Friday, October 11, 2013

5:27 PM

307-01B Automatic Transmission - 6-Speed 2012 - 2013 Focus

PowerShift Transmission - DPS6/6DCT250
Description and Operation Procedure revision date:
05/16/2013

Transmission Description - System Operation and

Component Description
System Operation
General information
This DPS6/6DCT250 is a fully automatic, dry dual clutch, automatic shifting manual, electronically
controlled 6-speed transaxle.
Its abbreviated designation DPS6 means:
 D — Dry Dual Clutch
 P — Powershift
 S — Synchronized
 6 — 6-speed transaxle
In the parts catalog the DPS6 transmission may also be referred to as the PS195 transmission or the
DCPS transmission.
The 6DCT250 is a dry dual clutch, automatic shifting manual transmission.
Its abbreviated designation 6DCT250 means:
  6 — Six gears
 D — Dual
 C — Clutch
 T — Transaxle
 250 — Torque
This transaxle features the following:
 Computer Control with electro-mechanical actuation
 Two piece aluminum housing design
 Six (6) discrete stepped forward gears and one (1) reverse gear
 Dual Output shafts with two separate final drive ratios
 Full ball and roller bearing design for all gears and shafts
 All gears are bevel cut for improved NVH characteristics and power transfer
 All gears are in constant mesh for no loss of torque during the shifting process
 All cast construction of shift fork/linkage mechanisms
This transaxle features two nested input shafts driven by a compact dry dual clutch system. These two
shafts are used in conjunction with each other to provide seamless shifting through the six (6) available
ratios with overdrive in the two top gears. As each gear is selected, the appropriate clutch is activated to
drive the vehicle. Each consecutive gear is then preselected for the next “shift” operation as power is
shifted from one clutch to the other and back again as moving up and down through the individual gears
This transaxle is designed to be operated in the same manner as a conventional torque converter
equipped automatic transaxle. It provides the smooth application of power, but with the bonus of
efficiencies found only in a manual transaxle. By delivering the power with a dual clutch system, fluid
volume is limited to less than 2 liters as compared against a conventional automatic transaxle, and that
is only within the gearbox case itself. The actuation of the clutch system is controlled by a dedicated
computer through two individual electrically driven clutch motors and actuator systems.
If a fault occurs continued motoring is guaranteed in the following limited conditions based on the
failure: 1st, 3rd and 5th gear if a fault with clutch 2 and/or relational components occurs. 2nd, 4th, 6th
and reverse if a fault with clutch 1 and/or relational components occurs.
Internal components are based on manual transaxle technologies that include:
 Dry friction clutches to transmit power between the engine and transaxle
 Lay shaft gearing for high efficiency and uncoupled ratio selection
 Rotating sequential shift drums for fast response
 Synchronizers with dog clutches to pre-select and direct the power flow
 Splash fluid lubrication without filter and external oil coolers
This transaxle is two transaxles within one housing that share a common:
 Final drive which includes two output shaft pinions
 Differential assembly
 OSS sensor
 TR sensor
 Park system
 TCM
The first consists of three odd gear ratios (1st, 3rd & 5th):
 Odd input clutch and actuator system including a clutch motor
 Odd or inner input shaft with input shaft speed sensor A and related speed gears
 Odd synchronizer system including a shift motor (part of TCM), shift drum, shift forks and transfer
assemblies
The second consists of three even gear ratios and reverse (2nd, 4th, 6th & Reverse):
 Even input clutch and actuator system including a clutch motor
  Outer or hollow input shaft with input shaft speed sensor B and related speed gears
 Even synchronizer system including a shift motor (part of TCM), shift drum, shift forks and transfer
assemblies
The Select Shift ™ selector lever has the following positions:
 P: Park position
 R: Reverse gear
 N: Neutral position
 D: Automatic shifting of all gears
 S: Sports mode and manual shifting (Select-Shift mode)
If the selector lever is in the position P, then 1st gear and reverse gear are engaged via the TCM. This
results in a faster response after the starting process.
Transmission design
Schematic diagram

