Tài Liệu Hộp Số Tự Động Ly Hợp Kép 7 Cấp S Tronic Audi

Self Study Programme 643 For internal use only 7-speed dual clutch gearbox 0BZ – S tronic in Audi R8 (Type 42 and 4S) Audi Service Training < Back Forwards > Ξ Contents With the product upgrade of the Audi R8 for the model year 2013, the 086 R tronic automated 6-speed manual gearbox was replaced by the new 0BZ S tronic 7-speed dual clutch gearbox The S tronic offers agility and easy gear-shifting The high customer expectations in terms of handling dynamics and driver convenience are thus equally satisfied Like the R tronic, the new R tronic is very much a sports gearbox The fundamental advantage of the S tronic is that gear shifting takes place virtually without interrupting power transmission That, in turn, lends the Audi R8 a high level of driver convenience The speeds make it possible to provide either a wide spread of ratios to reduce fuel consumption or a close-ratio configuration for better acceleration performance The 02E 6-speed dual clutch gearbox was the first design of this type at Audi The basic functions of the dual clutch, gear-shift and electro-hydraulic control modules are described in detail Self-study Programme 386 and are thus not explained any further in this SSP Therefore, if you require any information please refer back to SSP 386 and the succeeding SSPs on dual clutch gearboxes 643_002 Learning objectives of this self study programme: This self study programme provides you with information about the 0BZ 7-speed dual clutch gearbox After you have completed this self study programme you will be able to answer the following questions: • What is the design of the 0BZ 7-speed dual clutch gearbox? • How does the 0BZ 7-speed dual clutch gearbox function? • How does the 0BZ 7-speed dual clutch gearbox differ from the dual clutch gearboxes we are already familiar with? • What are the transmission-specific differences between the Type 42 and the Type 4S? Contents Introduction Overview Selector mechanism Audi R8 (Type 42) selector mechanism Audi R8 (Type 4S) selector mechanism Gearbox functions Auto-P function _ 16 Tip-shifting in D/S _ 16 Activating transmission setting N (holding P-OFF setting) _ 16 Launch control program 16 Special features on Type 4S 17 Audi drive select – gearbox setups 18 Gearbox assemblies Specifications 20 Overview and features 20 Differences on the 0BZ gearbox between the Type 4S and Type 42 23 Component overview _ 24 Gearbox cross-section – gear set/gear train configuration _ 26 Dual clutch _ 28 Gear train and gear set _ 32 Gear shifting and gear-shift actuators 34 Power transmission path in gearbox 36 Parking lock – mechanical function _ 40 Parking lock – electro-hydraulic function _ 42 Emergency release, parking lock 46 Parking lock emergency release on Audi R8 (Type 42) 47 Parking lock emergency release on Audi R8 (Type 4S) 48 Oil system and ATF supply _ 50 Oil level in the gearbox _ 52 Lubrication and cooling of the gear train _ 54 ATF temperature management 56 Gearbox control unit Component overview _ 60 Mechatronic module 62 Description of solenoid valves _ 66 Auxiliary hydraulic module _ 68 Parking lock module 69 Gearbox control units _ 71 Sensors and information _ 72 Function diagram _ 78 Hydraulic circuit diagram _ 80 Appendix Test your knowledge 82 The self study programme (SSP) teaches a basic understanding of the design and mode of operation of new models, new automotive components or new technologies It is not a repair manual! Figures are given for explanatory purposes only and refer to the data valid at the time of preparation of the SSP This content is not updated For further information about maintenance and repair work, always refer to the current technical literature Note Reference < Back Forwards > Ξ Contents Introduction Overview The 0BZ S tronic 7-speed dual clutch gearbox was first introduced on the Audi R8 Type 42 for the MY 2013 product upgrade The quattro drive concept was carried over unchanged Power transmission to the front wheels is by way of the 0AZ front final drive with viscous coupling as before The differential lock in the rear final drive has been taken over from the 086 differential See SSP 613 – Audi R8 power transmission On the Audi R8 (Type 4S), the 0BZ S tronic 7-speed dual clutch gearbox is fitted as standard with all engine variants The power transmission to the front wheels on the Audi R8 (Type 4S) is via the new 0D4 front final drive with electro-hydraulic multi-plate clutch See SSPs 641 and 642 The design of the differential lock in the rear final drive has also been carried over but with adapted locking characteristics to suit the redesigned power distribution to the front wheels The drive response and handling dynamics can be varied to suit the driver's preference using Audio drive select and a choice of gearbox programmes See page 18 Automatic gearbox control unit J1006 • Installation location in Audi R8 (Type 4S): in engine bay, on left-hand side < Back Forwards > Ξ Contents 0D4 front final drive with electro-hydraulically controlled multi-plate clutch on Audi R8 (Type 4S) See SSPs 641 and 642 Selector mechanism • Audi R8 (type 42) Control unit for all-wheel drive J492 • Audi R8 (type 4S) Selector mechanism • Audi R8 (type 4S) Parking lock emergency release mechanism • Audi R8 (type 4S) Automatic gearbox control unit J1006 • Installation location in Audi R8 (Type 42): behind right-hand seat On