Home Undercarriage Ford Focus 3 sedan which gearboxes are installed. What is the gearbox on a Ford Focus III generation. Volume and condition

Undercarriage

Ford Focus 3 sedan which gearboxes are installed. What is the gearbox on a Ford Focus III generation. Volume and condition

Gold 1 million box on the Getrag conveyor 2012

Transmission manufacturer Getrag has formed a joint venture with FoMoCo (Ford Motor Company) to produce preselective dual-clutch transmissions. As well as DSG, they are of two types:

with wet clutch WD (Wet Dual Clutch)
with dry clutch DD (Dry Dual Clutch)

The gearbox is identical in design DSG box with a wet clutch, the difference is only in the software and the number of gears: the DSG has a maximum of 7, while the PowerShift has 6. For VAG, the mechanical part and software were developed by Borg Warner, and for Ford - by Getrag and Luk. DSG works harder, with a slight jerk at the start and a well-felt engine braking under the throttle. With PowerShift, shifting is smoother, almost like a classic hydromechanical automatic, but the motor can be effectively decelerated only in manual mode. The specialized club service DCT + carries out diagnostics and repairs of the Ford Focus 3 robot box in Moscow with a guarantee.

Decoding of designations (Getrag)

DCL - longitudinal gearbox arrangement (L)

DCT - Transverse Gearbox (T)

6DCT / 7DCT - 6/7 speeds

250/450/750 - transmitted torque in N / m

For DCTs with low torque (up to 300 Nm), DD dry clutch boxes are installed. For more powerful cars, there is a "wet" WD clutch (450/470, etc.).

Ford Focus 3 is equipped with 3 types of transmissions: manual transmission, automatic transmission with a torque converter, robot ff3 Powershift (dry 6DCT250 and wet 6DCT450 for diesel versions).

6DCT250 device (DPS6)

The Powershift 6DCT250 is the product of Getrag's latest dual-clutch transmission. They combine the convenience of a conventional automatic transmission with the performance and high level of efficiency of manual transmissions. All Getrag dual-clutch transmissions operate without interruption in power flow and achieve a 4-8% reduction in CO2 emissions. Compared to classic torque converters automatic transmissions The DPS6 with dry double clutch and electromechanical drive achieves a reduction in fuel consumption of up to 20% (compared to a conventional automatic transmission, not a car in general).

As usual, Getrag declares that 6DCT250 is filled with oil for life. But it is still worth changing to avoid problems ahead of time.

The 6-speed 6DCT250 transmission has been developed for front-wheel drive-transverse configuration in the compact segment and is rated for torque up to 280 Nm. It can be equipped with a separate all-wheel drive system, as well as a Start- / Stop function without equipment modification. Also DPS6 can be used in a hybrid drive (combined with an electric motor).

Efficiency comparison manual transmission and 6DCT250

Key features of 6DCT250:

Uses a dry clutch that does not cool in oil. Efficiency is increased.
Filled with oil and sealed for life (design life 10 years or 240,000 km), does not require periodic maintenance.
Has a dry weight of 73 kg
Faster gear changes and lower transmission losses.
Electro-mechanical actuators eliminate the need for hydraulic lines.
Dry clutch does not require cooling
The complexity of the design can lead to problems and difficulties in repair

It is worth noting that manufacturers are switching from dry clutch gearboxes to wet clutch gearboxes due to higher reliability and thermal limitations (even with low torque applications, which is the area of dry clutches).

What Powershift 6DCT250 consists of:

As mentioned earlier, the DPS6 is mechanically composed of 2 mechanical boxes that interact using electrical equipment and electronics.

Dual clutches and dual input shafts

There are 2 input shafts, one is hollow (blue) and the other is solid (yellow) and sits coaxially inside the hollow shaft.
The inner shaft (yellow) has fixed gears for gears 1, 3, and 5; while the outer shaft (blue) has fixed gears for 2, 4, 6 and vice versa. Note that this shaft only has 2 gears, each of which is used for two gears.
Each of these shafts is connected to a coupling via splines on the outside of the shaft.
This arrangement provides a compact package for both couplings.
Unlike other clutches seen in manual transmissions, in normal rest the clutch is held by springs (i.e. does not transmit torque) and must be actuated to close and held closed by a holding current applied to the actuator.
The transmitting electronics ensures that only one clutch is closed at any time.

Output shafts

The transmission has two output shafts (shown in blue). Contrary to initial considerations, they do not carry gears that match the input shafts. Instead, the gears they carry are determined by the order of the selector forks.
The gears on the output shafts are not fixed, but are free. Like the manual transmission, they are equipped with synchronizers to match the speeds and lock the gears.
Gears 1, 3,4, 5, 6 and reverse are equipped with one synchromesh, and gear 2 is double syncronized.
The second gear is connected to the rear gear on the same shaft (although both can rotate freely, they do it together).
Note that the orange reverse gears on both output shafts are directly connected to each other. However, they do not interact with either the yellow or blue input shafts.
As a result, the output shafts and input shafts are not in the same plane - instead, they are located in a triangular formation.

Differential

Both output shafts transmit torque through the output gear to a common differential shaft (green).
This differential is not in the same plane as the output shafts, it is biased again - 4 shafts are arranged in a parallelogram shape.
A differential serves the same purpose as a mechanically equipped vehicle - it allows each of the driven wheels to rotate at a different speed (for example, when cornering).

