Robotic Gearbox At the beginning of 2000. corporation Ford developed a robotic gearbox (Ford Durashift EST), based on the conventional iB5 manual gearbox from focus1,2,
Robotic Gearbox
At the beginning of 2000 corporation Ford developed a robotic gearbox (Ford Durashift EST), taking as a basis the conventional iB5 manual gearbox from focus1,2, adding to it an electronic unit - ECU “brains” with an electro-hydraulic clutch and an actuator for selecting and shifting gears (two electric motors).
The Durashift iB5 robotic gearbox is installed on Fusion, Fiesta, Mazda 2.
Clutch actuator with integrated transmission control module
The clutch actuator consists of: a DC motor, an actuator mechanism, an integrated clutch master cylinder, and an integrated displacement sensor that measures the movement of the actuator.
The clutch actuator takes over the functions that on vehicles with a conventional clutch had to be performed by the driver using the clutch pedal:
Problems with manual transmission Ford Fusion (Durashift)
Ford Fusion"adaptation" robot after replacing the ICS brushes on your own. No special equipment.
Malfunction robot ford
I found old videos shot on gopro. I showed what they are like malfunctions robotic gearbox on...
Dosed engagement of the clutch for starting off
Disengaging and engaging the clutch for gear shift while driving
Disengaging the clutch to stop while in gear
Engaging the clutch with the gear engaged when parking the car with the engine off
Gear shift actuator
1 - Electric motor gear shift
2 - Gear selection motor
The gear selector motor is used to select the appropriate gear in the gearbox.
The gear shift motor is used to select the appropriate gear.
The electronics monitor the position of the motors using two Hall sensors, which prevents incorrect gear shifting.
Electronic gear lever
Electronic lever gear shift has no mechanical connection with the gearbox.
Clutch
The clutch is a rotation transmission mechanism that can be smoothly turned on and off (squeezed), ensuring smooth starting of the car and silent gear shifting.
A self-adjusting clutch has the following advantages over conventional clutches:
Self-adjusting clutch
The automated manual transmission uses a self-adjusting clutch. malfunctions The force required to disengage such a clutch is relatively small and remains virtually unchanged throughout the entire service life of the clutch.
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When designing a robotic transmission, engineers from the American company Ford decided to completely get rid of complex hydraulic mechanisms. The first Durashift was built on the basis of the conventional iB5 mechanics from the Focus in 2000. It was supplemented with an electronic unit with an electro-hydraulic clutch and actuators. This design had a beneficial effect on switching speed. It takes not 600 milliseconds, as for a manual transmission, and not 800 milliseconds, as for an automatic transmission, but only 200 milliseconds.
The Durashift EST weighs the same as a classic automatic. But there are no typical losses in the torque converter, so the consumption of cars with a robotic transmission is significantly less than in the case of an automatic transmission. But the designers were unable to avoid the typical drawback of the “robot” - the power gap. This negatively affects the smoothness of switching.
Two electric motors are used as actuators, which are arranged on a single plate. To ensure correct switching, the position of the motors is monitored by Hall sensors. The shift lever itself is not mechanically connected to the gearbox. Its movement is read by sensors, the data from which is collected and then transmitted to the control unit by the electronics. A CAN information bus is built into the design. Instead of the traditional clutch mechanics, an original connection between the disc and the release bearing is used.
The Durashift clutch is self-adjusting. This gives two undeniable advantages:
- Switching off does not require high force, which makes operating the car more comfortable.
- Increased resource due to automatic adjustment.
Note: Durashift EST is installed on Fiesta, Fusion, Mazda 2 models with a 1.4 liter engine. The “robot” is protected from emergency situations. For example, you can start the engine only in N mode, the brake pedal must be pressed. The ECU prevents manual shifting when the engine speed and driving speed do not correspond to the gear being engaged.
Adaptation of Durashift robotic boxes
If there are failures in the electronics, after maintenance or replacement of the clutch unit, the robot has to be re-trained - to adapt the transmission. This requires the correct selection of torque, correct shifting and clutch release, and a smooth start of movement. To carry out adaptation, dealer scanners are used. The procedure consists of three stages:
- Bleeding the hydraulic system with TCM adjustment. The old brake fluid is changed or its level is simply replenished.
- Setting up servomotors to adjust switching.
- Organization of the relationship between the clutch, servomotors and the TCM module.
Please note that when operating in Russian conditions, semi-synthetic oil 75W-90 is used for manual transmissions. But no amount of maintenance will protect against breakdowns if normal operation is violated. If a car with Durashift EST breaks down, it is better not to tow it to a service center, but use the services of a tow truck. When placing a tow truck on an overpass, engage neutral gear.