the Audi R8 (Type 42), power transmission to the front wheels is by way of the 0AZ front final drive See SSP 613 – Audi R8 power transmission 643_003 < Back Forwards > Ξ Contents Selector mechanism |The Audi R8 with the 0BZ S tronic 7-speed dual clutch gearbox has a selector mechanism and operation concept using 100% shift-bywire technology that is distinguished by the following features and functions: The 0BZ gearboxes on the Audi R8 (Type 42) and on the Type 4S are largely identical However, the selector mechanism, the operation concept and the parking lock emergency release differ fundamentally in some respects • There is no mechanical connection between the selector lever and the gearbox The Audi R8 (Type 42) uses the R tronic selector mechanism unchanged See SSP 613 The operation concept has been suitably adapted to the 0BZ gearbox • The driver input is registered by the selector mechanism and transmitted electronically to the gearbox without the need for a mechanical fall-back level • The parking lock is actuated electro-hydraulically and activated automatically (Auto P function) The Audi R8 (Type 4S) has the same selector mechanism as is currently used on the Audi Q7 (Type 4M) and the Audi A4 (Type 8W) The operation concept has been adapted to suit the Audi R8 and differs only slightly from that on the Audi Q7 or Audi A4 • A mechanical emergency release enables the parking lock to be released if necessary Audi R8 (Type 42) selector mechanism The selector lever positions and shift commands are registered by the selector lever sensor control unit J587, analysed and sent via the drivetrain CAN data bus to the gearbox control unit J217 Selector lever position display Y5 Sport mode button E541 The gearbox control unit selects the desired transmission setting and sends back the information about the selected transmission setting to control unit J587 In response, control unit J587 operates the LEDs of the transmission setting indicator Y5 Sport mode button E541 Pressing the "Sport" button in Automatic mode switches the gearbox to sport mode In sport mode, the gear changes take place at higher engine speeds, the gear shifts are faster and the engine's response to the accelerator pedal is more progressive As a result, the engine's power development is fully utilised In tiptronic mode pressing the "Sport" button activates M sport mode When M sport mode is active, the gearbox does not automatically change up when the up-shift threshold speed is reached In normal tiptronic mode, the gearbox changes up when the up-shift threshold speed is reached, Bottom end of selector lever Selector lever position detection Hall-effect sensors 643_004 Selector lever sensor control unit J587 with selector lever position sensors The selector lever positions are monitored by multiple Hall sensors At the bottom end of the selector lever there is a permanent magnet which controls the corresponding sensors according to the selector lever position The selector lever sensor module J587 analyses the signals and communicates the selector lever positions to gearbox control unit J743 From that information, J743 identifies the driver's wishes and operates the corresponding gear selection and clutch functions Permanent magnet; a rubber ring at the bottom end of the selector lever deadens the impact noises 643_005 < Back Selector lever in left-hand normal position Forwards > Ξ Contents Operation Selector lever in right-hand normal position Basic operation of the gears is explained in SSP 613 and in the Owner's Manual The special feature of the Type 42 with 0BZ gearbox is that the parking lock cannot be selected manually There is neither a selector lever position nor a switch for engaging the parking lock (position P) The parking lock is operated exclusively by the Auto-P function See page 16 If work needs to be carried out on the vehicle with the engine running (in which case the parking lock must be engaged), the parking lock can be engaged as follows: • With the engine running and the selector lever set to D, S, R, N or M, open the driver's door or • Switch off the engine and then start it again As long as a transmission setting is not selected, the parking lock remains engaged Selector lever sensors control unit J587 The selected transmission setting and the gear engaged are indicated on the instrument cluster In the situation described above, make sure that the parking lock is shown as engaged (display shows P) 643_006 Selection of Automatic mode Change down (tiptronic mode) Selector lever in left-hand normal position Engage forward gear or change up (tiptronic mode) Selection of neutral position Selection of neutral position 643_007 Selection of reverse gear Selector lever in right-hand normal position 643_008 Sport mode button E541 Pressing the "Sport" button (E541) switches the gearbox to sport mode The signal from E451 is read by the selector lever sensor control unit J587 J587 forwards the message "Sport mode" via CAN data bus to gearbox control unit J743 and the engine control unit J623 Key: E541 Sport program button J587 Selector lever sensors control unit J743 Dual clutch gearbox mechatronic unit (gearbox control unit 1) Y5 Selector lever position display 643_009 < Back Audi R8 (Type 4S) selector mechanism Forwards > Ξ Contents Basic shift schematic Possible positions of the selector lever The Audi R8 (Type 4S) uses the latest-generation Audi B and C series