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

In the situation described above, make sure that the parking lock is shown as engaged Selector lever in left-hand normal position Selection of Automatic mode Engage forward gear or chan

Service Training

7-speed dual clutch gearbox 0BZ – S tronic

For internal use only.

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

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 7 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 S tronic offers agility and easy gear-shifting The high tomer expectations in terms of handling dynamics and driver convenience are thus equally satisfied

cus-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

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?

(holding P-OFF setting) 16Launch control program _16Special features on Type 4S _17Audi drive select – gearbox setups _18

Gearbox assemblies

Specifications _20Overview and features _20Differences on the 0BZ gearbox between the Type 4S and Type 42 _23Component overview 24Gearbox cross-section – gear set/gear train configuration 26Dual clutch 28Gear train and gear set 32Gear shifting and gear-shift actuators _34Power transmission path in gearbox _36Parking lock – mechanical function 40Parking lock – electro-hydraulic function 42Emergency release, parking lock _46Parking lock emergency release on Audi R8 (Type 42) _47Parking lock emergency release on Audi R8 (Type 4S) _48Oil system and ATF supply 50Oil level in the gearbox 52Lubrication and cooling of the gear train 54ATF temperature management _56

Gearbox control unit

Component overview 60Mechatronic module _62Description of solenoid valves 66Auxiliary hydraulic module 68Parking lock module _69Gearbox control units 71Sensors and information 72Function diagram 78Hydraulic circuit diagram 80

Appendix

Test your knowledge _82

Reference

Note

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

Contents

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

transmis-sion 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 2 J1006

• Installation location in Audi R8 (Type 4S):

in engine bay, on left-hand side

Introduction

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Automatic gearbox control unit 2 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

Audi R8 (Type 42) 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-by-wire technology that is distinguished by the following features and

functions:

• There is no mechanical connection between the selector lever

and the 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)

• A mechanical emergency release enables the parking lock to be

released if necessary

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 fundamen-tally in some respects

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 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

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

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

oper-ates 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

auto-matically 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,

Selector lever position detection

The selector lever positions are monitored by multiple Hall

sensors At the bottom end of the selector lever there is a

perma-nent 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 1 J743 From that information,

J743 identifies the driver's wishes and operates the corresponding

gear selection and clutch functions

Bottom end of selector lever

Selector lever sensor control unit J587

with selector lever position sensors

Permanent magnet; a rubber ring at the bottom end of the selector lever deadens the impact noises.

Selector mechanism

(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

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

Selector lever in left-hand normal position

Selection of Automatic

mode

Engage forward gear or change up (tiptronic mode)

Selection of reverse gear

Change down

(tiptronic mode) Selection of

neutral position

Selection of neutral position

Selector lever in right-hand normal position

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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 1 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

B2 B1 A1 A2

Audi R8 (Type 4S) selector mechanism

The Audi R8 (Type 4S) uses the latest-generation Audi B and C

series selector mechanism with full "shift-by-wire" functionality

The operating concept is highly intuitive and is essentially identical

to the familiar operating logic of automatic gearbox models

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

After every operation, the selector lever always returns to the

normal position of the automatic or tiptronic gate

Basic shift schematic

Shift schematic

Note: An acknowledgement tone sounds when drive position R is engaged.

Automatic gate tiptronic gate

Possible positions of the selector lever

The following indications are displayed in the self-diagnosis sequence according to the selector lever position:

X - Normal position in automatic mode

T - Normal position in tiptronic modeA1, A2, B1, B2, T+, and T- are the position indications in the selector lever position shown

Mechanical lock by selector lever lock solenoid N110 – cancelled by pressing the release button – E681

A change in driving direction from D to R and vice versa is only

possible at speeds < 8 kph

At vehicle speeds upwards of 8 kph, a gearbox safety function prevents the change of direction (power transmission to the other subset of the gear train)

Speed-dependent gearbox protection function

1) The orange-coloured software lock is activated in drive position N after about one second This allows quick-changing of the drive position

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

Component overview

Handle for selector lever top section

Selector mechanism cover

Selector lever release button

E681

– Release button

Handle for selector lever

bottom section with selector lever

gaiter

Parking lock button E816

– P button – with parking lock indicator light  K320

Selector lever position

Button E681 is used for releasing the selector lever lock It

con-sists 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 < 1 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

Selector lever release button E681 – release button Parking lock button E816 – P button

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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 1 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 2 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

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Schematic diagram of selector mechanism

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

The Y adaptor VAS 642 001 allows measurements to be taken between the selector mechanism (selector lever E313) and the transmission setting indicator Y5