Item Description

1 Engine

2 Dry double clutch

3 Output shaft B - 3rd gear, 4th gear and reverse gear

4 Input shaft A - 1st gear, 3rd gear and 5th gear

5 Input shaft B - 2nd gear, 4th gear, 6th gear and reverse gear

6 Output shaft A - 1st gear, 2nd gear, 5th gear and 6th gear
In principle, the transmission comprises two independent gear trains.
Each of the two input shafts is connected via outer splines to a clutch disc.
Each of the two output shafts provide a final drive gear ratio to the differential ring gear.
Input shaft A is the core shaft and drives the odd numbered gears (1st, 3rd, and 5th gear).
Input shaft B is the hollow shaft and drives the even numbered gears (2nd, 4th, and 6th gear) as well as
the reverse gear (via an intermediate gear).
Output shaft A contains the driven gears and synchronizers for 1st, 2nd, 5th, and 6th gear as well as the
intermediate gear for reverse.
Output shaft B contains the driven gears and synchronizers for 3rd, 4th, and reverse gears.
During driving, one gear train is always positively connected and the next gear is already engaged in the
other gear train (although the clutch for this gear is still open).
Synchronizers
Single and double synchronization are both used on this transmission.
Single synchronization is used on gears 1, 3, 4, 5, 6 and reverse gear.
Double synchronization is used for the 2nd gear.
Torque Path
NOTE: In the descriptions below, the shafts are shown outside their actual position for greater clarity.

Item Description

1 Differential

2 Reverse gear

3 4th gear

4 3rd gear
5 1st gear

6 5th gear

7 6th gear

8 2nd gear

9 Input shaft B - 2nd gear, 4th gear, 6th gear and reverse gear

10 Input shaft A - 1st gear, 3rd gear and 5th gear

First gear

In first gear, engine torque flows from the flex plate to the flywheel and pressure plate A. Pressure plate
A is engaged and torque is transferred to clutch disc A, which is on the engine side of the dual clutch
assembly. From clutch disc A, torque flows to input shaft A (the inner, solid shaft). The small gear on the
end of input shaft A transmits the torque to the first gear of output shaft A. In first gear, the 1-5
synchronizer on output shaft A engages first gear and allows torque to flow from the first gear to the
output shaft. Torque is transmitted to the differential via the output shaft A pinion.
Second gear
In second gear, engine torque flows from the flex plate to the flywheel and pressure plate B. Pressure
plate B is engaged and torque is transferred to clutch disc B, which is on the transmission side of the
dual clutch assembly. From clutch disc B, torque flows to input shaft B (the outer, hollow shaft). The
small gear near the middle of input shaft B transmits the torque to the second gear of output shaft A. In
second gear, the 2-6 synchronizer on output shaft A engages second gear and allows torque to flow
from the second gear to the output shaft. Torque is transmitted to the differential via the output shaft A
pinion.
Third gear
In third gear, engine torque flows from the flex plate to the flywheel and pressure plate A. Pressure
plate A is engaged and torque is transferred to clutch disc A. From clutch disc A, torque flows to input
shaft A. The gear nearest the clutch on input shaft A transmits the torque to the third gear of output
shaft B. In third gear, the third gear synchronizer on output shaft B engages third gear and allows torque
to flow from the third gear to the output shaft. Torque is transmitted to the differential via the output
shaft B pinion.
Fourth gear
In fourth gear, engine torque flows from the flex plate to the flywheel and pressure plate B. Pressure
plate B is engaged and torque is transferred to clutch disc B. From clutch disc B, torque flows to input
shaft B. The large gear on the end of input shaft B transmits the torque to the fourth gear of output
shaft B. In fourth gear, the 4-R synchronizer on output shaft B engages fourth gear and allows torque to
flow from the fourth gear to the output shaft. Torque is transmitted to the differential via the output
shaft B pinion.
Fifth gear
In fifth gear, engine torque flows from the flex plate to the flywheel and pressure plate A. Pressure plate
A is engaged and torque is transferred to clutch disc A. From clutch disc A, torque flows to input shaft A.
The large gear on the end of input shaft A transmits the torque to the fifth gear of output shaft A. In fifth
gear, the 1-5 synchronizer on output shaft A engages fifth gear and allows torque to flow from the fifth
gear to the output shaft. Torque is transmitted to the differential via the output shaft A pinion.
Sixth gear
In sixth gear, engine torque flows from the flex plate to the flywheel and pressure plate B. Pressure plate
B is engaged and torque is transferred to clutch disc B. From clutch disc B, torque flows to input shaft B.
The large gear on the end of input shaft B transmits the torque to the sixth gear of output shaft A. In
sixth gear, the 2-6 synchronizer on output shaft A engages sixth gear and allows torque to flow from the
sixth gear to the output shaft. Torque is transmitted to the differential via the output shaft A pinion.
Reverse gear
In reverse gear, engine torque flows from the flex plate to the flywheel and pressure plate B. Pressure
plate B is engaged and torque is transferred to clutch disc B. From clutch disc B, torque flows to input
shaft B. The small gear in the middle of input shaft B transmits the torque to the second gear of output
shaft A. The second gear has a fixed connection to the intermediate gear. The intermediate gear is in
mesh with the reverse gear on output shaft B. In reverse gear, the 4-R synchronizer on output shaft B
engages reverse gear and allows torque to flow from the reverse gear to the output shaft. Torque is
transmitted to the differential via the output shaft B pinion.
Parking lock
Item Description