Synchronizer sleeves and selector forks

When discussing the output shafts, it was mentioned that none of the gears are attached to the shafts, but instead rotates freely.
There are 4 synchronizers (and matching assemblies) that allow these freely rotating gears to match the speed of the output shaft and lock the gears. 3 of these bushings are used to engage the two gears (at different times) and 1 sleeve is used for only one gear.
Each of these synchronizer sleeves has a corresponding shift fork that can move the sleeve either way (to lock the gear) or in the middle (to unlock the gear).

Up to this point, the components that have been considered are all familiar, as they closely resemble manual transmissions - rather, two gearbox, since we have two clutches, two input shafts and two output shafts. Only with a differential, both of these units are combined into one output. Next, we will consider the components that are just the whole chip of the DCT Powershift 6DCT250.

Shear drives (actuators)

For now, we need to focus on the two electric motors present in the TCM as they provide rotary output from the TCM to drive the selector forks.
The motors are of DC brushless design. They have built-in Hall sensors to determine the position of the rotor and count the number of rotations it has traveled.
These rotating selector drums pass through a spur gear system at a specific angle (the range of travel for these drums is 200-290 degrees).
The side switches have a slot cut into them. The selector fork has a tab that is located in this socket.
The slot is angled to the ends of the stroke so that when the selector lever is rotated, the tab is forced perpendicular to the direction of rotation (i.e. parallel to the axis of the selector drum). If this is confused, to understand it, imagine how a screw converts the rotary motion of the screwdriver into a straight motion.
Thereby rotational motion generated by electric motors can be converted into moving selector forks back and forth... This allows the selector forks to move the synchroniser hubs forward or backward to lock and unlock certain gears.
For comparison, in mechanical box gears, the selector forks are manually operated using the gear shift levers.

Clutch actuators

Like a shift actuator, a clutch actuator converts electric motor movement into lateral movement.
And again, a brushless DC motor is used.
As previously mentioned, the clutch is held open by spring pressure by default and does not transmit torque.
To close the clutch, the motor rotates a worm gear, which pushes the clutch actuator.
A holding current is applied to the motor to keep the clutch closed.
The following 2 animated images are a representative representation of how each of the clutches works. In DSG, the principle is the same.

Transmission Control Module (TCM)

TCM 6DCT250 control unit

The image for the shift actuators shows in pink the part described as TCM. A little higher in the picture, which has input connectors from the ECU. The opposite side of this has the output of the 2 motors we saw earlier.

TCM collects input signals from various sensors, evaluates the input and controls the drives accordingly.

Inputs used by TCM include:

Transmission distance (P / R / N / D / S / L, etc.)
Vehicle speed
Engine speed and engine torque
Throttle position
Engine temperature
Temperature the environment(to determine how viscous is transmission oil, for cold starts)
Steering wheel angle (to avoid overloading or underdrive when cornering)
Brake inputs
Input shaft speed (for both input shafts)
Ratio (tilt) of vehicle from body control module (BCM)

The TCM controls the actuator motors with open loop control to provide adaptive control. This allows the TCM to identify and adapt to the following:

Clutch engagement points (F1 fans will hear about "clutch bite point")
Coefficient of friction of adhesion
Position of each synchronizer assembly

The information for the above is stored in non-volatile RAM in the TCM. This is what constitutes the transmission-specific control models studied.

Sensors

There are several sensors that collect and provide TCM information, both from the DCT and elsewhere in vehicle... Those related to the DCT itself:

Input Shaft Speed Sensor (ISS Sensor) - Magneto-Resistive Sensor - one per input shaft
Output Shaft Speed Sensor (OSS Sensor) - Magneto-Resistive Sensor Again - One Sensor Attached to Differential
Transmission range sensor (TR sensor) - for detecting the position of the selector lever and converting it into a PWM signal

Powershift DPS6 operating modes

Sport (S) and SelectShift (+/-)

Sport (S) mode allows the engine to climb higher before upshifting.
This allows the driver's requests for upshifts and downshifts to be allowed using the +/- button.
These are only "requests" because the TCM will evaluate this against the other inputs prior to gear shifting - for example, it prevents upshifts to avoid hitting the cutoff

Parking mode (P)

Parking mode

A parking lot is fixed on the output shaft so that the output shaft does not rotate.
The latch (pin) is spring loaded to ensure that it does not jump out if not disconnected.
Both clutches are not actuated, so they both open automatically.
Shift drives lock gears 1 and R - since pulling the car out of P will cause one of these gears to be selected.
The user manual also recommends to install parking brake (hand brake) to ensure that this mechanism does not take off all the load on the vehicle (e.g. on a slope).

Assist mode when starting from a slope

This function is not an integral part of the 6DCT250, it also uses the braking system.
When the vehicle is at a standstill on an incline greater than 3 degrees, assist is activated.
The braking system is pressurized to hold the vehicle until sufficient torque is established to move the vehicle. This may take 2-3 seconds.
This allows the driver to move the right foot from the brake to the gas pedal without rolling away.

Neutral mode (N)

The clutches will be disengaged when the brakes are applied.
This improves fuel economy, improves landing gear downshifting and improves traction reliability.

