Tài Liệu Đào Tạo Adui A8

Engines 3.0l TFSI engine CZSE 250 kW 3.0l TDI engine DDVC 210 kWplanetary gear set Longitudinal mounting Number of gears Drive system all-wheel drive with integrated transfer case/centr

Audi A8 (type 4N)

Self Study Programme 662

For internal use only.

Learning objectives of this self study programme:

This self study programme describes the design and function of

the Audi A8 (type 4N) Once you have completed this self study

programme you will be able to answer questions on the following

topics:

> Engines available at launch

> 48 volt electrical system

> New suspension features

> New power transmission features

> New features of the assistance systems

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Launched in 1994, the Audi A8 was the world's first large-volume

production car with a self-supporting aluminium body Since then,

Audi has built around a million cars with the Audi Space Frame

(ASF) body Its successor, the A8 (type 4N), continues this

tradi-tion The design of the new A8 perfectly embodies the

fundamen-tal qualities for which Audi is renowned – sports appeal,

light-weight construction and quattro all-wheel drive Stylistically, the

Audi A8 marks the beginning of a new design era for the entire

brand The front end with its wide, upright Singleframe grille and

the fluid, muscular body symbolise sporty elegance, sophistication

and progressiveness The defining design feature of the new

Audi A8 is spacious luxury; the cabin of the Audi A8 resembles a

spacious lounge with generous proportions

In comparison with the predecessor model, both body variants are noticeably longer The interior of the luxury saloon is deliberately minimalist, with a clearly defined and strictly horizontal architec-ture Audi carries its high quality standards into the digital age with a radically new operating concept The driver controls the infotainment system with fingertip control on the large display The driver can use a second touchscreen display on the centre tunnel console to access the air conditioning and comfort func-tions as well as making text inputs The MHEV (mild hybrid elec-tric vehicle) technology of Audi is based on the newly developed

48 volt electrical system – it supplies the 12 volt system, which in this case becomes the electrical subsystem

Note

The self study programme 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

Introduction

Presentation _ 4Dimensions 6

Body

Introduction _ 8Attachments 12Interior equipment 14Roof variants _19

Engines

Petrol engine - diesel engine 20Engine/gearbox combinations 21Fuel tank 22SCR system (selective catalytic reduction) 24Exhaust system for the 3.0l TFSI engine 26Exhaust system for the 3.0l TFSI engine 27

Power transmission

Overview 30Automatic gearbox selector mechanism 32Parking lock emergency release 338-speed automatic gearbox 0D5 _34Functions influencing the gearbox and sport differential _41

Suspension

Overview 44Axles and wheel alignment _45Adaptive air suspension (aas) _46Steering system 47Suspension 48Wheels and tyres _49

Electrics and electronics

Installation locations of the control units _51

Infotainment and Audi connect

Overview of versions _ 102

Inspection and maintenance

Overview 104Special tools and workshop equipment 106

Appendix

Self study programmes 107

Contents

The Audi A8 (type 4N) is the first Audi to come as

standard with an electrified driveline For this

purpose, the engines are equipped with a

mild-hybrid system.

SuspensionThe front and rear axles have a precision five-link construction (dynamic all- wheel-drive steering is optional) A sport differential is available as an option for even more dynamic handling The adaptive air suspension has hydrauli- cally controlled dampers which are adjustable to 4 height levels

A fully active Audi A1 active suspension is optional It controls each wheel separately and allows a wide spread between comfort and sportiness.

Displays and operation

A new operating and display concept incorporating

MMI touch response technology with 2

touch-screens, a switch panel (optional) and an

illumi-nated button module with tactile and audible

free-back, intelligent handwriting entry with

whole-word and multifinger recognition.

An Audi virtual cockpit with full HD resolution and

optional head-up display.

Driver assistance systems

For the first time, a central driver assistance

control unit (zFAS) utilises the data generated by

the sensors to comprehensively map the area

around the vehicle This map is updated

continu-ously and used by a number of assistance

func-tions For example, adaptive cruise assist is a new

driver assistance system, which is offered for the

first time in the Audi A8 (type 4N) as optional

equipment It combines three formerly

independ-ent systems - adaptive cruise control, Audi active

lane assist with "early" corrective steering point

and traffic jam assist - in a single driver assist

system Intersection assist helps the driver in

situ-ations in which cross traffic ahead of the vehicle

can only be seen late due to impaired visibility.

Audi has reneegineered the 4th generation A8 (type 4N) from the

ground up Thanks to a trendsetting design, state-of-the-art

suspension solutions, touchscreen operating concept and

superla-tive comfort, the luxury saloon demonstrates Vorsprung durch Technik right across the board Below you will find summarised the key features of the Audi A8

Introduction

Electrical systemThe MHEV technology of Audi is based on the newly developed 48 volt elec- trical system – it supplies the 12 volt electrical system, which in this case is the electrical subsystem The 48-volt electrical system is powered by a belt alternator starter (BAS) which is connected to the engine belt drive A lith- ium-ion battery, which is positioned safely under the luggage compartment floor, serves as an energy storage device.

Power transmission

8-speed automatic gearbox 0D5 has been redesigned and improved for the

Audi A8 The use of an auxiliary hydraulic pump allows the internal

combus-tion to be shut off under coasting in certain situacombus-tions This saves fuel.