selector mechanism with full "shift-by-wire" functionality The following indications are displayed in the self-diagnosis sequence according to the selector lever position: The operating concept is highly intuitive and is essentially identical to the familiar operating logic of automatic gearbox models X - Normal position in automatic mode T - Normal position in tiptronic mode The parking lock is normally engaged and disengaged by the Auto-P function but can also be engaged by the driver using the P button See page 16 A1, A2, B1, B2, T+, and T- are the position indications in the selector lever position shown in each case After every operation, the selector lever always returns to the normal position of the automatic or tiptronic gate tiptronic gate Automatic gate 643_010 Shift schematic Positions selectable without moving the selector Selectable drive positions Normal position of the selector lever and current drive position Software lock: cancelled by pressing the release button – E681 Software lock: deactivate by pressing the foot brake1) Mechanical lock by selector lever lock solenoid N110 – cancelled by pressing the release button – E681 643_011 Note: An acknowledgement tone sounds when drive position R is engaged Automatic gate tiptronic gate A2 A1 X X B1 B2 T T+ T- 643_013 Speed-dependent gearbox protection function A change in driving direction from D to R and vice versa is only possible at speeds < 8 kph At vehicle speeds upwards of kph, a gearbox safety function prevents the change of direction (power transmission to the other subset of the gear train) 643_012 1)  he orange-coloured software lock is activated in drive position N after about one second This allows quick-changing of the drive position T from D to R and vice versa without applying the brake The makes it possible, for example, to free a stuck vehicle can be freed by rocking it backwards and forwards and makes it easier to shift driving position when manoeuvring < Back Forwards > Ξ Contents Component overview Handle for selector lever top section Selector lever release button E681 – Release button Parking lock button E816 – P button – with parking lock indicator light  K320 Handle for selector lever bottom section with selector lever gaiter Selector lever position display Y5 Selector mechanism cover Plug connection E Selector lever Plug connection C Plug connection A Selector mechanism (selector lever E313) 643_014 Selector lever release button E681 – release button Parking lock button E816 – P button Button E681 is used for releasing the selector lever lock It consists of two shift elements for reliability and diagnostics In the event of a fault, release button E681 is considered actuated The locks marked red and blue (Fig 643_011) are disabled and fault is registered in the event memory and indicated on the instrument cluster The selector can be moved out of positions P and N by pressing the foot brake The P button is for manually deactivating the parking lock The parking lock can only be activated at vehicle speeds < kph Button E816 comprises three shift elements for reliability and diagnostics Its shift status is transferred to the selector lever sensors control unit J587 via two interfaces In the event of a fault in E816, a message appears in the instrument cluster and the parking lock can only engaged by the Auto-P function < Back Forwards > Ξ Contents Selector lever sensor control unit – J587 The selector lever sensor control unit J587 forms a functional unit with the selector lever position sensor G727 and the selector lever transverse lock sensor G868 J587 is responsible for detecting the driver input, analysing the button signals,communication with gearbox control unit J743, and all selector mechanism control and diagnosis functions J587 has the diagnosis address 81 The selector lever sensor module J587 registers the positions of the selector lever as shown in Figure 643_010 (A2, A1, X, B1, B2, T+, T and T-) and the signals from the buttons E681 and E816, and passes them on to gearbox control unit 1 – J743 via the drivetrain CAN From that information, gearbox control unit 1 – J743 determines the desired transmission setting and initiates the appropriate functional operations (e.g disengage parking lock, set gear train subset 1 or to standby) J743 reports back the current transmission setting to the selector lever sensor module, whereupon it in turn operates the solenoid N110, the LEDs for the transmission setting indicator Y5 and the parking lock button K320 When a transmission setting is selected, that flow of information causes a brief delay before the relevant transmission setting symbol lights up 643_015 Selector lever sensors control unit J587 Diagnostic address 81 Schematic diagram of selector mechanism Selector mechanism Selector lever 643_016 VAS 642 001 CAN-High The Y adaptor VAS 642 001 allows measurements to be taken between the selector mechanism (selector lever E313) and the transmission setting indicator Y5 CAN-Low information If there is a system fault on the selector mechanism, the transmission settings D and N can be selected by simultaneously pressing the two tiptronic paddles when the vehicle is stationary and the brake applied See page 17 10 < Back Forwards > Ξ Contents Electronic module The electronic module combines the gearbox control unit and the majority of the sensors in an integrated unit Gear-shift actuator travel sensor G487 – for gear-shift actuator A – gears 5/1 Gear-shift actuator travel sensor G490 – for gear-shift actuator D for gears R/4 Gearbox input speed sensor G612 Speed sensor for input shaft gearbox input speed sender G632 Speed sensor for input shaft Gearbox control unit J743 Gear oil temperature sensor G93 Gear-shift actuator travel sensor G488 – for gear-shift actuator B – gears 2/6 Gear-shift actuator travel sensor G489 – for gear-shift actuator C – gears 3/7 643_070 Electrical connector for gearbox input speed sensor G182 and clutch temperature sensor G658 Electrical connector T16c for vehicle and gearbox peripherals Hydraulic pressure sensor G546 Clutch pressure K2 Hydraulic pressure sensor G545 Clutch pressure K1 Gearbox control unit J743 Electrical connector for printed circuit board 643_071 70 < Back Forwards > Ξ Contents Gearbox control units There are gearbox control units for controlling the 0BZ gearbox For the sake of clarity and to make the descriptions easier to follow, the following designations are used for the two gearbox control units: • Gearbox control unit J743 • Gearbox control unit 2 J1006 Mechatronic unit for double-clutch gearbox J743 Diagnostics address 02 – gearbox electronic module J743 The designation J743 can refer either to the complete mechatronic unit or only to gearbox control unit 1 in the electronic module of the mechatronic unit Gearbox control unit 1 J743 is the command centre of the electrohydraulic gearbox control system and, so to speak, the master control unit for gearbox control unit 2 J1006 The two gearbox control units and the selector lever sensor control unit J587 communicate via the drivetrain CAN The schematic diagram on page 78 provides an overall view of which sensors and actuators are read/controlled by which control unit On the Audi R8 Type 4S, gearbox control unit 1 J743 is integrated in the immobilizer In addition, it has new software functions (see page 17 onwards) Mechatronic unit J743 Gearbox control unit J743 643_072 Automatic gearbox control unit – J1006 Diagnostics address C2 – gearbox electronic module J1006 Gearbox control unit 2 J1006 is what is known as a "smart actuator" control unit and controls the actuators assigned to it in response to the control commands from gearbox control unit J743 Gearbox control unit 2 J1006 also acts as an intelligent interface for several sensors and input signals Refer to function chart on page 78 Gearbox control unit 2 J1006 has the following functions: • Controlling the clutch cooling for clutch K2 (N448) • Controlling the electro-hydraulically operated parking lock (N486, N573, N574) • Controlling the gearbox coolant pump V532 (only on Type 42 with V10 engine) • Processing the signals from the parking lock sensor G747 • Processing the signals from clutch (K2) temperature sensor G659 • Processing the signals from the steering wheel tiptronic controls (Type 4S only) Installation locations for gearbox control unit – J1006 Installation location on Audi R8 (Type 42) behind right seat Installation location in Audi R8 (Type 4S) in engine bay on left-hand side 643_003 71 < Back Forwards > Ξ Contents Sensors and information Speed sensors and speed data Speed signals are among the most important items of information that a dual clutch gearbox requires The 0BZ gearbox processes the following speed data: • • • • • Gearbox input speed1) Input speed for gear train subset 11) Input speed for gear train subset 21) Gearbox output speed2) Engine speed2) G612 Plug for engine speed sensor socket G632 Reluctor ring for input shaft Gearbox input speed sensor G182 G182 is used to precisely detect the clutch input speed in real time The clutch housing, which is attached on one side to the dog clutch and on the other to the inner plate carrier, acts as the reluctor ring See page 28, Figure 643_040 Reluctor ring for input shaft The signal from G182 is used • for more precise control of the clutches • for adapting the clutches3) • for microslip control3) If G182 fails, the speed data from the engine speed sensor G28 is used as a substitute signal2) Microslip control and certain adaptations cannot be carried out The casing of G182 also accommodates clutch temperature sensor 1 G658 See page 75 Gearbox unit Gearbox unit Gearbox input speed sensor G632 Speed sensor for input shaft Gearbox input speed sensor G612 Speed sensor for input shaft These two speed sensors are used to precisely register the clutch output speeds (G632 = clutch K1 and G612 = clutch K2) Together with the signal from G182, they allow the clutch slip to be precisely calculated The signals from sensors G632 and G612 are used  his speed data is collected by the gearbox sensors and processed T by gearbox control unit 1 J743 2) This speed data is provided by other control units via CAN data communication and processed or calculated by gearbox control unit 1 J743 3) More detailed information on this subject is provided in SSP 336 1) • • • • for microslip control3) for adapting the clutches3) for determining the synchromesh speed for gear shifts for calculating the gearbox output speed If one of the sensors fails, the affected gear train subset is deactivated Gearbox control unit 1 J743 then switches to an appropriate safe mode 72 < Back Forwards > Ξ Contents Clutch temperature sensor G659 Gearbox input speed sender G182 Clutch temperature sensor G658 Engine speed sensor G28 Electrical connector for G659 on auxiliary