Warning modes

If the clutch temperature rises, warnings are generated to instruct the driver to stop on the vehicle until the clutch cools down. The driver can also accelerate the movement of the vehicle to cool the clutch through the air flow (the clutches can overheat when stopping and driving).
To reduce clutch heating, the clutch will engage faster than normal and the engine torque will decrease.
If the clutch temperature exceeds 300 degrees Celsius, the clutches are disengaged.
If one of the clutch actuator motors fails, then the transmission adapts to this using only the gears on the other clutch.
If the speed sensors do not work on the input shaft, then the gears on this shaft are locked.
If the TCM itself or the TR (transmission range) sensor does not work, then both clutches are disengaged and the vehicle cannot be steered.
These failure modes will trigger the MIL / CEL (malfunction indicator / engine light).

Typical 6DCT250 Problems

Basically, problems are with the clutch, TCM, shift forks and, also encountered, problems with mechanical part Checkpoint (see examples of work). The input shaft oil seal is also leaking.

Consider the main ones related to the TCM block:

The box jerks when switching from 1st to 2nd. Update needed software(firmware) of the TCM control unit.
While working on dashboard The ESP lamp comes on and "Hill assist not available" appears.
Transmissions disappear (not necessarily all), crawling mode is disabled

When installing a new robot control unit (TCM), it must be registered (VIN, calibration). We provide this service too.

P0606 - Processor Malfunction
P07A3 - Seizure in the ON state of the friction element A of the transmission.
P0702 - Electrical malfunction of the transmission control system
P0707 - low voltage input signal in the electrical circuit of the transmission range switch A
P0715 - electrical circuit of the sensor A of the input shaft speed
P0718 - intermittent signal in the electrical circuit of the input shaft speed sensor A
P0720 - Output Shaft Sensor Circuit
P0723 - intermittent signal in the electrical circuit of the output shaft sensor
P0805 - Clutch Position Sensor Electrical Circuit
P0806 - malfunction of the electrical circuit of the clutch position sensor
P0810 - clutch position sensor
P087A - circuits limit switch In the clutch pedal
P087b - clutch pedal switch electrical circuit malfunction
P0882 - Low voltage input power signal
P0900 - open circuit of the clutch actuator
P0901 - quality problems of the clutch actuator
P090A - open circuit actuator couplings
P090b - violation of the parameters of the clutch actuator circuit
P0949 - Adaptive ASM Data Acquisition Failed.
P1719 - Invalid engine torque signal.
P1799 - Open circuit between TCM and ABS.
P2701 - Problems with the operation of the friction element of the transmission.
P2765 - malfunction of the input shaft rotation sensor (turbine)
P2802 Low voltage input signal in the electrical circuit of the transmission range
P2831 - malfunction of the shift fork A
P2832 - Problems with the quality of the shift fork
P2836 - Gearshift Fork Position B Circuit
P285C - Parameters of the actuator circuit of the fork A
P2860 - Fork B Actuator Circuit Parameters
P2872 Clutch A jammed in engagement
P287A - Jammed clutch B
P287B - Gearshift Fork Calibration Not Registered
P090C - Clutch B Actuator Circuit Low Voltage
P0607 - characteristics of the control module
U0294 - Lost Communication With PMM
U0415 - Invalid data received from the ABS module
U1013 - Invalid indoor control module monitoring data received from TCM
U0101 - Lost Communication With TCM
U0028 Vehicle data bus
U0073 - the data bus of the control module is off

Clutch adaptation

Tips for the correct use of the 6DCT250 from Getrag

Before putting the car on "P", the driver must hold down the brake pedal, raise the handbrake (parking brake), and only then can the rocker be moved to "P".
In modes "R", "D" and "S" it is impossible to allow long-term work the engine with the brake pedal depressed. In the position of the selector "D" and with the brake pedal depressed, the clutch of the robot Powershift DPS6 6DCT250 does not open completely and slips slightly, therefore, after a while, local overheating of the unit is possible. The company's specialists advise advised not to stand like this for more than two or three minutes and move the selector lever to "N" or "P".
Car towing in "N" mode is allowed up to 60 km / h.

Examples of our work

When starting to adapt Ford Focus automatic transmission control units, you need to clearly understand the meaning of terms and opportunities Powershift boxes... The automatic transmission has three functions: calibrating the gear selector position sensor, the shift mechanism and the clutch system. Of these three functions, only the first belongs to the classical calibration, while the other two imply the ability to learn, that is, to adapt during special driving conditions (without software flashing). There are also nuances of adaptation to new car and already having any mileage.

This article will talk about the adaptation of Ford Focus 3 automatic transmission control units according to the manufacturer's instructions, as well as about resetting PowerShift.

Indications - Exercises are performed on dry surfaces.

In place

Switch on the ignition.
Smoothly depress the brake pedal.
Switch to Drive.
Wait 15 sec.
Move to Reverse position.
Wait 2 sec.
Repeat 10 times the exercise "On the spot" (steps 1 to 5).

In move. Exercise 1.

From a standstill, accelerate to 24 km / h, without intensive pressing on the gas.
We brake until the car stops in a period of 6-7 seconds.
Repeat exercise 1 5 times.

In move. Exercise 2.

Smoothly pick up speed within 1800-2000 rpm / min. Shift gears in the order of 1-2, 2-3, 3-4.
Reach a speed range of 81 km / h -105 km / h, manually shift 6 gear. We keep the speed level at least 3000 for 2 minutes.
Repeat the exercise 1 more time.