1 Shift lever

2 Actuating shaft

3 Torsion spring

4 Park gear on output shaft B

5 Park pawl
A park pawl needs to be installed since both clutches are opened after the engine is switched off.
Internal gearshift mechanism
Layout of the internal gearshift mechanism
Item Description

1 Electric shift motors integrated in the TCM

2 Gear selector drum B with spur gear

Comments:
Controls the selector forks for 2nd/6th gear and 4th/reverse gear

3 Double spur gear 1

4 Double spur gear 2

5 Gear selector drum A with spur gear

Comments:
Controls the selector forks for 1st/5th gear as well as 3rd gear

The gears are shifted by means of two brushless DC motors, which each actuate a gear selector drum via
a two-stage transmission ratio. The gear selector drums each have one shift slot for moving the selector
forks. As a result of using the gear selector drum principle, no additional mechanical lock is required in
order to prevent more than one gear being engaged at the same time in the same sub-transmission in
the event of a fault.
Layout of the gearshift system (schematic diagram)
Item Description

1 Gear selector drum B with spur gear

2 Selector fork - reverse gear/4th gear

3 Selector fork - 3rd gear

4 Selector fork - 1st/5th gear

5 Gear selector drum A with spur gear

6 Selector fork - 2nd/6th gear

Each gear selector drum actuates two selector forks. The total angle of rotation of the gear selector
drums is limited by means of two stops which are cast as an integral part of the transmission housing.
The angle of rotation of the gear selector drum A is 200°. The angle of rotation of the gear selector drum
B is greater and measures 290°, as this gear selector drum is used to shift four gears.
Overview of the gearshift system
Item Description

1 Gear selector drum with spur gear

2 Selector fork - reverse gear/4th gear

3 Selector fork - 3rd gear

4 Selector fork - 1st/5th gear

5 Gear selector drum with spur gear

6 Shift slot

7 Lower cam

8 Selector fork - 2nd/6th gear

9 Sliding block

10 Upper cam
The shift slot in the gear selector drum has two counter-running cams on its circumference, which are
offset by 180°. A slider which is connected to the selector fork is moved via the shift slot. If the slider
moves up or down on the cam then the selector fork is moved accordingly in an axial direction, and as a
result either a gear is engaged or the synchronizer assembly is moved to the neutral position.
Function of the gear selector drum
Item Description

1 Shift slot of gear selector drum A

Comments:
In the colored area the angle of rotation is 200°.

2 Lower cam

3 Selector fork for 3rd gear with slider

4 Upper cam
5 Selector fork for 1st/5th gear with slider

6 Lower end position (rotation angle 0°)

7 Rotation angle 10°

Comments:
The selector fork for 1st/5th gear is moved axially and 1st gear is
engaged.

8 Rotation angle 55°

Comments:
Neutral position between 1st gear and 3rd gear

9 Rotation angle 100°

Comments:
The selector fork for 3rd gear is moved axially and 3rd gear is
engaged.

10 Rotation angle 145°

Comments:
Neutral position between 3rd gear and 5th gear

11 Rotation angle 190°

Comments:
The selector fork for 1st/5th gear is moved axially and 5th gear is
engaged.

12 Upper end position (rotation angle 200°)

Function of the gear selector drum B

Item Description

1 Selector fork for 2nd/6th gear with slider

2 Shift slot of gear selector drum B

Comments:
In the colored area the angle of rotation is 290°.

3 Upper cam

4 Lower cam

5 Selector fork for reverse/4th Gear with slider

6 Lower end position (rotation angle 0°)

7 Rotation angle 10°

Comments:
Selector fork for reverse/4th gear is moved in an axial direction and
reverse gear is engaged.

8 Rotation angle 55°

Comments:
Neutral position between reverse gear and 2nd gear

9 Rotation angle 100°

Comments:
The selector fork for 2nd/6th gear is moved axially and 2nd gear is
engaged.