hydraulic module 643_073 Gearbox input speed sender G182 Clutch temperature sensor G658 Clutch housing Clutch temperature sensor G659 Electrical connector for G659 on auxiliary hydraulic module Gearbox output speed – vehicle road speed – direction of travel Gearbox control unit 1 calculates the gearbox output speed and the direction of travel on the basis of the speed signals from G632/ G612 and the currently selected gear The gearbox output speed provides the basis for calculating the vehicle road speed To check the plausibility of the signals from the two sensors G632/ G612, the wheel speed data from the ESC control unit, which is available via CAN data communication, is referred to That information is required for the following functions: • For gear selection and determining the gear-shift points • For detecting the direction of travel for plausibility-checking the gear selection (e.g when reversing at > x kph, engaging 1st gear is barred) • For the creep control function3) 643_074 information The sensors G182/G658 and G659 are absolutely identical in design The speed sensor in G659 is not used The engine speed sensor G28 is mounted on the left or right-hand side of the gearbox housing, depending on gearbox version and engine option The opposite side in each case is sealed with a plug 73 < Back Forwards > Ξ Contents Travel and position sensors Gear-shift actuator travel sensor G487 Gear-shift actuator travel sensor G488 Gear-shift actuator travel sensor G489 Gear-shift actuator travel sensor G490 Precise detection of the movement and positions of the gear-shift actuators/selector forks is of fundamental importance for changing gear and gearbox control It is imperative to ensure that no prohibited gear-shift positions can occur The information is established by gearbox control unit 1 J743 with the aid of travel sensors The are position markers are sensor magnets (permanent magnets) that are attached to the gear-shift actuators See also sensor readings on page 35 The following gear-shift actuators (selector forks)/gears and readings are assigned to the travel sensors: • G487 – for gear-shift actuator A – gears 5/1 – sensor reading IDE02864 • G488 – for gear-shift actuator B – gears 2/6 – sensor reading IDE02872 • G489 – for gear-shift actuator C – gears 3/7 – sensor reading IDE02880 • G490 – for gear-shift actuator D – gears R/4 – sensor reading IDE02888 If one of the travel sensors fails, the gear train subset concerned is deactivated and an appropriate safe mode program activated In order to guarantee the required position detection accuracy, the travel sensors and/or the selector forks have to be calibrated by means of a basic adjustment (e.g after replacing the mechatronic unit) Parking lock sensor G747 Interface module Parking lock module G747 Sensor magnet G747 is used to determine the following positions (indicated in sensor reading IDE08465 for parking lock actual status): Engaged → Intermediate position → Not engaged Due to tolerances when determining the parking lock position, the intermediate position is indicated when the parking lock is being held in the P-OFF position by the parking lock solenoid N486 (see page 41) In normal vehicle operation – P engaged or P not engaged (P hydraulically disengaged) – the intermediate position is not allowed and is registered as a fault in the event memory after a defined filter period G747 has the following functions: 643_077 The position of the parking lock is registered by gearbox control unit 2 J1006 with the aid of the parking lock sensor G747 and then communicated to gearbox control unit 1 J743 G747 is part of the interface module of the parking lock module 74 • Monitoring correct operation of the parking lock • Providing clearance to start in P (the sensor signal is converted directly to the P/N signal by the gearbox control unit) • Generating the indications on the instrument cluster when the parking lock is not engaged (messages re risk of rolling and prompting engagement of parking lock/parking brake) < Back Forwards > Ξ Contents Temperature sensors Clutch temperature sensor G658 Clutch temperature sensor G659 The sensors G658/G659 detect the temperature of the cooling oil thrown out of the dual clutch by centrifugal force (centrifugal oil temperature) From that, the clutch temperature can be deduced and the cooling oil volume controlled according to demand In addition, warning messages and diagnostics entries are generated from the centrifugal oil temperature Refer to page 30/31 G490 The sensors G658/G659 are identical combination sensors each of which also houses a speed sensor and a temperature sensor within the same casing1) G487 Sensor G658 detects the centrifugal oil temperature of clutch K1 In the case of G658, the speed sensor G182 is also used for detecting the gearbox input speed1) See page 72 G658 is connected to the electronic module of the mechatronic unit Gearbox control unit 1 J743 processes the sensor reading and operates cooling oil valve 1 N447 accordingly G489 Sensor G659 detects the centrifugal oil temperature of clutch K2 G659 is connected to the auxiliary hydraulic module, which in turn is connected to gearbox control unit 2 J1006 The sensor reading is analysed by gearbox control unit 2 J1006 and passed on to gearbox control unit J743 as a temperature reading J743 then sends gearbox control unit 2 J1006 the control variable for operating cooling oil valve