Manufacturer's recommendations Ford Focus on the operation of the automatic transmission PowerShift.

In positions R, D, S, the foot brake must not be pressed for more than 40 seconds. If it is necessary to keep the engine running, move the lever to N / P. Do not forget to raise the handbrake.
With S, the "+/-" button cannot be held down.

It is prohibited to tow a faulty car when the backstage position is P. For transportation, it is necessary to move the lever to the neutral position, adhere to speed mode no more than 20 km / h at a distance of up to 20 km.

Automatic transmission software reset

The procedure is performed using specialized programs. For example, VAS PC19 or VAG COM.

Open AKKP group, Adaptation mode. Select item 1, enter 1 and all values are reset. After that, you need to perform adaptation exercises similar to those described at the beginning of the article.

Exercise 1

We move smoothly and pick up acceleration up to 4th gear, without jerking.
We continue to accelerate to 6th gear.
Then we brake with the engine (without applying the brake pedal), reducing the speed to 40 km / h. We slow down smoothly until the car stops.
Without turning off the engine, keep your foot on the brake pedal for 10 s.
Repeat 10 times.

Exercise 2

We get under way and accelerate the car to 70 km / h. We manually switch to 5th gear.
Smoothly accelerate to 90 km / h and reduce the engine speed to 60 km / h (repeat this segment 5 times).
We accelerate to 85 km / h, manually switch the 6th gear.
We accelerate to a speed of 100 km / h, decelerate with the engine to 75 km / h (repeat the segment 5 times).
Engage 4th gear manually.
Repeat exercise 2 6 times.

Exercise # 3

On Idling at standing car 5 times we switch from N to D, from N to R. In this case, the selector is in the drive and parking positions for at least 5 seconds.

If, after the procedures, the car twitches slightly, this is a normal reaction that will subside over time. If the twitching persists, the help of a specialized service station is needed (diagnostics at the stand).

Gold 1 million box on the Getrag conveyor 2012

Transmission manufacturer Getrag has formed a joint venture with FoMoCo (Ford Motor Company) to produce preselective dual-clutch transmissions. As well as DSG, they are of two types:

with wet clutch WD (Wet Dual Clutch)
with dry clutch DD (Dry Dual Clutch)

The gearbox is identical in design to the DSG with a wet clutch, the only difference is in the software and the number of gears: the DSG has a maximum of 7, while the PowerShift has 6. For VAG, the mechanical part and software were developed by Borg Warner, and for Ford - Getrag and Luk ... DSG works harder, with a slight jerk at the start and a well-felt engine braking under the throttle. With PowerShift, shifting is softer, almost like a classic hydromechanical automatic, but you can effectively brake the motor only in manual mode. The specialized club service DCT + carries out diagnostics and repairs of the Ford Focus 3 automatic transmission in Moscow with a guarantee.

Decoding of designations (Getrag)

DCL - longitudinal gearbox arrangement (L)

DCT - Transverse Gearbox (T)

6DCT / 7DCT - 6/7 speeds

250/450/750 - transmitted torque in N / m

For DCTs with low torque (up to 300 Nm), DD dry clutch boxes are installed. For more powerful cars, there is a "wet" WD clutch (450/470, etc.).

3 types of transmissions are installed on Ford Focus 3: manual transmission, Ford automatic transmission Focus 3 robot (dry 6DCT250 and wet 6DCT450 for diesel versions).

6F35 assy

Valve body 6F35

6-speed automatic transmission 6F30 / F35 / 6F50 / 6F15 from Ford - joint with General Motors. In terms of the mechanical part, the automatic transmission with the 6F35 torque converter is almost a complete analogue of the GM 6T40 / 6T45 transmissions, the spare parts for the production of which are maximally unified to reduce the development cost and differ in the electrical part, filters, pallets and outlets for installation on different layouts and other small nuances ...

This gearbox model (6F35) is installed on almost all the lineup Ford (C-Max, Ecosport, Escape, Fiesta, Focus, Galaxy, Kuga, Mondeo, S-Max). If we take the Focus specifically, then the model with a 1.5 liter engine goes 6F35, with a 1.0 liter engine goes 6F15.

The transmission is manufactured at factories in the USA (Sterling Heights, Michigan, also Sharonville, Ohio) and in China. In general, the 6F family is a reliable and comfortable automatic transmission with 6 gears by modern standards. Differ from previous generations American 4-speed automatic transmissions in that preventive repair and cleaning of the system is required a little earlier, and, like most modern economical automatic transmissions, does not like aggressive driving.

Unlike the GM 6T series, the 6F series is tuned for a less dynamic and more gentle automatic transmission program. Ford regularly updates the automatic transmission ECU firmware, basically all updates are aimed at cutting down on drive and preserving the valve body and torque converter.

Since 2012, significant changes have been made to the design of the hydraulic and electrical parts, as well as expendable materials... For example, the filter was made entirely of plastic, but retaining the double felt membrane. Better to change more often.

The filter is disposable and should be changed with every oil change. The oil change period strongly depends on the operating conditions. When driving quietly on the highway, the first oil change may be needed after about 80-100 thousand kilometers. But after prolonged loads near the limiting torque (at low speeds), in the city side, an oil change may be required after 20 thousand km. In general, as usual, on average, once every 60 thousand km. It is also worth preemptively repairing the torque converter without waiting for it to fail (about 150 thousand km). The more aggressive the driving, the faster the clutch is consumed.

