Set Deletion The guidelines of the procedure are illustrated below When Replacing the hydraulic kit Replacing the transmission Replacing the clutch pack Replacing the sensor module Replacing the pump Replacing the accumulator only Replacing SDU Replacing clutch K1 position sensor Replacing K2 pressure sensor Resetting statistic data Important The Data Set Deletion procedure must be carried out after the Historical Data rewriting procedure if the TCU is replaced at the same time as one of the components listed above Why Failure to run the procedure will not effect system operation The following counters describe the history of each single part This is why the associated data must be reset or set to default values when one of the aforesaid components is rep
76. pted 2 N D TIP shift always accepted In this case although starting from position R the D TIP shift will be accepted and 1st gear or a more suitable gear will be engaged regardless of speed The calibration confirmation time for acknowledging lever stably in N position is currently 200 ms If shifting is not accepted the message NOT ALLOWED will be displayed for a certain time buzzer 76 Alfa TCT Parking request with vehicle moving The mechanical lock will not be engaged if the lever is positioned at P at speeds other than 0 km h The system shifts to neutral and the lever remains locked in P The gearbox control unit must send the Lever release request on CAN to release the lever Launch Control strategy The launch strategy can be activated in Dynamic mode and speed 0 km h 1 arm launch control a press the brake pedal without releasing it b press the accelerator pedal without releasing it even partially c tip DOWN lt lt with paddle only if lever is in D position or from paddle or lever with lever in TIP position 2 Forlaunching after arming the strategy a release the brake pedal holding the accelerator pedal pressed 3 Foraborting launch after arming the strategy a release the accelerator pedal System safety functions Vehicle stationary engine running gear engaged typically 1st or R Press the brake pedal and or accelerator then open the driver door the system keeps the
77. r position sensor 8 Integrated sensor module 5 V power 1st 3rd gear position sensor and 5th gear reverse position sensor 9 Odd K1 gear clutch rpm signal 10 Electronic earth from TCU for odd gear clutch K1 rpm and even clutch K2 clutch rpm sensors 11 Even gear clutch K2 rpm signal 12 Integrated sensor module 5 V power clutch K1 rpm sensor and clutch K2 rpm sensor 420 Alfa TCT Fig 52 Magnetic target Engagement actuator position sensor element Outer main shaft rom sensor element Inner main shaft rom sensor element pepe Sensor module position in gearbox casing Fig 53 Actuator position sensors 1 e PWM output signal 0 5 V refreshed every 0 5 ms 5 V 0 5 V power Working range 30 C 150 C Measuring range 25 30 mm Clutch rpm sensor 2 e Electromagnetic Hall effect sensor e Output signal square wave width 0 5 V Max measurable speed 10000 rpm 40 Alfa TCT Shifter position sensor Fig 54 e PWM output signal 0 5 V refreshed every 1 ms e 5V 0 5 V power e Working range 30 C 150 C Measuring range 25 30 mm Clutch position sensor Fig 55 e PWM output signal 0 5 V refreshed every 1 ms e 5V 0 5 V power e Working range 30 C 120 C e Measuring range 13 mm 41 Alfa TCT SSS Pressure sensors el CC Vout 14 of Supply power 4 5 5 5 V e Work
78. ration to regulation voltage switch from maximum pump speed to medium pump speed Duty cycle from 30 to 75 pump motor running at average voltage average pump speed is maintained Duty cycle from 75 to 85 pump motor power voltage switch from average value to zero 0 V the pump motor is still on in this range Duty cycle from 85 to 95 pump motor is stopped The typical noise of MTA robotised gearboxes usually heard when the driver s door is opened has been eliminated as a result of this power law governing the pump motor 47 Alfa TCT Underspeed gear shifts An underspeed gear shift occurs when the TCT in manual mode automatically shifts down one or more gears e g from 5th to 4th to 3rd to prevent engine underspeed stalling As a result the vehicle can decelerate without requesting to shift down because the system shifts down and ultimately engages 1st gear when the vehicle is stationary Limp home Limp home is low performance mode used in presence of a system failure Only 1st 2nd and 3rd gear and reverse can be engaged in this mode which can be used for some faults only System performance in limp home conditions is obviously worse than normal gear shifts are slower Engine limp home can be requested in some cases This mode limits engine rpm Special automatic maps may be activated in some recovery conditions automatic even gear strategy and automatic odd gear strategy The objective is to