B2 B1 X A1 A2

T-T T+

Selector lever in automatic gate

The selector lever sensor control unit J587 determines all selector

lever positions by means of the selector lever sensor G727 G727

consists of 2 sensors – one sensor for the automatic gate and one

sensor for the tiptronic gate

The longitudinal and transverse movements of the selector lever are transmitted to a slider with two diamond-shaped sender elements The sender elements affect the magnetic flux in the sensor elements of G727 according to the movement of the selector lever From the sensor signals, the selector lever sensor control unit J587 generates the following selector lever positions:

• Automatic gate

A2 – A1 – X (Normal position) – B1 – B2

• tiptronic gate

T+ – T (Normal position) – For more details, see also the shift schematic on page 8

T-643_017

643_018

Restriction of the selector lever movement to one position

for-wards (T+) and one position backfor-wards (T-) is achieved by means of

the tiptronic gate track of the position engagement mechanism

Key to schematic diagram of selector mechanism on page 10

E313 selector lever

E681 Selector lever release button

E816 Parking lock button

G727 Selector lever position sensor

G868 Selector lever transverse position sensor

J587 Selector lever sensors control unit

K320 Parking lock indicator light

N110 Selector lever lock solenoid

V577 Selector lever transverse lock motor

Y5 Transmission setting indicator

Selector lever in tiptronic gate

B1

A1 A2X

Selector lever longitudinal lock

So that it is not possible to unintentionally shift the selector

for-wards in transmission setting D/S the selector lever is locked

against forward movement

In transmission setting D/S, the selector lever lock solenoid N110 is

energised and the locking pin engages with the selector lever lock

guide The selector can now be moved back into position B1 from

the normal position in order to shift from D to S or from S to D.

When the release button E681 is pressed, the power supply to N110 is disconnected and the lock is disengaged To prevent unnecessary switching noises from N110, it remains energised when switching to the tiptronic gate The lock against forward movement (A1) is inactive in the tiptronic gate, however, because the lock guide is tilted to the side and thereby rendered ineffective

• Energised in transmission setting D and S.

Automatic gate of position engagement mechanism

• The position engagement mechanism has 2 gate tracks, one

track for the automatic gate and one track for the tiptronic

gate.

Locking pin

Cross-piece with locking groove

Basic position

Transmission setting P/R/N – selector lever transverse lock active

To ensure that the selector lever cannot be inadvertently moved

into the tiptronic gate, it is transversely locked in transmission

settings P, R and N.

Selector lever transverse lock active

The selector lever is held in the so-called cross-piece When the

transverse lock is active, the locking cam is positioned so that it

engages in the locking groove of the cross-piece When the locking

cam is in that position, the selector lever cannot be moved into the

tiptronic gate

G868 uses Hall-effect sensors and a sensor magnet that is located

at the end of the roller The sensor magnet affects the signal of G868 according to the rotational position of the roller From that information the selector lever sensor control unit J587 determines the position of the roller and thus the status of the selector lever transverse lock

Cross-piece with locking groove

Selector lever transverse lock sensor

G868

Worm gear Reciprocating plate

Roller with swash plate, locking cam and sensor magnet

Locking cam

1

Selector lever transverse lock inactive

Transmission setting D/S – selector lever transverse lock inactive

Selector lever transverse lock cancelling function

To be able to change to the tiptronic gate from transmission

setting D or S, the selector lever transverse lock has to be

deacti-vated

The selector lever transverse lock motor V577 is operated by the selector lever sensor control unit J587 until the locking cam is disengaged from the locking groove of the cross-piece

The cross-piece is then no longer locked and the selector lever can be shifted into the tiptronic gate

2 1

Roller with worm gear

From the position of the magnet, the selector lever sensor module detects with

the aid of the sensor G868 that the selector lever transverse lock is not active.

Locking groove clear – the cross-piece and,

therefore, the selector lever can move

side-ways in the direction of the arrow – the

illustration shows the position of the

selec-tor lever in the automatic gate.

Locking cam V577

Selector lever transverse lock active

Automatic resetting of the selector lever

Resetting function

Resetting the selector lever in emergency mode

In transmission settings P, R and N the selector lever transverse

lock is activated to prevent the selector lever unintentionally being

shifted into the tiptronic gate

To do so, the selector lever transverse lock motor V577 is operated

by the control unit J587 until the locking cam is engaged in the

locking groove of the cross-piece From the position of the magnet,

the control unit J587 detects with the aid of the sensor G868 that

the selector lever transverse lock is active

If the selector lever is in the tiptronic gate when the engine is

switched off, it is automatically moved back into the automatic

gate

The control unit J587 determines whether the selector lever is in

the tiptronic gate or the automatic gate with the aid of the selector

lever position sensor G727

Starting from the position "transverse lock inactive", the motor V577 rotates the roller roughly ¾ of a turn in the direction indi-cated by the arrow until the position "transverse lock active" is reached In the course of that rotational movement, the swash plate induces an axial movement (arrow) on the part of the cross-piece, thereby returning the selector lever to the automatic gate

If the tiptronic function cannot be performed due to a fault, the selector lever is automatically returned to the automatic gate and locked

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Selector lever transverse lock motor V577

Locking cam in position

• "transverse lock active"

Locking cam in position

• "transverse lock inactive"

Locking cam in position

• "transverse lock inactive"

The cross-piece (and, therefore the selector lever) is pushed in the direction of the arrow by the rotation of the swash plate

At the same time, the locking cam moves into the locking groove and locks the cross- piece Consequently, movement of the selector lever into the tiptronic gate is barred.