The entire 6F series is capricious to the oil level, does not have a dipstick and the oil level is checked using the overflow plug. And like all modern front-wheel drive boxes, it does not like loads with cold oil. Winter warming up of the checkpoint before driving is strictly recommended.

Typical Overhaul 6F35 / 6F15

The average typical repair of a box automatic Ford Focus 3 with automatic transmission 6F35 / 6F15 includes:

obligatory repair of the torque converter
valve body repair / cleaning with replacement of rings and seals
set of clutches and steel discs
replacement damaged parts in the mechanical part
expendable materials

DCT + specialized service performs diagnostics, maintenance and repair of the automatic gearbox ff3 in Moscow in the club service. Full cycle repair without third-party contractors: torque converter (own workshop), valve body. In the presence of repair and contract automatic transmissions of the 6F series, as well as spare parts for them. We have been working since 2009.

Prices for 6F35 / 6F15

Diagnostics: free!

Contract (used) checkpoint:.

6DCT250 device (DPS6)

The Powershift 6DCT250 is the product of Getrag's latest dual-clutch transmission. They combine the convenience of a conventional automatic transmission with the performance and high level of efficiency of manual transmissions. All Getrag dual-clutch transmissions operate without interruption in power flow and achieve a 4-8% reduction in CO2 emissions. Compared to classic torque converter automatic transmissions, the DPS6 with dry double clutch and electromechanical drive achieves a reduction in fuel consumption of up to 20% (compared to a conventional automatic transmission, not in a car in general).

As usual, Getrag declares that 6DCT250 is filled with oil for life. But it is still worth changing to avoid problems ahead of time.

Comparison of the efficiency of a manual transmission and 6DCT250

Key features of 6DCT250:

Uses a dry clutch that does not cool in oil. Efficiency is increased.
Filled with oil and sealed for life (design life 10 years or 240,000 km), does not require periodic maintenance.
Has a dry weight of 73 kg
Faster gear changes and lower transmission losses.
Electro-mechanical actuators eliminate the need for hydraulic lines.
Dry clutch does not require cooling
The complexity of the design can lead to problems and difficulties in repair

What Powershift 6DCT250 consists of:

As mentioned earlier, the DPS6 is mechanically composed of 2 mechanical boxes that interact using electrical equipment and electronics.

Dual clutches and dual input shafts

There are 2 input shafts, one is hollow (blue) and the other is solid (yellow) and sits coaxially inside the hollow shaft.
The inner shaft (yellow) has fixed gears for gears 1, 3, and 5; while the outer shaft (blue) has fixed gears for 2, 4, 6 and vice versa. Note that this shaft only has 2 gears, each of which is used for two gears.
Each of these shafts is connected to a coupling via splines on the outside of the shaft.
This arrangement provides a compact package for both couplings.
Unlike other clutches seen in manual transmissions, in normal rest the clutch is held by springs (i.e. does not transmit torque) and must be actuated to close and held closed by a holding current applied to the actuator.
The transmitting electronics ensures that only one clutch is closed at any time.

Output shafts

The transmission has two output shafts (shown in blue). Contrary to initial considerations, they do not carry gears that match the input shafts. Instead, the gears they carry are determined by the order of the selector forks.
The gears on the output shafts are not fixed, but are free. Like the manual transmission, they are equipped with synchronizers to match the speeds and lock the gears.
Gears 1, 3,4, 5, 6 and reverse are equipped with one synchromesh, and gear 2 is double syncronized.
The second gear is connected to the rear gear on the same shaft (although both can rotate freely, they do it together).
Note that the orange reverse gears on both output shafts are directly connected to each other. However, they do not interact with either the yellow or blue input shafts.
As a result, the output shafts and input shafts are not in the same plane - instead, they are located in a triangular formation.

Differential

Both output shafts transmit torque through the output gear to a common differential shaft (green).
This differential is not in the same plane as the output shafts, it is biased again - 4 shafts are arranged in a parallelogram shape.
A differential serves the same purpose as a mechanically equipped vehicle - it allows each of the driven wheels to rotate at a different speed (for example, when cornering).

Synchronizer sleeves and selector forks

When discussing the output shafts, it was mentioned that none of the gears are attached to the shafts, but instead rotates freely.
There are 4 synchronizers (and matching assemblies) that allow these freely rotating gears to match the speed of the output shaft and lock the gears. 3 of these bushings are used to engage the two gears (at different times) and 1 sleeve is used for only one gear.
Each of these synchronizer sleeves has a corresponding shift fork that can move the sleeve either way (to lock the gear) or in the middle (to unlock the gear).

Shear drives (actuators)

For now, we need to focus on the two electric motors present in the TCM as they provide rotary output from the TCM to drive the selector forks.
The motors are of DC brushless design. They have built-in Hall sensors to determine the position of the rotor and count the number of rotations it has traveled.
These rotating selector drums pass through a spur gear system at a specific angle (the range of travel for these drums is 200-290 degrees).
The side switches have a slot cut into them. The selector fork has a tab that is located in this socket.
The slot is angled to the ends of the stroke so that when the selector lever is rotated, the tab is forced perpendicular to the direction of rotation (i.e. parallel to the axis of the selector drum). If this is confused, to understand it, imagine how a screw converts the rotary motion of the screwdriver into a straight motion.
Thereby rotational motion generated by electric motors can be converted into moving selector forks back and forth... This allows the selector forks to move the synchroniser hubs forward or backward to lock and unlock certain gears.
In comparison, in a manual transmission, the selector forks are manually operated using the gear levers.