79. revents the engine from stalling or over revving In terms of driving assistance the system also ensures immediate availability of first gear when the vehicle stops and the automatic down shifting in the case of sudden deceleration The selected gear is shown on a display integrated in the instrument panel along with indications of faults and critical vehicle or gearbox component driving conditions Warnings and faults are indicated by messages and general or gearbox failure warning lights o Alfa TCT new Fiat Powertrain Technologies Alfa TCT is three shaft transmission capable of transmitting a maximum torque of 350 Nm It implements innovative technology for combining the comfortable gear shifts of an automatic transmission with lower running costs better than that of a manual gearbox By increasing the transmittable torque capacity which reaches 350 Nm the Alfa TCT will be fitted on various petrol and diesel B C and D segment engines The features of the new transmission include the possibility of acquiring a highly sporty connotation by optimising gear shift times and uninterrupted drive torque delivery to the wheels The Alfa TCT transmission is made by combining two aluminium alloy half casings It can be installed in front wheel drive transverse engine layout arrangements The Alfa TCT has a typical three shaft layout for additional compactness A particularity is that the main shaft actually consists of two mutually coaxial
80. roximately 15 seconds The procedure must be requested before starting the engine with key on and gearbox in neutral The engine can then be started The procedure can also be requested after starting the engine providing the gearbox is in neutral If the gearbox is not in neutral the request remains pending until neutral is engaged see below Wait for the TCU to end testing the two clutches before key off The procedure can start in the following conditions key on engine on lever at parking no gear shift in progress engine running The instrument will hang until at least one of the previous conditions occurs The procedure will be run as soon as the aforesaid conditions occur The following conditions are monitored during the procedure key on transmission in clutch K1 position sensor OK clutch K2 pressure sensor OK engagement actuators OK sensor actuator ECU power supply OK The procedure will be aborted self calibration KO if even only one of these conditions is not true Examiner cannot request to interrupt the procedure It will be concluded after having been started 54 Alfa TCT End of line service self calibration The guidelines of the procedure are illustrated below When At end of line when necessary e After replacing the transmission e After replacing disconnecting CAM e After replacing any selection or engagement sensor e After replacing the TCU Impor
81. rt off torque while creeping by pressing the brake pedal After a given time in this condition creeping condition is gradually cut off and waiting for start off condition is selected When the engine 18 running only 1st or R gear speeds apart from neutral be engaged NOTE There is NO ACOUSTIC WARNING when is engaged NOTE TIP position corresponds to 1st gear from D Any TIP request is ignored by the system because it is not a plausible request NOTE With S amp S mode off the system closes clutch K1 after a given time if the vehicle is standing with engine running in neutral Automatic restart TCT sends the clutch state and the engaged gear signal to CAN Automatic start up is actuated by the engine ECU after automatic stop according to Start amp Stop strategies without any intervention by the driver using the key The engine will be stopped by S amp S when the brake pedal is pressed if the lever not the engaged gear is in position other than up down or reverse The engine asks the gearbox to enable automatic starting if e the brake pedal is released and the lever is neither in N nor P 71 Alfa TCT the lever is moved to up down or reverse position When the lever is in N or P with brake pedal pressed and engine stopped by 585 the engine will not be restarted when the brake is released Following starting request from engine Alfa TCT engages neutral and consequently updates the e