Magnet for selector lever transverse lock sensor G868

Reciprocating plate

Auto-P function

Tip-shifting in D/S

Launch control program

Activating transmission setting N (holding P-OFF setting)

In the case of the 0BZ gearbox, the parking lock is operated

elec-tro-hydraulically See page 42 This allows the gearbox control unit to

automatically operate the parking lock, thereby enhancing

operat-ing comfort

The Auto-P function engages the parking lock automatically (P-ON

position) if the following conditions are satisfied:

• Vehicle is stationary – vehicle speed < 1 kph

• One of the transmission settings D, S, R or M is active.

• The engine is switched off – Terminal 15 is off

For the Audi R8 (Type 42), the following applies:

If the driver's door is opened when the engine is running and the

seatbelt is not engaged in the belt buckle (seat belt not fastened),

the parking lock is automatically engaged

On the Audi R8 (Type 42) the parking lock is engaged exclusively by

the Auto-P function If work needs to be carried out on the vehicle

with the engine running, the parking lock can be engaged as

follows:

• With the engine running and transmission setting D, S, R or M

selected, open the driver's door (seatbelt not fastened)

or

• Switch off the engine and then start it again As long as a

transmission setting is not selected, the parking lock remains

engaged

The selected operating mode (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).

For the Audi R8 (Type 4S), the following applies:

On the Audi R8 (Type 4S), the parking lock can also be engaged by

the driver by pressing the P button, provided that the vehicle speed

is < 1 kph

The parking lock is disengaged automatically (P-OFF position) if

the engine is running and one of the transmission settings D, S, R,

N or M is selected.

To be able to move the vehicle without the parking lock for a limited amount of time, e.g in a car wash, automatic engagement

of the parking lock can be prevented

A condition for this is that the selector mechanism, the P button and the gearbox are working properly

To activate P-OFF, transmission setting N must be selected while

the engine is running and then the engine switched off1) When the ignition is turned off, engagement of the parking lock is sup-pressed for a period of 20 minutes After 19 minutes the following message is displayed in the instrument cluster: "Start engine to remain in N.“" along with a warning tone If this instruction is not followed, the parking lock engages after 20 minutes and the system shuts down

If a speed signal (v > 1 kph) is detected during this time, the period

is extended according to the driving time of the vehicle until the system detects that the vehicle has been stationary for at least

5 minutes

While the vehicle is stationary with the transmission in P-OFF, power is consumed by the activity of the control units, bus network operation and the holding solenoid If the vehicle is stationary for

an extended period of time, the battery may become discharged to the extent that the parking lock automatically engages Therefore,

if it is necessary to keep the transmission in P-OFF for an extended period, the parking lock emergency release should be actuated.More information on "Holding transmission setting P-OFF" can be found on page 41

Manual gear shifts can be executed at any time using the shift

paddles on the steering wheel (steering wheel tiptronic controls) in

transmission setting D/S Once the steering wheel tiptronic

con-trols have been used, the transmission remains permanently in

manual mode (tiptronic mode)

There are 2 possible ways of returning to automatic mode:

• Pull the selector lever back one position (position B1)

• Move the selector lever into the tiptronic gate and back into the

automatic gate

The Launch Control Program regulates the maximum acceleration

of the vehicle from a standing start Please refer to the Owner's Manual for instructions on how to use it and follow the guidance provided

The Launch Control Program in the Audi R8 (type 4S) has a larly sporty setup In addition, forced up-shifts are performed in tiptronic mode Refer to page 18

particu-Notes

When pulling away with Launch Control active, all vehicle nents are heavily stressed As a result, greater wear may occur.The number of Launch Control starts performed is shown by the

compo-self-diagnosis reading Number_Launch_Control_Starts.