Clutch actuators

Like a shift actuator, a clutch actuator converts electric motor movement into lateral movement.
And again, a brushless DC motor is used.
As previously mentioned, the clutch is held open by spring pressure by default and does not transmit torque.
To close the clutch, the motor rotates a worm gear, which pushes the clutch actuator.
A holding current is applied to the motor to keep the clutch closed.
The following 2 animated images are a representative representation of how each of the clutches works. In DSG, the principle is the same.

Transmission Control Module (TCM)

TCM 6DCT250 control unit

The TCM collects input signals from various sensors, evaluates the input, and controls the drives accordingly.

Inputs used by TCM include:

Transmission distance (P / R / N / D / S / L, etc.)
Vehicle speed
Engine speed and engine torque
Throttle position
Engine temperature
Ambient temperature (to determine how viscous a gear oil is for cold starts)
Steering wheel angle (to avoid overloading or underdrive when cornering)
Brake inputs
Input shaft speed (for both input shafts)
Ratio (tilt) of vehicle from body control module (BCM)

The TCM controls the actuator motors with open loop control to provide adaptive control. This allows the TCM to identify and adapt to the following:

Clutch engagement points (F1 fans will hear about "clutch bite point")
Coefficient of friction of adhesion
Position of each synchronizer assembly

The information for the above is stored in non-volatile RAM in the TCM. This is what constitutes the transmission-specific control models studied.

Sensors

There are several sensors that collect and provide TCM information, both from the DCT and elsewhere in the vehicle. Those related to the DCT itself:

Input Shaft Speed Sensor (ISS Sensor) - Magneto-Resistive Sensor - one per input shaft
Output Shaft Speed Sensor (OSS Sensor) - Magneto-Resistive Sensor Again - One Sensor Attached to Differential
Transmission range sensor (TR sensor) - for detecting the position of the selector lever and converting it into a PWM signal

Powershift DPS6 operating modes

Sport (S) and SelectShift (+/-)

Sport (S) mode allows the engine to climb higher before upshifting.
This allows the driver's requests for upshifts and downshifts to be allowed using the +/- button.
These are only "requests" because the TCM will evaluate this against the other inputs prior to gear shifting - for example, it prevents upshifts to avoid hitting the cutoff

Parking mode (P)

Parking mode

A parking lot is fixed on the output shaft so that the output shaft does not rotate.
The latch (pin) is spring loaded to ensure that it does not jump out if not disconnected.
Both clutches are not actuated, so they both open automatically.
Shift drives lock gears 1 and R - since pulling the car out of P will cause one of these gears to be selected.
The owner's manual also recommends installing a parking brake (handbrake) to ensure that this mechanism does not take all the load off the vehicle (eg on a slope).

Assist mode when starting from a slope

This function is not an integral part of the 6DCT250, it also uses the braking system.
When the vehicle is at a standstill on an incline greater than 3 degrees, assist is activated.
The braking system is pressurized to hold the vehicle until sufficient torque is established to move the vehicle. This may take 2-3 seconds.
This allows the driver to move the right foot from the brake to the gas pedal without rolling away.

Neutral mode (N)

The clutches will be disengaged when the brakes are applied.
This improves fuel economy, improves landing gear downshifting and improves traction reliability.

Warning modes

If the clutch temperature rises, warnings are generated to instruct the driver to stop on the vehicle until the clutch cools down. The driver can also accelerate the movement of the vehicle to cool the clutch through the air flow (the clutches can overheat when stopping and driving).
To reduce clutch heating, the clutch will engage faster than normal and the engine torque will decrease.
If the clutch temperature exceeds 300 degrees Celsius, the clutches are disengaged.
If one of the clutch actuator motors fails, then the transmission adapts to this using only the gears on the other clutch.
If the speed sensors do not work on the input shaft, then the gears on this shaft are locked.
If the TCM itself or the TR (transmission range) sensor does not work, then both clutches are disengaged and the vehicle cannot be steered.
These failure modes will trigger the MIL / CEL (malfunction indicator / engine light).

Typical 6DCT250 Problems

Basically, problems are with the clutch, TCM, shift forks and, also encountered, problems with the mechanical part of the gearbox (see examples of work). The input shaft oil seal is also leaking.

Consider the main ones related to the TCM block:

The box jerks when switching from 1st to 2nd. A software (firmware) update of the TCM control unit is required.
During operation, the ESP lamp comes on on the dashboard and "Hill Assist Not Available" appears.
Transmissions disappear (not necessarily all), crawling mode is disabled

When installing a new robot control unit (TCM), it must be registered (VIN, calibration). We provide this service too.