Common problems with Durashift EST
1) Gears do not shift due to damaged wiring
- The wiring harness is not protected from negative environmental influences. The switching suffers from moisture and dirt, especially in the area located between the electric motors and the gearbox controller, which is located as close as possible to the ground.
2) Clutch failure
- The clutch resource ranges from 120–180 thousand km. Its development is related not only to the quality of service, but also to driving style. If during long stops the gearshift knob is moved to the neutral position, this contributes to less overheating, long service life of the performer and the clutch itself.
3) Sensor errors
- Most errors are related to incorrect position of the clutch or shift mechanism.
4) The motors in the servos are not functioning properly
- Servo drives use complex pulses to control motors. The motors themselves are equipped with brush units with Hall sensors. When they become dirty, the operation of the mechanism is disrupted.
RVS-Master for in-place repair Durashift EST
Starting at sub-zero temperatures inevitably leads to accelerated wear. The same thing happens at the moment of overheating, when the car is idle in a traffic jam. Most cars with Durashift EST: Fiesta, Fusion, Mazda 2 are used in big cities. Therefore, the box experiences increased load. For protection, it is used, which also restores gears, shafts, and bearings in the transmission.
After processing, a durable layer of metal ceramics is formed. The physical characteristics of the working surfaces change and friction is reduced. Therefore, over time, the hum, extraneous noise and vibration disappear. The newly formed layer is resistant to corrosion, restores the nominal dimensions of parts, and is not alien in structure to ferrous alloys. Unlike classic additives, conditioners, and flushes, RVS-Master does not affect the properties of the oil. Semi-synthetics in manual transmissions retain basic fluidity and heat removal efficiency and do not form foam or sediment.
Normalization of manual transmission operation contributes to a drop in fuel consumption. Timely maintenance and preventive treatment with a friction geomodifier allow you to enjoy all the advantages of Durashift EST in Fiesta, Fusion, Mazda 2. The advantages of such a manual transmission include:
- The ability to fully control the ride due to engine braking and active manual shifting.
- “Short” first gear, which is suitable for quick starts from traffic lights.
- Automatic adaptation to current road conditions - hills, winding roads. This is realized thanks to the uphill and downhill recognition mode, which guarantees gear changes in the optimal sequence.
- Suitable for dynamic driving.
The article provides an overview of the device, the basic principles of operation of the robotic gearbox (durashift-ESM) installed on the Ford Fiesta and Fusion from 2002 to 2011, and also examines the main malfunctions that arise during the operation of this manual transmission.
For the first time, a robotic box of this type was presented by Ford not on the Fiesta and Fusion, but on the Ford Transit model year, starting in 2000. However, in 2002, manual transmissions of this type were also installed on Fiesta and Fusion, since these are cars on the same base. The advantages of this system are obvious: it is much cheaper than a full-fledged automatic transmission, since at the center of this system there is a slightly modified, well-proven manual B5/IB5 gearbox, which was combined with an automatic gearshift system. And besides, it is more maintainable, since, often, individual parts of the system are subject to repair, and not the entire automatic transmission. We also add that the robotic gearbox was installed only on models equipped with a 1.4 engine, both gasoline and diesel. On versions with a 1.6 petrol engine there was already a full-fledged four-speed automatic transmission, which was designated as AW80.
Let us now take a closer look at the structure of the system. The figure below shows its main components:
1. Transmission control module (TCM)
2. Diagnostic connector (DLC)
3. Engine Control Module (PCM)
4. ABS module
5. Instrument panel
6. Comfort block (GEM)
7. Electronic gear selector
8. Clutch clearance sensor
9. Gap sensor in the selector drive
10. Gap sensor in gear shift drive
11. Brake light switch
12. Driver's door limit switch
13. Power relay
14. Ignition switch
15. Battery
16. Parking brake limit switch
17. Clutch drive
18. Selector servomotor
19. Gear shift servomotor.
Let us now briefly examine the functions of the main elements of the system.
1. TCM module is the main control element of the robotic box. It combines in one unit both the digital control module itself and a hydraulic actuator that controls gear shifting, disengaging and engaging the clutch, depending on the current control strategy. This module, often called the clutch actuator, (its engineering number 2S6R 7M168-SC is one of the options) is located on the left front side member and is integrated into the system both hydraulically and electrically. During operation, the TCM receives signals from various sensors and control devices about the engine operating mode, engine load, driving speed, gear engaged, etc. and converts them into control signals for actuators. A DC electric motor is installed inside the hydraulic transmission control module, which rotates the worm gear. This transmission has a self-locking feature so that the clutch master cylinder piston can remain in any position naturally without applying force to lock it in that position. The worm gear is connected to the piston rod via a special bolt.
The following TCM control functions can be distinguished:
a. Reduced engine torque;
b. Disengaging the clutch;
c. Selecting the required gear;
d. Synchronization;
e. Activation of the selected gear;
f. Engaging the clutch;
g. Increased engine torque.