82. ry according to the features of the new clutch unit if the latter was replaced and is therefore new If the TCU is replaced the latter will store a standard transmissibility default curve which must be fine tuned according to the features of the clutch unit which is already present on the gearbox and not replaced The self learning procedure must be run also when a component which interfaces with the clutch pack is replaced CSC K1 or CSC K2 gearbox 65 Alfa TCT Procedure summary 1 Clutch bleeding procedure The objective of this self calibration procedure is to eliminate air from the hydraulic circuit after replacing repairing one of the CAM components A customisable number of clutch K1 opening closing cycles is run with the electric pump on 2 Accumulator depressurisation procedure The objective of this procedure is to drain the hydraulic circuit sending CAM oil to the reservoir to allow replacement of the CAM components It consists in running a customisable number of clutch 1 opening closing cycles with the electric pump off 3 Clutch self calibration enabling procedure The objective of this procedure is to autonomously calculate the kiss point for clutches K1 and K2 4 End of line Service self calibration procedure The objective of this procedure is to automatically calculate the engagement and selection thresholds 5 New actuator procedure The objective of this procedure is to write the solenoid valve leakage v
83. stops communicating on CAN at the key off the vehicle is stationary The gear lever engages the parking lock and displays P position only if the lever is moved to P within 5 seconds from key on gt key off After 5 seconds the parking lock can be engaged but the indication will not appear on the display Alfa TCT keeps the gear prior to key off engaged at the following key on the gear selected by the lever position is displayed Key on 15 The icon on the gearbox trim corresponding to the lever position lights up When the lever is faulty all the icons are lit and blink With the vehicle stationary and key on key operated power on the instrument panel must display the gear selected by the lever position Operating logics Dynamic Normal and All Weather of this application are managed by the Body Computer using a specific signal All the logics can be set using the lever both in Automatic and Manual conditions Shift lock When the car is stationary the lever can only be shifted from position P corresponding to neutral when the brake pedal and knob button are pressed Shifting the lever All shifts must be performed exclusively with car stationary and engine idling The drive wheels are mechanically locked in position P e Shifting from PDR is only allowed with the brake pedal pressed and the lever button pressed e Shifting from R gt Nis free e Shifting from N gt Dis free e Shifting from D gt is free e Sh
84. tant Run the Data Set Deletion before running the procedure described here if a component is replaced Why The objective of the procedure is to store the gear shift grid thresholds What tools are needed Examiner diagnosis instrument NOTES The procedure takes approximately 1 minute The procedure must be requested with engine off and key on Hydraulic pressure must be above the gear shift acceptability threshold 42 51 bar range Battery voltage must be within the set limits vehicle operating range Turn key off and complete power latch 15 sec to store values in TCU Power latch takes approximately 15 seconds The following functions must be automatically activated for the procedure Clutch K1 closed position quick self calibration Clutch bleeding EV clutch K1 current self calibration Clutch K1 travel test K2 current characterisation test Shifter calibration position and current calculation Engagement grid self calibration The procedure must be run in the following conditions engine off not stopped by S amp S lever at parking battery voltage in a range K15 on hydraulic pressure over threshold The procedure will end with self calibration KO if any one of the conditions listed above does not occur Furthermore the procedure may be aborted for the following reasons engagement selection clutch sensor error selection engagement driver solenoid valve clutch error sensor actuator TCU power su
85. the brake pedal and the button on the knob The system activates the shift lock coil and releases the lever The driver can choose to select 1st gear lever at D or TIP or reverse lever at R The instrument panel displays the engaged gear The request for engaging 2nd gear by TIP is not accepted by the system with or without brake no message 15 displayed Engine started The vehicle starts moving either forwards or backwards as soon as the gear is engaged no need to press the accelerator This creeping strategy is activated by the system by default in the following conditions e 1st gear or reverse engaged e Handbrake released e Creeping deactivation recovery strategy not working e g clutch not overheated e Brake pedal released e Accelerator pedal released Creeping is automatically deactivated reduced with 1st gear or R engaged in the following conditions e Handbrake applied e Road slope over 5 creeping torque is gradually switched off e Clutch temperature is higher than a threshold firstly set as out of range e Creeping torque is constant higher than a given threshold for a given time Tcreep approx 4 sec e g if the vehicle knocks into the kerb or stalls on gradient after Tcreep creeping is gradually cut out by applying a ramp to clutch torque 0 Afterwards creeping is reactivated when the accelerator or brake pedal are pressed again In general the creeping torque is gradually reduced to pre sta