10 Rotation angle 145°

Comments:
Neutral position between 2nd gear and 4th gear

11 Rotation angle 190°

Comments:
Selector fork for reverse/4th gear is moved in an axial direction and
4th gear is engaged.

12 Rotation angle 235°

Comments:
Neutral position between 4th gear and 6th gear

13 Rotation angle 280°

Comments:
The selector fork for 2nd/6th gear is moved axially and 6th gear is
engaged.

14 Upper end position (rotation angle 290°)

Double clutch system
Item Description

1 Clutch unit

2 Clutch A actuator lever

3 Guide sleeve

4 Clutch B actuator lever

5 Engagement bearing

6 Snap ring
The clutch system consists of:
 the clutch unit
 the engaging unit
 the two lever actuators, each of which is actuated by a brushless DC clutch actuator motor.
The clutch unit is connected to the two input shafts of the transmission and attached to the drive plate
with nuts. The nuts need to be removed from the drive plate if the transmission is removed.
Clutch unit
Sectional view
Item Description

1 Drive plate

2 Pressure Plate A - 1st gear, 3rd gear and 5th gear.

3 Driving disc

4 Clutch discs

5 Pressure Plate B - 2nd gear, 4th gear, 6th gear and reverse gear.

6 Torsion damper

7 Input shaft B hub

8 Input shaft A hub

9 Bearings of the driving disc

The double clutch is designed to be open in the rest state. This type of clutch is referred to as an "active
clutch". On an active clutch, the contact pressure is zero if no force or only a small force is applied at the
lever springs.
The clutches are equipped with an internal travel-controlled wear adjustment system in order to keep
the necessary actuator travel paths and therefore the required packaging space within tight limits.
Similar to many other dry clutch designs, torsional vibration dampers are integrated in the clutch discs.
The driving disc of the double clutch rides on a bearing that is pressed on the end of Input shaft B.
Schematic diagram of the open and closed clutch
Item Description

A Clutch in the rest state (open)

B Clutch A closed

1 Pressure plate B

2 Clutch disc B

3 Driving disc

4 Pressure plate A

5 Clutch disc A

6 Input shaft A

7 Input shaft B

8 Lever spring B

9 Lever spring A
The two lever springs open the clutches in the rest state. They are closed through actuation of the
relevant engaging bearing, which acts on the corresponding lever spring. By pressing the lever springs,
the relevant pressure plate is pressed against the clutch disc and the driving disc.
Engaging unit
Sectional view
Item Description

1 Engaging bearing B
Comments:
Actuates the lever spring B of clutch

2 Engaging bearing A
Comments:
Actuates the lever spring A of clutch

3 Compensating element

4 Guide sleeve
The two engaging bearings are accommodated by the guide sleeve in such a way that they can be
moved independently of each other. The sliding sleeves are slotted for this purpose and engage in
segments in each other. The compensating element is used to compensate for any offset to the
actuating levers.
The two engaging bearings are each equipped with a hardened engaging disc. This lies loose on the
engaging bearing and transmits the axial forces.
Electromechanical lever actuator

Item Description

1 Brushless DC clutch actuator motor

2 Pressure spring

3 Recirculating ball nut

4 Rollers

5 Engagement lever
The force required to close the clutches is largely generated by a compression spring via the mechanical
system of the lever actuator. This force acts on the outer end of the engaging lever. This has the form of
a rocker. The rollers form the central point of contact of the engagement lever.
The brushless DC clutch actuator motors are bolted directly onto the transmission clutch housing. The
DC clutch actuator motor drives the threaded bar of the ball screw via gear teeth. Through rotation of
the threaded rod, the recirculating ball nuts and thus the rollers are moved in an axial direction.
Function of the electromechanical lever actuator
Item Description

A Clutches open
Comments:
Brushless DC clutch actuator motor de-energized

B Clutch B closed
Comments:
Brushless DC clutch actuator motor energized

1 Brushless DC clutch actuator motor

2 Pressure spring

3 Ball screw drive

4 Rollers

5 Engagement lever
When the DC clutch actuator motor is de-energized the clutch is open. In order to close the clutch, the
DC clutch actuator motor is actuated by the TCM. As a result of the rotation of the ball screw, the roller
is moved downwards via the recirculating ball nut. Due to this axial movement of the rollers, the central
support point of the engaging lever is displaced, as a result of which the leverage is altered. The change
in leverage in turn causes the force which acts via the engaging lever and the engaging bearing on the
lever spring of the clutch to be increased. The engaging bearing presses against the lever spring and the
clutch is pressed into the closed position.
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