This module should control gear shifting in such a way as to ultimately help increase the service life of the transmission.
2. The engine control unit is an important element of the robotic gearbox control system. It receives signals from sensors and actuators about load, engine speed, ignition timing, vehicle speed, etc. and transmits this data to the TCM to develop one or another gear control strategy.
3. The ABS module is also involved in developing control strategies. The ABS unit transmits to the TCM data on the rotation speed of each wheel, which it receives from the ABS sensors, based on which a conclusion is made about the vehicle's driving mode.
4. The electronic gear selector does not have a direct mechanical connection with the gearbox; it controls gear shifting through the TCM module, with which it is connected via a CAN bus. Changes in the selector position are monitored by Hall sensors, converted into a digital signal and transmitted to the TCM module. These sensors and chips are located on a printed circuit board under the selector knob housing.
5. The clutch clearance sensor is mounted in the TCM module, it is a plunger sensor with a solenoid. The rotation of the worm gear is translated by the rotation of the bolt into linear movement of the ferrite core, which in turn changes the field in the coil and is then transmitted as a signal change to the TCM control device. Using this control signal, the TCM determines the exact location of the clutch and thus implements clutch engagement or disengagement, torque variation, or a partial clutch engagement function (the so-called creep-function).
6. The gap sensors in the selector drive and in the gear shift drive are integrated into the executive servomotors, which are located directly on the robot box. Each of these motors is equipped with 10 pairs of magnets, above each of which there are two Hall sensors with integrated circuit elements that use signals from the Hall sensors to determine the rotation speed, rotation angle and direction of rotation of each servomotor. This information is used by the TCM valve body to precisely control gear selection and shifting.
7. The brake light limit switch transmits information to the transmission control valve unit about the driver pressing the brake pedal and is used by it for the following purposes:
a. unlocking the starter when starting the engine
b. shifting to lower gears when descending a mountain
c. engaging forward or reverse gears when starting off
d. disabling the partial clutch function (creep-function)
e. when adapting to determine the position of the clutch engagement point.
8. The gear selection and shift servomotors are driven by the TCM valve body. To do this, they are mechanically connected to the gear selection rod in the manual transmission using rods and levers. Both motors use a worm gear to increase the control force required to act on the gear selector rod. The design of the gear shift servomotor mechanism includes a special damping device for smoothness and softening of shocks and shocks that occur when changing gears, as well as to reduce gear shift time.
Shift Control Strategies
1. Parking - when the engine is turned off, the clutch engages. If, at the same time, the selector is not in the neutral position (N), the gear is engaged to prevent the vehicle from rolling.
2. Engine start inhibit - the engine starts only when the PCM has received permission from the transmission control module to start.
3. Clutch point adaptation (box adaptation) - when installing a new or different TCM unit, as well as after repairing the latter, it is necessary to re-determine the clutch point. The contact point or clutch point is the relative position of the clutch disc and basket at which a torque from the engine equal to approximately 4 Nm is transmitted to the transmission. This procedure is performed only using specialized Ford equipment and can also be performed by Ochakovo-Ford specialists. Contact point information is required by the TCM to engage and disengage the clutch in the smoothest manner.
4. Partial engagement of the clutch (creep-function) - this function is also used on full-fledged automatic transmissions and consists in the fact that when the gears “D” or “R” are engaged and the gas or brake pedals are released, the car “crawls” at low speed , with the clutch half disengaged.
5. Clutch overheat protection - for this purpose, the TCM can detect the clutch temperature, generate an error message and change the control strategy if the clutch temperature exceeds the permissible threshold.
6. Pulling away - usually the driver starts moving by pressing the gas pedal. In principle, it is possible to move off in 1st, 2nd and 3rd gears. In automatic mode, the transmission starts only in first gear. To start off in other gears, the driver must engage them forcibly.
7. Steep descent - The TCM determines that the vehicle is driving down a steep slope by comparing vehicle acceleration information with engine load information. In case the TCM senses that the vehicle is going down a steep grade, it prevents upshifts below a certain engine speed to take advantage of the engine braking effect, in addition, the TCM downshifts when the brake pedal is pressed, provided that engine speed allows this.
8. Determination of driving resistance - the hydraulic module, as in the previous case, sees resistance by comparing information about vehicle acceleration with information about engine load. The TCM selects the timing of gear engagement depending on the amount of driving resistance.
There are other transmission control strategies, but we have listed the main ones above.
Let us now move on to the main malfunctions that arise during the operation of the durashift-ESM robotic gearbox.