N448 See schematic diagram on page 78 The speed sensor in G659 is not used1) G488 Sensor magnet 643_100 1) See note on page 73 G658/G182 Electrical connector for auxiliary hydraulic module G659 643_074 75 < Back Forwards > Ξ Contents Gearbox oil temperature sensor G93 Temperature sensors in the control unit High temperatures have a detrimental effect on the useful life and performance of electronic components Because the electronic control module is integrated in the gearbox (immersed in gearbox oil), monitoring of the module temperature and, therefore, of the gearbox oil temperature is of very great importance The gearbox oil temperature sensor G93 is located on the circuit board of gearbox control unit 1 J743 Gearbox control unit 1 is mounted on an aluminium plate that serves as a heat sink for the electronic module and on which the two pressure sensors G545 and G546 are also located The aluminium plate is directly attached to the electro-hydraulic control module and is in contact with a constant flow of cooling oil through an oil channel Therefore, the temperature of the aluminium plate closely approximates to the gearbox oil temperature The gearbox oil temperature and the temperature of the gearbox electronic module are important items of information for the following applications: • • • • Temperature monitoring for initiating safety functions Criterion for various adaptations Adaptation of gear-shift pressure Criterion for the warm-up program Due to demanding requirements regarding component protection, there is another temperature sensor for monitoring the electronic module temperature which is integrated in the middle of the electronic components and detects the temperature directly at the electronic components That sensor does not have a diagnostics designation of its own The readings of the two temperature sensors are constantly checked against one another for plausibility If there is a fault on one of the two temperature sensors, a substitute reading is generated from the readings of the intact sensor and a substitute program activated See temperature monitoring/safety functions G546 G545 J743 G93 Aluminium plate Electronic module Electro-hydraulic control module Cooling oil channel for gearbox control unit 643_071 643_101 Temperature monitoring/safety functions Upwards of a temperature (G93) of around 139 °C gearbox control unit 1 J743 instigates a reduction of the engine torque In addition, the instrument cluster displays the warning message "Gearbox too hot Please adjust driving style." and a corresponding entry is registered in the event memory 76 The engine torque is reduced in stages until at about 145 °C the engine torque is only 70 Nm That improves the cooling capacity and prevents overheating < Back Forwards > Ξ Contents Pressure sensors Hydraulic pressure sensor G545 Hydraulic pressure sensor G546 G545 detects the clutch pressure of clutch K1 (actual clutch pressure) G546 detects the clutch pressure of clutch K2 (actual clutch pressure) The sensors G545 and G546 are used to monitor the clutch pressure of the respective clutch in each case and for calibrating clutch pressure control and the primary pressure The actual clutch pressure is constantly compared with the specified clutch pressure calculated by gearbox control unit 1 J743 and checked for plausibility In the event of discrepancies (malfunctions), safety deactivation of the gear train subset concerned is initiated and the relevant safe mode program activated The two sensors are part of the electronic module, which in turn forms a single unit with the mechatronic unit – which again can only be replaced as a complete unit if required Other information You can find information on the following topics in the Owner's Manual for the vehicle: • Gearbox faults, fault indications and messages • Tow-starting/towing 77 < Back Forwards > Ξ Contents Function diagram 7-speed dual clutch gearbox in Audi R8 (Type 42 and Type 4S) The control units are listed on the vehicle diagnostic tester under the following diagnostic addresses: • J743 – Mechatronic unit for dual clutch gearbox1) • 02 – Gearbox electronic module J743 1)  or the sake of clarity and to make the descriptions easier to F follow, the following designations are used for the two gearbox control units: • Gearbox control unit J743 • Gearbox control unit 2 J1006 • J1006 – Automatic gearbox control unit 21) • C2 – Gearbox electronic module – 1006 • J587 – Selector lever sensor control unit • 81 – Selector lever – J587 Mechatronic module Wiring colours and symbols: Ground cable Positive cable Transmitted signal Received signal Inside the 0BZ gearbox Twisted wires Audi R8 (Type 4S) selector mechanism Powertrain CAN Audi R8 (Type 42) selector mechanism Only on Type 42 with V10 engine 78 < Back Forwards > Ξ Contents Key: E313 Selector lever – Type 4S only E541 Sport mode button – Type 42 only E681 Selector lever release button – Type 4S only E816 Parking lock button – Type 4S only G93 Gearbox oil temperature sensor G182 Gearbox input speed sender G487 Gear-shift actuator travel sensor 1/gear-shift actuator A G488 Gear-shift actuator travel sensor 2/gear-shift actuator B G489 Gear-shift actuator travel sensor 3/gear-shift actuator C G490 Gear-shift actuator travel sensor 4/gear-shift actuator D G545 Hydraulic pressure sensor G546 Hydraulic pressure sensor G612 Gearbox input speed sensor G632 Gearbox input speed sensor