P0606 - Processor Malfunction
P07A3 - Seizure in the ON state of the friction element A of the transmission.
P0702 - Electrical malfunction of the transmission control system
P0707 - Low voltage input signal in the electrical circuit of the transmission range switch A
P0715 - electrical circuit of the sensor A of the input shaft speed
P0718 - intermittent signal in the electrical circuit of the input shaft speed sensor A
P0720 - Output Shaft Sensor Circuit
P0723 - intermittent signal in the electrical circuit of the output shaft sensor
P0805 - Clutch Position Sensor Electrical Circuit
P0806 - malfunction of the electrical circuit of the clutch position sensor
P0810 - clutch position sensor
P087A - Clutch Pedal Limit Switch Circuit
P087b - clutch pedal switch electrical circuit malfunction
P0882 - Low voltage input power signal
P0900 - open circuit of the clutch actuator
P0901 - quality problems of the clutch actuator
P090A - open circuit of the clutch actuator
P090b - violation of the parameters of the clutch actuator circuit
P0949 - Adaptive ASM Data Acquisition Failed.
P1719 - Invalid engine torque signal.
P1799 - Open circuit between TCM and ABS.
P2701 - Problems with the operation of the friction element of the transmission.
P2765 - malfunction of the input shaft rotation sensor (turbine)
P2802 Low voltage input signal in the electrical circuit of the transmission range
P2831 - malfunction of the shift fork A
P2832 - Problems with the quality of the shift fork
P2836 - Gearshift Fork Position B Circuit
P285C - Parameters of the actuator circuit of the fork A
P2860 - Fork B Actuator Circuit Parameters
P2872 Clutch A jammed in engagement
P287A - Jammed clutch B
P287B - Gearshift Fork Calibration Not Registered
P090C - Clutch B Actuator Circuit Low Voltage
P0607 - characteristics of the control module
U0294 - Lost Communication With PMM
U0415 - Invalid data received from the ABS module
U1013 - Invalid indoor control module monitoring data received from TCM
U0101 - Lost Communication With TCM
U0028 Vehicle data bus
U0073 - the data bus of the control module is off

Clutch adaptation

Tips for the correct use of the 6DCT250 from Getrag

Before putting the car on "P", the driver must hold down the brake pedal, raise the handbrake (parking brake), and only then can the rocker be moved to "P".
In the "R", "D" and "S" modes, do not allow the engine to run for a long time with the brake pedal depressed. In the position of the selector "D" and with the brake pedal depressed, the clutch of the robot Powershift DPS6 6DCT250 does not open completely and slips slightly, therefore, after a while, local overheating of the unit is possible. The company's specialists advise advised not to stand like this for more than two or three minutes and move the selector lever to "N" or "P".
Car towing in "N" mode is allowed up to 60 km / h.

Prices for 6F35 / 6F15 (automatic transmission with gas turbine)

Diagnostics: free!
Partial oil change: 1500 (work) + flow
Complete oil change: 2000 (work) + consumption
Torque converter repair - RUB 8-12 Valve body repair - from 6 tr. Cap. repair: 10000 rub + s / h. Guarantee from 6 months.
Contract (used) checkpoint:.

Ford Focus 3 automatic has a 6-speed automatic transmission PowerShift with two clutches. This allows you to significantly improve the dynamics, smoothness of the course, in comparison with the usual automatic transmission... In our article you will find a photo of the Ford Focus 3 automatic and its description. The main competitor and structurally similar machine Focus 3 PowerShift is a robotic DSG machine, which is installed on Volkswagens, Audi, Skoda and other models of the concern

Focus Robot 3

Robotic automatic transmission is quite popular in Europe, so American Ford decided to develop its own version of the robot. He originally appeared on Mondeo, and then on Focus. First PowerShift boxes at Ford Focus III did not behave very well, owners complained of problems at low speeds.

Soon, the manufacturer solved the problem by simply reprogramming the automatic transmission. The dry clutch allows you to transfer the maximum power of the engine torque to the wheels. This makes the Ford Focus 3 automatic not only dynamic, but also economical.

We all know that a conventional automatic transmission has a certain time delay when switching, sometimes the automatic transmission thinks for a very long time that it does not allow certain maneuvers on the road. The main task of the designers of Ford when creating this machine was as follows, to reduce the switching moment to a minimum, this technology was called Torque Hole Filling Technology (THF). Thus, the torque from the engine is transmitted to the wheels almost instantly.

PowerShift automatic for Ford Focus 3 is an alloy of high-tech engineering embodied in metal, plus the electronic unit control that monitors engine operation, current speed and makes decisions instantly. Initially, a 6-speed automatic with THF technology was available only for a 2-liter engine, but later it became possible to aggregate the PowerShift automatic transmission with a 1.6-liter engine.

Ford Focus 3 automatic, this is a combination mathematical modeling and computer technical means, along with other promising technologies mechanical transmission torque. The most interesting thing is that the development of such a transmission began several decades ago. However, at that time there were no powerful computer systems to control such an automatic transmission.

Take a look interesting video on this topic

By cars Ford focus 3 mechanical, automatic and robotic boxes gears, so every car enthusiast can choose what he likes. But today we will talk in more detail about the automatic transmission on this popular vehicle. The Ford Focus 3 automatic is more expensive than an analogue with a manual transmission, but many are willing to pay for comfort. We will find out whether such a choice justifies itself.

What machine is installed on the Ford Focus 3

The 3rd generation of Ford cars is not happy with the richness of the choice of complete sets of cars with automatic transmission. This transmission is only available when paired with a 1.5 liter EcoBoost engine. To fans of others power units will have to choose not very much reliable robot PowerShift or conventional mechanics.