Perhaps the main problem is a malfunction that occurs in the transmission control unit itself - TCM. Over time, the commutator and shaft brushes in the hydraulic module wear out and it begins to malfunction - the controller cannot accurately determine the point of contact of the clutch. At the same time, it becomes impossible to adapt the box, since the module does not understand where the clutch point is located. This can be treated either by replacing the valve body with a working one, or by repairing the latter. This procedure can be carried out by Ochakovo-Ford specialists. The procedure includes removing the transmission control unit, repairing it if it can be repaired, installation, and subsequent adaptation of the box. At the same time, the cost of repairs at the time of writing this article ranges from 16 thousand to 20 thousand rubles. This transmission module is perhaps one of the most expensive elements of the transmission control system. And it costs over 1000 euros new. You can, again, find a used hydraulic unit at a disassembly site; it costs 20-25 thousand rubles, but, of course, how long it lasts and whether it works is unknown to anyone. It often happens that people buy a used spare part, after installation it turns out that it is faulty, but they can no longer return it. Therefore, the TCM repair option is the most reliable - of course, if it can be repaired.
Another common malfunction is the failure of one of the servomotors that are on the box. In this case, it is better to replace them with a used one or a new one, since they are much more difficult to repair than a hydraulic module. Again, after replacing the engine, you will have to undergo adaptation (retraining) of the gearbox. This procedure costs about three thousand rubles at Ochakovo-Ford.
Often, in the event of a malfunction with the robotic gearbox on Fiestas and Fusions, it is necessary to diagnose the ABS system, because faults that occur in it can directly affect the operation of the transmission control system. Again, before carrying out the adaptation procedure, it is necessary to ensure that faults associated with self-diagnosis codes are eliminated - otherwise the diagnostic device will simply not allow you to enter the adaptation procedure.
And finally, one of the most common faults is corrosion of electrical wiring. Often, before jumping headlong into repairing or searching for a used transmission control module, you must first check the condition of the wiring for integrity and absence of corrosion, check the integrity of the fuses, etc. And it’s best to entrust this procedure to an experienced electrician-diagnostician from Ochakovo-Ford.
Question: Ford Fusion robot, adaptation
Greetings! Ford Fusion 1.4 Manual transmission. After replacing the brushes in the TCM (clutch) unit, the robot began to shift with strong jerks. It is clear that the clutch needs adaptation. I tried to do this LAUNCH X-431 MASTER, it did not work. He writes about the test with an error. I read that This procedure is performed either by IDS or Scandok. I would like to know for sure. Can Scandok cope? Are there other options?
Answer: Fusion came to see me with a robot.
There seem to be no complaints about him. But I don’t really like the way the car drives and shifts. Although this may be the norm for them
Does it make sense to make an adaptation? And will Lunch cope with this role?
More precisely, I’ll ask: will I make things worse as a result of some wrong actions?
Question: Ford Fusion 1.4 diesel 2002
Ford Fusion 1.4 diesel 2002 does not start errors P0606 U2510
Answer:
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For optimal operation of the Ford Robot box, it is necessary to replace the brake fluid in it every 30-40 thousand km and carefully monitor its condition. One of the problems in the operation of the robot may be related to airing of the hydraulic system. The solution in such a situation is to adapt the gearbox, which is performed in specialized technical centers.
Also, carrying out this procedure will be appropriate if characteristic malfunction errors of the Ford robot box appear: errors p0919, errors P0810 (clutch position sensor error) and errors p0949 (the previous attempt was not completed).
What is a robot box adaptation?
Ford robot adaptation, which is often called “teaching the starting point,” is a complex process divided into several stages. Its essence lies in the fact that the settings of the car electronics, which are responsible for the operation of the gear shift system, are reset. So, she studies engine torque in a new way, learns to change gears, pull away without jerking and squeeze the clutch.
Stages of robot adaptation
In our technical center, the robot box adaptation procedure is performed in three stages, using a special scanner as equipment:
- The first stage involves tuning the TCM module, replacing the brake fluid and hydraulically bleeding the clutch when air is removed from the system.
- At the second stage, using a scanner, the robotic gear shifter learns again to shift from first gear to second, from second to third, etc.
- The final stage, which is carried out with the car running, includes establishing (again using a scanner) the joint operation of the clutch (TCM module) and actuator motors (units responsible for direct gear shifting).
If all the work on adapting the robot was carried out correctly, the car will move off smoothly, the clutch will be applied just as smoothly, and the gears will engage.
Our technical center employees will adapt the Ford robot, as well as repair robotic gearboxes, in accordance with all the rules, using the latest specialized equipment. We guarantee that you will be satisfied with the result!
The cost of adapting robotic gearboxes is from 2000 rubles
Contact our service center at the address: Moscow, Ostapovsky proezd, 3, building 2 (metro station Volgoradsky Prospekt) or call us by phone +7 495 724 94 92,+7 916 944 57 62 .
General diagnostics of Ford vehicles.