1) On the Type 42 the ignition key must remain in the ignition lock

in order to retain the P-OFF setting Removing the ignition key causes the parking lock to be automatically engaged

On the Type 4S (100% keyless) the vehicle cannot be locked

while P-OFF is active

Gearbox functions

Special features on Type 4S

Steering wheel tiptronic

The following functions can be selected using the shift paddles on

the steering wheel (tiptronic steering wheel) on the

Audi R8 (Type 4S):

• If both shift paddles are operated simultaneously while the

engine is running, driving position N is selected (while travelling

and when the vehicle is stationary)

• When the vehicle is stationary, the driver can shift from the

transmission settings P, R and N to M1 by operating the Tip+

shift paddle with the brake applied

• Press-and-hold function: if the driver presses and holds the Tip+

shift paddle while the vehicle is moving, the transmission

changes up to the highest possible gear, e.g. from 3rd to 5th

gear If the driver presses and holds the Tip– shift paddle, the

transmission changes down to the lowest possible gear,

e.g. from 7th to 3rd gear

• If a system malfunction has occurred in the selector

mecha-nism, the driver can select driving position D with the Tip+ shift

paddle when the vehicle is stationary and with the brake

pressed N can be selected by actuating both shift paddles

simultaneously R (reverse gear) is not available

These additional functions of the tiptronic shift paddles are made

possible by the use of redundant backup systems for

communicat-ing the shift commands from the shift paddles The shift commands

are sent via CAN data bus to gearbox control unit 1 – J743 and also

by 2 separate signal lines to the gearbox control unit 2 – J1006 See also schematic diagram on page 78 The information is then, in turn, sent on by CAN data bus to J743

If the applicable conditions are met, the gearbox can activate the

coasting mode The coasting mode is activated by opening the

clutch which is currently engaged In this way, the engine is

disen-gaged from the gearbox The vehicle does not enter overrun mode

as it usually does, but rather rolls without any engine braking

effect and utilises the kinetic energy of its motion Fuel can be saved by adopting an anticipatory driving style

The all-wheel drive clutch in the front differential is also gaged in coasting mode

disen-Activating the coasting mode

The following prerequisites must be met before the coasting

function can be activated:

• Audi drive select mode comfort or auto.

• Transmission setting D2) selected

• Vehicle speed between 55 and 230 kph

• Low negative accelerator gradient up to 0 % accelerator angle

(driver takes foot off accelerator very slowly)3)

• Flat road or very shallow downhill/uphill gradient

• Cruise control not active

• Selective cylinder shut-down not active Refer to SSP 641,

• If coasting mode is deactivated by briefly applying the brake, it can be reactivated by pressing the Tip+ shift paddle again

• The Tip– and Tip+ shift paddles can be used to shift at random between overrun mode and coasting mode within the above parameters

1) Coasting mode is not available on national variants due to

mar-ket-specific vehicle configurations

2) In tiptronic mode, coasting mode can be activated in the highest

possible gear using the Tip+ shift paddle

3) With a normal or high negative accelerator gradient to an

accel-erator position of 0% (driver takes foot off accelaccel-erator normally

or quickly), the vehicle goes into overrun mode

Deactivating the coasting mode

Coasting mode is deactivated if one of the following controls is operated:

• The accelerator pedal

• The brake pedal

• The Tip– shift paddleCoasting mode is also cancelled if one of the operating conditions listed above ceases to be satisfied

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Tip - Tip +

Performance

last mode drive select

last mode

dry

Performance button

Performance button adjusting ring

Audi drive select button/MMI turn-and-press knobTerminal 15 changeover

Key:

Audi drive select – gearbox setups

The Audi R8 (Type 4S) is equipped with Audi drive select That

means that, depending on the vehicle equipment, the driver can

experience the performance capabilities and dynamic handling

characteristics of different vehicle systems

In addition to the familiar Audi drive select modes –

comfort, auto, dynamic and individual – the Audi R8 (Type 4S) has

a performance mode Within performance mode itself there are

3 sub-modes – snow, wet and dry Those setups allow the handling

systems to be better adapted to the road surface conditions, i.e

the friction between the tyres and the road surface The

Audi drive select handling system utilises the electronic stability

control (ESC) system in performance mode

Basic information about Audi drive select on the Audi R8 (TYpe 4S)

can be found in SSP 641 starting on page 112 This section

explains how the transmission control system reacts to the various

Audi drive select modes

The comfort, auto and dynamic modescomfort and auto modes are identical as regards the gearbox

setup The shift points and the gear shifts are comfort-orientated

In dynamic mode the sport program S is selected in the gearbox

In the sport program the shift points are at higher engine speeds and shift times are reduced This makes for better power delivery and more noticeable gear shifts

The overview on page 19 shows the effects of the various Audi drive select modes on the gearbox setup

distinctly perceptible Performance mode can only be activated and operated using the Performance button the steering wheel The Performance button allows the driver to activate or deactivate performance mode directly and in any Audi drive select mode

Performance mode

Performance mode is standard on the V10 plus and optional on the

V10 In performance mode, the gearbox setup is super sporty That

means that the gearbox works to maximise power delivery from

the engine; comfort plays a secondary role Gear shifts are

per-formed at very high engine speeds, gear changes are very fast and

Please note that the stabilisation functions of the ESC and traction control systems

are limited when performance mode is activated

You should only activate performance mode if you have the necessary driving skills and the traffic conditions permit Danger

of skidding!