G658 Clutch temperature sensor G659 Clutch temperature sensor G727 Selector lever position sensor – Type 4S only G747 Parking lock sender G868 Selector lever transverse lock sensor – Type 4S only J587 Selector lever sensors control unit J743 Mechatronic unit for dual clutch gearbox J1006 Automatic gearbox control unit Parking lock module Steering wheel tiptronic controls only on Type 4S Auxiliary hydraulic module K320 Parking lock indicator lamp – Type 4S only N110 Selector lever lock solenoid – TYpe 4S only N433 Gear train subset valve – Gear-shift actuator valve for gear-shift actuator A/gears 5/1 N434 Gear train subset valve – Gear-shift actuator valve for gear-shift actuator C/gears 3/7 N435 Gear train subset valve 3 – clutch valve K1 N436 Gear train subset valve – gear train subset safety valve N437 Gear train subset valve – Gear-shift actuator valve for gear-shift actuator B/gears 2/6 N438 Gear train subset valve – Gear-shift actuator valve for gear-shift actuator D/gears R/4 N439 Gear train subset valve 3  – clutch valve K2 N440 Gear train subset valve – gear train subset safety valve N447 Clutch cooling valve – clutch K1 N448 Clutch cooling valve – clutch K2 N472 Primary pressure valve N486 Parking lock solenoid – holding solenoid for parking lock OFF N573 Parking lock solenoid valve – Parking lock engagement valve/PEV N574 Parking lock solenoid valve – Parking lock disengagement valve/PAV V532 Gearbox coolant pump – Type 42 with V10 engine only V577 Selector lever transverse lock sensor motor – Type 4S only Y5 Selector lever position display Electrical connectors on gearbox control unit 2 J1006 643_090 Connector A pins 1-80 (T81a on ELSA wiring diagram) Connector B pins 81-121 (T40a on ELSA wiring diagram) 79 < Back Forwards > Ξ Contents Hydraulic circuit diagram 7-speed dual clutch gearbox in Audi R8 (Type 42 and Type 4S) Key: AW Input shaft BP Bypass valve CPU Central processing unit – Outlet point on cooling channel for control unit DBV Pressure limiting valve DF Pressure filter DROP Lubrication point GS Gear-shift actuator GSV Gear-shift actuator value HD Primary pressure valve HP Hydraulic pump K Clutch KK Clutch cooling KUV Cooling oil valve KV Clutch valve NH Normally high1) NL Normally low1) PAV Parking lock disengagement valve PEV Parking lock engagement valve PHM Parking lock holding solenoid RD Residual pressure valve SF Intake filter SHV Self-holding valve SV Safety valve TR Temperature regulator (thermostat) TW Output shaft VOL Volumetric flow valve WTK Heat exchanger – fluid: coolant WTL Heat exchanger – fluid: air WV Change-over valve Parking lock module Auxiliary hydraulic module 1) Explanation of NH and NL NL characteristic P NL – Normally low means that the solenoid valve has a positive current/pressure characteristic That, in turn, means that as the control current I increases, so does the control pressure P I Valve de-energised = no control pressure (0 mA = bar) If one of these valves fails, the corresponding hydraulic valve or actuator is not operated and the associated functions fail 80 NH characteristic P NH – Normally high means that the solenoid valve has a negative characteristic That, in turn, means that as the control current I increases, the control pressure P decreases I Valve de-energised = maximum control pressure If one of these valves fails, the corresponding hydraulic valve or actuator is set to its maximum level, e.g maximum cooling oil flow rate or primary pressure < Back Forwards > Ξ Contents Mechatronic module 2) 2) 643_091 Key: N433 Gear train subset valve – Gear-shift actuator valve for gear-shift actuator A/gears 5/1 N434 Gear train subset valve – Gear-shift actuator valve for gear-shift actuator C/gears 3/7 N435 Gear train subset valve 3  – clutch valve K1 N436 Gear train subset valve – gear train subset safety valve N437 Gear train subset valve – Gear-shift actuator valve for gear-shift actuator B/gears 2/6 N438 Gear train subset valve – Gear-shift actuator valve for gear-shift actuator D/gears R/4 N439 Gear train subset valve 3  – clutch valve K2 2) N440 Gear train subset valve – gear train subset safety valve N447 Clutch cooling valve – clutch K1 N448 Clutch cooling valve – clutch K2 N472 Primary pressure valve N486 Parking lock solenoid – holding solenoid for parking lock OFF N573 Parking lock solenoid valve – Parking lock engagement valve/PEV N574 Parking lock solenoid valve – Parking lock disengagement valve/PAV Only on Type 42 81 < Back Forwards > Ξ Contents Appendix Test your knowledge Which of these statements about the selector mechanism on an Audi R8 with S tronic is false? □ □ □ □ a) The selector mechanism on the Type 42 has been carried over from the R tronic b) The selector mechanism on the Type 4S has been carried over from the R tronic c) On the Type 4S the parking lock can be engaged by means of the P button d) On the Type 42 the parking lock is engaged exclusively by the Auto-P function Which of these gearbox functions are not available on the Audi R8 Type 42? □ □ □ a) Coasting mode b) Audi drive select c) The Launch Control Programme Which of these statements about the dual clutch in the 0BZ gearbox are false? □ □ □ □ a) Pressure control for clutches K1 and K2 is performed by gearbox control unit a) Clutch cooling for clutches K1 and K2 is controlled by gearbox control unit c) Pressure control for clutch K1 is performed by gearbox control unit and for clutch K2 by