A 6F35 automatic transmission is installed on the Focus of the 3rd generation. it own development Ford together with the General Motors concern, which was based on the automatic transmission 6T30 / 6T40, which was unsuccessful in all respects. The manufacturer worked hard to eliminate the shortcomings of this transmission, and released its own 6-speed automatic, which has already been successfully operated on the Mondeo, Escape, Fusion and Kuga models. The owners' feedback on this box is pretty good, so the manufacturer decided to use it on the Focuses.

Automatic transmission characteristics

The 6F35 is a classic six-speed automatic with a torque converter. This box is suitable for engines with a volume of up to 3 liters, it can be paired with both the front and four-wheel drive... The maximum torque is 350 Nm.

This transmission is far from new, it has been produced since 2008, so at the moment there is enough information about its reliability, features and typical breakdowns.

The resource of the box, indicated by the manufacturer, is 250 thousand km. Subject to the rules of operation and timely maintenance, this is a real figure. But practice shows that the machine is sensitive to the conditions of use and driving style, so many drivers face serious malfunctions earlier.

This unit has been installed on Ford Focus cars since 2010. But the 3rd generation is the last one with such a box. The next version is planned to install an 8-speed automatic.

Weaknesses of the box automatic Ford Focus 3

Of course, the 6F35 is more reliable than its predecessor, as the manufacturer has carefully analyzed all the typical problems of the prototype and eliminated them, but the Ford 6-speed transmission has its drawbacks.

One of typical problems, with which motorists turn to service - this is the wear of the box body, or rather - seat differential bearing. In the place of its location, a strong development of the metal of the body is visible, as a result, the bearing is weakly fixed, begins to vibrate and eventually crumbles. It often happens that bearing fragments destroy other elements of the box. The global solution to this problem is to replace the box body. If the production is small, you can get by with the use of a special pad on the seat.

The solenoids in the 6F35 are exactly the same as in the 6T30 / 6T40 prototype box. So they still remain weak point this unit. Electromechanical valves are clogged with metal chips that are formed during the production of parts, therefore untimely replacement oils and aggressive driving style can cause premature failure. In some cases, the solenoids can be restored, but in difficult cases they are replaced.

Problems with firmware are also common. In this case, in the absence of mechanical problems the box "kicks", twitches. The jerks are especially noticeable in Drive mode. Of course, this is an unpleasant situation, but it can be solved simply: it is enough to perform a flashing at an authorized dealer.

Like any automatic machine, the 6F35 does not like slipping. This transmission is designed for a measured ride. If you are stuck in a snowdrift or off-road and tried to leave on your own, there is a high probability that the transmission will go into emergency mode or even fail. Usually, after a significant slip, the box starts to "kick", poorly shifts gears or refuses to work at all. In this case, the clutch package usually suffers. If something goes wrong with them, the box will have to be disassembled and damaged parts replaced.

6F35 and oil change

Every owner of a Ford Focus 3 automatic car should know that this automatic transmission is very sensitive to the quality of the transmission oil. If you fill in the bad or do not make a replacement on time, you can prepare for trouble.

The manufacturer recommends using Motorcraft XT-10-QLVC gear oil. Its volume in a box is 8.5 liters. The official recommendation for changing the oil and filter is every 75 thousand runs, but the experience of auto mechanics shows that this is not enough. Already at 40-45 thousand transmission fluid darkens, a large amount of metal shavings is found in it. That is why the masters recommend changing the oil every 45,000 kilometers, at least partially.

What happens if the oil is not changed in time? It forms a suspension of metal shavings formed as a result of the natural production of parts. The chips are not completely captured by the filter and magnet. When it gets into the solenoids and the torque converter, it destroys these important components, which are expensive to replace.

Wear debris is formed especially actively when slipping, with an aggressive driving style. If you are stuck in snow or mud and the box has passed this test, it is best to do an unscheduled oil change before serious trouble occurs.

Should you change the oil yourself? If you have a garage with a pit or lift, as well as a set of tools, you can try, there is nothing complicated in this procedure. In other cases, it is easier to contact the service. Buy oil only from official dealers, otherwise there is a high risk of becoming a victim of crafts and spending a lot of money on automatic transmission repair. The cost of troubleshooting is much higher than the cost original oil, so you shouldn't skimp on it.

Owner reviews Ford Focus 3 automatic

What do the owners of the Ford Focus hatchback, station wagon and sedan think about automatic transmission? How satisfied are they with their choice?

6F35 - far from new model Automatic transmission, so if you compare it with modern transmissions, it will lose in many ways. But thanks to the well-chosen gear ratios even six gears are enough for everyday driving.

The automatic Ford is not the best solution for those who like fast driving and aggressive driving style, but the sport mode still allows you to feel good dynamics. Well, for daily movement around the city, this automatic transmission is almost ideal.

Gears are switched smoothly, without delays, the moment of their change is practically not felt in the car. If there is twitching and dips during movement, in most cases flashing helps.

As for reliability, during the entire period of installation of 6F35 on Ford cars, there were no particular complaints from the owners. The automatic machine is quite reliable and rarely presents unpleasant surprises to its owners, if they, of course, take care of their car.

The bottom line is: for those looking for a reliable, predictable automatic for a relaxed ride, the 6F35 is perfect. Despite the fact that the experience of using it on Ford vehicles The Focus3 generation is still very small, the box has proven itself well on other Ford models. It can also be found on some Mazda and Lincoln cars.