information

The following applies to vehicles for the North America region and all other countries from model year '17 on:

If performance mode is selected, gearbox control unit 1 switches to tiptronic mode MS+ and automatic mode is not available.

and driveaway speed

Launch control program No No Yes – with forced up-shift to M and

with the most high-performance shift sequence and fastest gear changesBlipping the throttle during

downshift

Return to automatic mode

after actuating the

tiptronic shift paddles

Key to shift sequences/shift times:

Overview of gearbox setups available with Audi drive select

Performance button

The Performance button is a touch switch with an

adjusting ring The adjusting ring is used to select

the snow, wet and dry modes Those modes have

no effect on the setup of the gearbox, however

A Comfort-orientated overlapping gear shift with engine torque intervention5)

B Shift-time-orientated overlapping gear shift with maximum engine torque intervention

C Fast overlapping gear shift with maximum engine torque intervention – specially adapted for tiptronic operation

D Fastest possible overlapping gear shift with maximum engine torque intervention and utilisation of engine inertial torque during shifts

up-1) The transmission setting is determined by the selector lever setting (D, S, or M) in combination with the choice of Audi drive select mode

M means: tiptronic Manual shift program, MS means: tiptronic Manual Sport shift program , MS+ means: Manual Sport Plus shift

program

2) The operating conditions for the coasting function can be found on page 17 If selective cylinder shut-down is active, the coasting function

is blocked

3) In tiptronic mode (M) the coasting function can be activated by means of the Tip+ shift paddle.

4) The operating conditions for selective cylinder shut-down can be found in SSP 641 on page 36 If selective cylinder shut-down is active, the coasting function is blocked

5) More information about "overlapping gear shifting with engine torque intervention" can be found in Self-Study Programmes 283 and 386

643_027

Audi drive select button Performance button with

adjusting ring for selecting the

snow, wet and dry modes

Audi drive select

modes Gearbox setups

and functions

643_034

Parking lock emergency release mechanism

Connections for auxiliary ATF cooler with

thermostat for oil temperature regulation

– Only on Type 42

ATF cooler

ATF pressure filter with heat shield

Parking lock module

Gearbox nameplate Part number/serial number

The illustrations show the 0BZ gearbox in the Audi R8 (Type 42).

Service 7-speed dual clutch gearbox 0BZ

Development/production Audi AG Ingolstadt/VW plant Kassel

Gearbox type Full synchromesh 3-shaft sliding-collar variable-speed gearbox with 7 forward gears and one

reverse gear, electro-hydraulically operated gearbox for mid-engine concept, with differential lock

in the rear final drive and PTO shaft for direct power transmission to the front final driveDual clutch Two wet-type multi-plate clutches in an in-line configuration, electro-hydraulically operated and

oil-cooledControl system Mechatronic unit plus 2 additional electro-hydraulic modules (parking lock module and auxiliary

hydraulics module) – shift-by-wire actuation with electro-hydraulically operated parking lock (park

by wire), 2-control-unit concept for park-by-wire technology and separate clutch cooling for clutches K1 and K2 Automatic mode with various shift programs and tiptronic program for manual gear-shifting

Ratio configuration • 6+E configuration on the V10 developing 397 kW (the 7th gear is a high ratio designed for fuel

economy)

• 7 speed configuration on V10 plus developing 449 kW

Overview and features

Gearbox vent

Gearbox assemblies

643_035

Gearcase

The gearbox housing essentially consists of 3 aluminium sections

in which nearly all the oil channels are integrated The cover for the

clutch, the final drive and the mechatronic unit is also made of

Gearbox code/date of

manufacture

ATF cooler

Electrical connection of parking lock module T16a

Electrical connection of mechatronic unit T16c

Front final drive input shaft

The input shaft is also referred to as

the PTO shaft PTO stands for "power

take-off".

Dog – gearbox input shaft – Connection to engine via dual- mass flywheel

Starter

Mechatronic module J743

Electrical connection of iliary hydraulic module T16b

aux-Shaft for parking lock emergency release

Gearbox vent

aluminium The cover for the parking lock and the oil pan with integrated suction filter are made of high-grade polymer

A Electrical connection of parking lock module T16a

B Electrical connection of auxiliary hydraulic module T16b

The 0BZ gearbox was developed specially for the new MSS

plat-form1) That platform requires a gearbox with a short installed

length It also demands compact installation space requirements

in order to be within the baseline limit X.