86. tion gearbox Therefore two clutches are needed to obtain this without causing mechanical damage one for odd gears called K1 and one for even gears called K2 While travelling one of the two clutches is closed to transmit motion from one only pair of gears and the other clutch is open to prevent gearbox using the other gear pair While shifting either up or down both clutches work in tandem one closes when the other one opens and vice versa e The even drive gears 2nd 4th and 6th are obtained on the outer shaft coupled to clutch K2 along with the groove for splining the even gear clutch The odd driven gears 151 3rd 5th reverse are splined on the inner main shaft connected to the clutch K1 along with the grooved profile for splining the odd gear clutch 16 Alfa TCT Clutches Clutch kit view from engine side Clutch kit view from gearbox side Fig 8 The clutch kit is made by LuK and consists of a single body with two clutch plates and retaining mechanisms of the two clutches such as pressure plate with diaphragm springs and pressure plate retaining springs The kit must be coupled to a specific flywheel which is provided with locking grooves visible on the clutch mechanism facing outside engine side Disassembling the clutch kit we can see that odd gear driven plate K1 normally closed is positioned facing engine side and differs from the even gear driven plate clutch K2 normally open because
87. try lever position D or TIP but gear engaged the lever control on the steering wheel can be used to select 1st gear with or without pressing the brake pedal D position with vehicle stationary corresponding to gear request consistent with vehicle speed TIP position on SW level instead does not correspond to any request it is interpreted as meaning that the lever is released The lever must cross position D to reach TIP Position D is therefore always detected and therefore the gear is always engaged Engine running and or vehicle moving First starting from key 50 Starting is only allowed with lever in position N or P with or without pressing the brake pedal and neutral engaged N B The gear engaged and lever position may not coincide The engine cannot be started with the lever in D R or TIP No warning message is shown on the display The system is in N or P for starting the latter corresponds to neutral but the vehicle wheels are mechanically locked The instrument panel displays the gear engaged when the starting request is made in any operation mode Dynamic Normal All Weather The lever position and indication on display will be consistent after starting 70 Alfa TCT Starting the vehicle from stationary At the end of the starting procedure the engine is running the vehicle speed V is 0 km h the gearbox in is neutral N and selector lever is in N or P To shift the lever from position P press
88. wing settings are activated AUTOMATIC mode Dynamic Sport shift calibration map is used o Normal Economy shift calibration map is used o All Weather Economy shift calibration map is used e in MANUAL mode o no effect on shift calibration maps Neutral or R 1st gear request with vehicle moving N B Reverse can only be engaged in the following conditions vehicle speed close to 0 km h Setting Sthreshold 5 km h e D TIP gt N shift accepted for all speeds D TIP gt R shift crossing this also applies to gt gt S lt Sthreshold accepted is engaged gt S Sthreshold not accepted accepted only to N request and then leaves engaged if within a time from the beginning of request S becomes lt Sthreshold OK R is engaged otherwise N is left If acceptance fails and lever is shifted to D see note e R gt N shift accepted for all speeds e R DITIP shift crossing this also applies to N D TIP gt S lt Sthreshold accepted 1st is engaged gt 5 gt Sthreshold accepted not accepted gt see note Note R gt N gt DITIP shift with S gt Sthreshold A If D TIP shift is fast without and crossing of is not recognised the direct D TIP R shift strategy will be used i e N will be engaged B If the R D TIP shift is slow and crossing of position N is recognised the shift will be treated as two separate shifts 1 R gt N shift always acce

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