gearbox control unit d) Clutch cooling for clutch K2 is controlled by gearbox control unit What are the essential differences on the 0BZ gearbox between the Type 42 and Type 4S model variants? □ □ a) The 0BZ gearbox on the Type 4S is reinforced throughout because the new V10 engines have significantly higher performance b) The locking characteristics of the differential lock in the rear final drive have been adapted to the new all-wheel drive concept on the Type 4S □ □ c) The ATF cooling system differs fundamentally between the two models d) On the Type 4S, gearbox control unit 2 J1006 is integrated in the immobilizer Which of the following statements about the parking lock are false? □ □ □ □ □ a) The parking lock is engaged by the system pressure and held in the P-ON position by the parking lock holding solenoid N486 b) The parking lock is operated by gearbox control unit c) The parking lock module and the auxiliary hydraulic module are required to control the pressure for the parking lock d) The parking lock is engaged by the force of a spring e) The parking lock is operated by a mechanical cable on the Type 42 and fully automatically on the Type 4S For what reason is the holding time for the P-OFF position in transmission setting N limited to 20 minutes? □ □ □ □ a) It is assumed that a holding time over 20 minutes is not required in normal everyday situations b) Because the parking lock holding solenoid N486 overheats if it is energised for a long period c) Because the pressure in the system cannot be maintained any longer d) Due to the activity of the control units, data bus operation and the holding solenoid an associated level of power consumption results which places a load on the power supply Which of these statements about the oil system and the ATF supply are true? □ □ □ □ 82 a) There are different variants in terms of the oil level in the mechatronic unit oil chamber b) The 0BZ gearbox has only one oil system c) The ATF pressure filter also has to be replaced when changing the ATF d) The 0BZ gearbox has several ATF drain plugs and different numbers of them according to gearbox version < Back Forwards > Ξ Contents Which of these are special features of the 0BZ gearbox? □ □ □ □ a) On the 0BZ gearbox there are gearbox control units for electro-hydraulic control b) The 0BZ gearbox comes with or without park-by-wire system depending on the vehicle model c) There is a mechanical differential lock in the final drive d) An auxiliary hydraulic module and the parking lock module are provided for electro-hydraulic control in addition to the mechatronic unit Which of the following statements regarding the mechatronic unit is false? □ □ a) On the Type 4S, gearbox control unit 1 J743 is integrated in the immobilizer b) Once the mechatronic unit has been removed it must not be refitted because of the likelihood that the seals for the hydraulic interfaces will have been damaged □ c) The mechatronic unit consists of an electro-hydraulic control module and an electronic module They can be replaced separately if they fail 10 Which of these statements about the temperature sensors G658 and G659 is false? □ a) The two sensors are absolutely identical in design □ □ b) G658 is connected to the electronic module of the mechatronic unit (and, therefore, directly attached to gearbox control unit 1) c) G659 is directly attached to gearbox control unit 11 Which of these statements about the cooling system for clutch K2 is false? □ a) The centrifugal oil temperature of clutch K2 is determined by gearbox control unit and the information communicated to gearbox control unit □ b) Gearbox control unit determines the specified current for clutch cooling oil valve and passes that information to gearbox control unit 2, which then operates clutch cooling oil valve accordingly □ c) The centrifugal oil temperature of clutch K2 is determined by gearbox control unit From that temperature, gearbox control unit calculates the specified current for clutch cooling oil valve and operates it accordingly 12 Upwards of what ATF temperature is the engine torque reduced to protect the components? □ □ □ a) From approx 170 °C b) From approx 139 °C c) From approx 154 °C 13 Upwards of what centrifugal oil temperature is a warning message shown on the instrument cluster? □ □ □ a) From approx 170 °C b) From approx 139 °C c) From approx 154 °C 14 Down to what level is the engine torque reduced to protect the components if the ATF temperature is too high? a) To 140 Nm b) To 100 Nm c) To 70 Nm Test solutions: b; a,b; b,c; b,c; a,e; d; a,b,c,d; a,c,d; c; 10 c; 11 c; 12 b; 13 a; 14 c □ □ □ 83 All rights reserved Subject to amendment Copyright AUDI AG I/VK-35 service.training@audi.de AUDI AG D-85045 Ingolstadt Technical status 07/16 Printed in Germany A16.5S01.35.20 643 Audi Vorsprung durch Technik ... are detected: The selector lever sensor control unit J5 87 determines all selector lever positions by means of the selector lever sensor G7 27 G7 27 consists of sensors – one sensor for the automatic... engine and then start it again As long as a transmission setting is not selected, the parking lock remains engaged Selector lever sensors control unit J5 87 The selected transmission setting and the... mechanism control and diagnosis functions J5 87 has the diagnosis address 81 The selector lever sensor module J5 87 registers the positions of the selector lever as shown in Figure 643_010 (A2,