Those requirements were essentially achieved by means of the

following design features:

• Compact dual clutch with directly adjacent clutches

• Positioning of mechatronic unit on side of gearbox

• 3-shaft gear-set configuration

• Appropriate positioning of the rear final drive and the PTO shaft

for the front final drive

With a fitted length of less than 600 mm, the 0BZ gearbox is more than 150 mm shorter than the R tronic

Together with the engine's dry-sump lubrication system, it achieves sufficient ground clearance at the same time as providing

a low centre of gravity for the vehicle while keeping within the baseline limit

The 0BZ 7-speed dual clutch gearbox is thus made to measure for the new MSS platform1) with mid-engine configuration and quattro drive That platform is the basis for the Audi R8 (Type 4S) and the Lamborghini Huracán

1) MSS = Modular Super Sports-car

A

C

B

C Electrical connector T16c for mechatronic unit J743

X Installation space requirement from axis of gearbox input shaft (= crankshaft axis) to bottom of gearbox

The illustration shows the 0BZ gearbox in the Audi R8 (Type 42).

Differences on the 0BZ gearbox between the Type 4S and Type 42

The illustration shows the 0BZ gearbox in the Audi R8 (Type 4S).

Different transmission ratios for the PRO shaft for

the front final drive 0D4

• Basic transmission ratio on V10: 28 : 23

• Dynamic transmission ratio on V10 Plus: 28 : 21

ATF drain and inspection plug with bayonet fixing (not to be introduced at market launch)

Gearbox control unit 1 – J743 is integrated

in the immobilizer New software functions Refer to pages 17 and 71.

Differential lock with modified locking characteristics for front

tempera-Parking lock emergency

release operated from vehicle

interior by mechanical cable

1) The installed height of the ATF cooler on the Audi R8 (Type 4S) is lower than on the Type 42 The overall cooling concept on the Audi R8 (Type 4S) has been redesigned and substantially improved so that no additional ATF cooler (air/oil heat exchanger) is required by either engine variant

643_036

Electro-hydraulic parking lock

• Parking lock module

Final drive with differential lock

• The locking characteristics have been adapted to

the different quattro drive concepts (Type 42/

Type 4S).

• For more detailed information on the differential

lock refer to SSP 613.

Dual clutch

643_038

Auxiliary hydraulic module

• ATF pump

• Electro-hydraulic control unit

Electrical connection for

auxiliary hydraulic module

Electrical connection for auxiliary hydraulic module

Electro-hydraulic gearbox control module

• Mechatronic module

• Gearbox control unit 1

Electrical connection of mechatronic unit

Gear set and gear actuator

• Hydraulically operated selector plates

Electronic gearbox control module

• Gearbox control unit 2 Parking lock gear

Gearbox cross-section – gear set/gear train configuration

A dual clutch gearbox essentially consists of 2 gear train subsets

and the two associated clutches, K1 and K2 Gear train subset 1

carries the uneven gears 1-3-5-7, and gear train subset 2 the even

gears 2-4-6 and reverse gear

In operation, only one gear train subset is transmitting power at a

time, while on the other gear train subset in each case the next

gear required is pre-engaged If, for example, the vehicle is

accel-erating in 3rd gear, the next gear required is 4th gear on gear train

subset 2

Gear changes are performed by switching power transmission from

one clutch to the other in each case In the above example –

chang-ing from 3rd to 4th gear – clutch K2 is engaged while clutch K1 is

simultaneously disengaged

That process is referred to clutch overlap or overlap gear shifting

The entire sequence takes place at lightning speed in only a few

hundredths of a second

Thus the dual clutch gearbox enables fast gear shifting virtually

without interrupting power transmission

Differential gear with differential lock

Spur gear for driving ATF pump

Crankshaft

Dual-mass flywheel for isolating

rotational vibration

Front final drive input shaft

• The final drive input shaft is also referred to

as the PTO shaft PTO stands for "power

take-off".

Different output shaft transmission ratios on Type 4S

• Basic transmission ratio on V10: 28 : 23

• Dynamic transmission ratio on V10 Plus: 28 : 21

Rear axle final drive

The rear final drive uses bevel gears without hypoid offset That

means that the sliding forces between the meshing teeth are

smaller than with bevel gears with hypoid offset

This design enables the use of a common oil system using

low-viscosity ATF for all functional transmission sub-assemblies

The differential has a differential lock using a design carried over

from the R tronic More detailed information on the differential

lock can be found in SSP 613 The locking characteristics have

been adapted to suit the all-wheel drive concept concerned (on

the Type 42/Type 4S)

643_039

Output shaft 1 Pinion shaft

Output shaft 2 Input shaft 1

Input shaft 2

2

1 5

R

C2 C1

Dual clutch

The dual clutch is the central functional component of the dual

clutch gearbox It transmits the torque to the relevant gear train

subset

Design features

The dual clutch consists of 2 wet-type multi-plate clutches, K1 and

K2 The two clutches are mounted in line with each other and have

the same dimensions and the same number of plates as one

another

Power transmission path in the dual clutch

The engine torque is transmitted from the dual-mass flywheel via

the dog clutch to the coupling housing and from there to the

clutch housing cover The clutch cover positively interlocks with the

clutch hub The clutch hub, in turn, is connected to the inner plate

carriers of the two clutches Clutch K1 transmits the torque to its

outer plate carrier, which in turn positively interlocks with input

shaft 1 Clutch K2 transmits the torque to input shaft 2

643_040

Input shaft 1 Driving device Input shaft 2

Clutch carrier

Clutch hub – inner plate carrier Clutch housing cover

Clutch housing Reluctor for engine speed sensor

Piston K2

Piston K1

Dual mass flywheel Driving device Clutch cover Clutch housing cover

Clutch carrier

Dowel sleeve ATF pump drive

Sections through fixed components – gearbox housing

Power transmission path from dog clutch to clutch

Dual clutch oil system

Clutch cooling

The oil entire oil system for the dual clutch is supplied via the

clutch carrier by means of what is referred to as a rotational feed

system

The dual clutch is mounted on the clutch carrier by 2 needle roller

bearings See Figure 643_041 on page 29 The clutches are

sup-plied with the control pressure (clutch pressure), cooling oil and

centrifugal oil for dynamic pressure equalisation via 4 oil channels

Five Torlon rings form the rotary seals for the 4 oil channels

In order to counterbalance the effect of dynamic pressure build-up

with increasing rotational speed, each of the clutches has a

pres-sure equalisation chamber (centrifugal oil chamber)

Each of the two clutches has a separate and demand-based cooling

and lubrication oil supply (clutch cooling system) For that

purpose, the centrifugal oil temperature of each clutch is detected

by a separate temperature sensor (G658/G659) the readings of

which are referred to for controlling the cooling system

refer to page 75

The supply of oil for cooling and lubricating the clutches is

pro-vided via the centrifugal oil chamber in each case and also supplies

the centrifugal oil chamber with oil

A special feature of the clutch cooling system on the 0BZ gearbox

is that the cooling oil supply for clutch K1 is provided by the

mechatronic unit and the cooling oil supply for clutch K2 is

pro-vided by the auxiliary hydraulic module

The clutch cooling system for clutch K2 is controlled by cooling oil

valve 2 N448, which in turn is controlled by gearbox control unit 2

J1006

Clutch cooling system for clutch K1

Gearbox control unit 1 registers the centrifugal oil temperature of

clutch K1 by means of the temperature sensor G658 and calculates

the control current for cooling oil valve 1 N447

Clutch cooling system for clutch K2

Gearbox control unit 2 registers the centrifugal oil temperature of

clutch K2 by means of temperature sensor G659 and sends the

reading to gearbox control unit 1 as a CAN message Gearbox

control unit 1 calculates the required control current for cooling oil

valve 2 N448 and sends the information back to gearbox control

unit 2 Gearbox control unit 2 then applies that specified setting to

N448

See also the following sections: hydraulic circuit diagram,

sche-matic diagram and description of solenoid valves

The following functions are associated with the dual clutch:

Mechatronic unit for dual clutch gearbox J743

Clutch pressure, clutch K1 Clutch pressure, clutch K2

Clutch cooling valve 2 N448

Clutch cooling oil/centrifugal oil, clutch K1

Clutch monitoring

The clutch pressure of the two clutches is permanently monitored

by gearbox control unit 1 – J743 If the pressure deviates from the specified clutch pressure, the clutch concerned is de-pressurised by means of a safety cut-out Refer to page 66

The clutch temperature of the two clutches is constantly tored by the two gearbox control units J743 and J1006

moni-As already mentioned, the two temperature sensors, G658 and G659, are referred to for calculating the clutch temperature and controlling clutch cooling in each case

If a centrifugal oil temperature of around 170 °C is exceeded, the

instrument cluster displays the warning "Gearbox too hot Please

adjust driving style." and a corresponding entry is registered in the

event memory Refer to page 75

Clutch piston, clutch K2 Pressure chamber K1

Pressure chamber K1

Clutch pressure oil channel, clutch K1

Cooling oil/centrifugal oil channel, clutch K1

Clutch pressure oil channel, clutch K2

Cooling oil/centrifugal oil channel, clutch K2

Key:

Torlon ring

Special features

The gear set of the 0BZ gearbox has the following special features:

• Reverse gear is implemented without a separate reverse drive

gear or reverse shaft

• The parking lock gear is combined with the sliding collar of gear set R/4 in a single unit

• There is a separate output shaft for driving the front wheels

Figure 643_045 opposite shows how the two output shafts 1 and 2,

the pinion shaft and the PTO shaft for the front final drive are

permanently positively engaged

Sliding collar R/4 with parking lock gear

Front final drive input shaft

• The final drive input shaft is also referred to

as the PTO shaft PTO stands for "power

take-off".

Gear train and gear set

Different output shaft transmission ratios on Type 4S

• Basic transmission ratio on V10: 28 : 23

• Dynamic transmission ratio on V10 Plus: 28 : 21

The parking lock gear is located on the sliding collar of gear set

R/4 The sliding collar, the synchromesh hub and output shaft 1

are locked together rotationally When the parking lock is engaged,

output shaft 1 is locked

The reversal of rotation direction for reverse gear is achieved by means of the synchroniser gear for 2nd gear The synchroniser gears for 2nd and reverse gears are permanently engaged In reverse gear, the torque is transmitted from input shaft 2 via the idling synchroniser gear for 2nd gear to the synchroniser gear for reverse gear The direction of rotation of output shaft 1 is thus opposite to what it is in the forward gears

Gear shifting and gear-shift actuators

Gear changing is performed by means of 4 hydraulically operated

selector forks referred to as gear-shift actuators

Each gear-shift actuator consists of a selector fork with a selector

plate at each end of which is a single-action hydraulic cylinder On

the selector plate there is also a bracket holding sensor magnets

and a catch

Pressure is applied to the hydraulic cylinders so that they move the

selector forks to the left or right (gear engaged), depending on the

gear to be selected, or to the centre position (neutral position)

Once the gear/neutral position is engaged, the hydraulic cylinders

are de-pressurised The gears are kept engaged by the undercut of

the dog teeth and the catches on the selector plates In neutral

position, the selector plates are held in the centre position by the

catches The sliding collars also have a catch for the neutral

posi-tion

When the vehicle is stationary, 1st gear is always engaged on gear

train subset 1 On gear train subset 2, 2nd or reverse gear may be

engaged depending on the immediately preceding driving scenario

If the vehicle is braked to a standstill having been travelling

for-wards, 2nd gear remains engaged Reverse gear is not engaged

until transmission setting R is selected or if the engine is switched

on again after being switched off and transmission setting D or R is

selected If, for example, the engine is switched off immediately

after reversing, reverse gear remains engaged likewise

643_046

Selector plate catch

Selector fork 1, gear-shift actuator A,

Gear shift monitoring

For the gearbox to function perfectly, the exact positions of the selector forks must always be known to the gearbox control unit.Four travel sensors determine with the aid of sensor magnets attached to the selector rods determine the positions of the relevant gear-shift actuators/selector forks Refer to page 74

643_047

643_102

Sensor magnet for travel sensor G490 1)

for gear-shift actuator D for gears R/4

Selector fork 3/gear-shift actuator C, gears 3/7

Sensor magnet for travel sensor G488 1)

for gear-shift actuator B for gears 2/6

Sensor magnet for travel sensor G489 1)

for gear-shift actuator C for gears 3/7

Sensor magnet for travel sensor G487 1)

for gear-shift actuator A for gears 5/1

Selector fork 2/gear-shift actuator B, gears 2/6

In the event of malfunctions or invalid shift positions, the gear train subset concerned is hydraulically disabled by means of the safety cut-out Refer to page 66

Due to manufacturing tolerances, the limit positions and nisation points of each gear have to be learned by gearbox control unit 1 – J743

synchro-Appropriate functions are provided on the vehicle diagnostic tester for doing so

The measurements taken – actual positions of gear-shift actuator A (B/C/D) – show the gear-shift travel in millimetres Refer to page 74.

3rd/4th/5th/6th gear engaged

Neutral position 1st/2nd/7th/Reverse

gear engaged

Travel of gear-shift actuator

1) See also page 75

Power transmission path in gearbox

Output shaft 2

Gearbox unit 1

Gearbox unit 2

Output shaft 2

2

5 4

4 C2 C1

6

Parking lock – mechanical function

As there is never any drive engaged when the engine is not running

(both clutches K1 and K2 are disengaged), the 0BZ gearbox

requires a parking lock, as is usual with automatic transmissions

The parking lock mechanism is the same as the already familiar

mechanism with parking lock gear and a locking pawl that is

actuated by spring-loaded, tapered sliding sleeve

A special feature on the 0BZ gearbox is that the parking lock gear

is not located on the gearbox output shaft, as is normally the case,

but instead is integrated in sliding collar R/4 See page 33

Engaging the parking lock – P-ON

The parking lock is engaged by the force of the parking lock spring The parking lock spring forces the parking lock piston together with arrester element and tapered sliding sleeve between the bracing plate and the locking pawl As a result, the locking pawl is pressed against the parking lock gear The claw engages in the teeth of the parking lock gear and locks it in position

Resetting spring

643_079

Hydraulic pressure acts on parking lock piston

Disengaging the parking lock – P-OFF

The parking lock is disengaged by the hydraulic force of the parking

lock piston The parking lock piston pulls the tapered sliding sleeve

back against the force of the parking lock spring The return spring

forces the locking pawl out of engagement with the gear teeth and

holds it in that position

Locking element with shoulder and holder for sensor magnet