The rear final drive 0G2 is used on the rear axle.

The "quattro with sport differential" drive system with sport differential 0D3

is optional.

Air conditioning

A further, new refrigerant is used in the Audi A8 (type 4N): carbon dioxide It

has the chemical formula CO2 and is also known as R744 It contains neither

fluorine nor chlorine and is produced in a series of natural processes without

depleting the earth's ozone layer.

BodyThe body of the Audi A8 (type 4N) follows the Audi Space Frame (ASF) princi- ple It is assembled from aluminium parts – the classic composite of cast nodal joints, extruded profiles and sheet metal The occupant cell is made from hot-formed steel components, complemented by an ultra-high- strength, torsionally rigid rear bulkhead made from carbon-fibre composite (CFC) A magnesium dome strut completes the lightweight construction concept.

1644 1945

1185 2998

5172 989

1633 2130 1049

983 1048

1)

1185 3128

5302 989

995

1051 1)

2) Elbow room width

3) Shoulder room width

4) Optional

The values given in brackets apply to standard wheelbase models

All dimensions are given in millimetres and refer to the unladen weight of the vehicle

Exterior dimensions and weights

Inner dimensions and other specifications

Luggage compartment capacity

The new Audi A8 (type 4N) is based on an advanced ASF body

structure which, for the first time, is composed of different

materi-als With a mix of aluminium, steel, magnesium and carbon fibre

reinforced polymer (CFRP), the load-bearing structure combines

four different lightweight materials However, the largest

propor-tion (58%) is represented by aluminium components which, as cast

nodal plates, extruded sections and sheet metal panels, are the

characterisic elements of an ASF construction system

Ultra-high-strength steel (hot-stamped)

Carbon fibre reinforced polymer (CFRP)

Body

Connection system

The following connection systems are used when assembling the

multi-material body:

(Information refers to the Audi A8 body structure with the

stand-ard wheelbase without attachments)

> Resistance spot welds on steel (1802 pcs.)

> Resistance spot welds on aluminium (20 pics.)

> MAG welds (total seam length: approx 970 mm)

> Laser welds on aluminium (total seam length:

approx. 4755 mm)

> MIG welds (total seam length: approx 5552 mm)

> Friction element welds (242 pcs.)

> Seaming (total seam length: approx 15243 mm)

> Bonding (total seam length: approx 112014 mm)

The occupant cell, also called the safety cell, is made of aluminium

and conventional hot-formed steel The occupant cell comprises

the lower area of the end wall, the side sills, the B posts and the

front area of the roof arch Some of these sheet metal blanks are

produced with different thicknesses using tailored technologies and are also partially tempered if necessary This reduces the weight and increases the strength especially in extremely safety-critical areas

Safety cell

The B posts are adapted specially to the areas of body rigidity and

crash requirements, and are produced using tailor rolled blank

technology These are flexibly rolled blanks, where variations in

sheet-metal thickness are produced by controlled opening and

closing of the gap between the rollers These variations in

sheet-metal thickness not only save weight, but also create defined

crumple zones which provide protection in the event side-on

impact The sheet metal thicknesses vary between 1.5 mm and

2.0 mm

Partial tempering: The individual zones of the B post are cooled in the mould at different rates during hot working, giving them different strength characteristics In a side-on impact the bottom section of the B post deforms in order to absorb energy On the other hand, less deformation takes place in the upper section of the B post (at head height)

An ultra high strength, torsion-resistant rear bulkhead made of

carbon fibre is the largest component of the occupant cell in the

new Audi A8 (type 4N) and accounts for 33 per cent of the

tor-sional rigidity of the overall vehicle In order to fully absorb the

loads in the longitudinal or transverse direction and shear forces,

6 to 19 fibre layers are placed on top of one another for load

optimisation These individual fibre layers are composed of

50-mm-wide bands which can be positioned individually at any

fibre angle and with a minimum fibre cut to create a finished layer

package

The carbon fibre rear bulkhead, which contains all fittings such as the loudspeakers, the rear louvre, the 3-point belts and the centre armrest, is inserted into the body through the rear window cutout during final assembly by means of a handling device and is con-nected to the body structure using two-component strength adhesive and rivets The two-component strength adhesive pre-vents contact corrosion while a connection is created with the adjacent body components in conjunction with the manually affixed rivets

In the new Audi A8 (type 4N) roll hemming is used all around for

the entire front and rear door sills Passengers can therefore enter

and leave the vehicles more easily and the driver's field of vision in

the safety-related area of the A post can be enlarged

Improve-ments of up to 36 millimetres are therefore attained compared

with the predecessor model

Roll hemming is complemented by grip punch riveting, which fixes the side wall frame in its position, and supported by the all-round structural bonding Only by developing and adapting these joining technologies is it possible to use the material concept in the A8 (type 4N) and combine the aluminium side wall frame with the hot-worked, ultra high strength sheet steel on the B post, roof arch and sill with the narrow flanges

Carbon fibre rear bulkhead

Roll hemming

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Grip punch rivet

Roll hemming

B post

Load application direction

Fully electric door lock

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Another new feature of the A8 (type 4N) is the actuation of the

door locks A so-called e-lock is used in which the opening signal is

transmitted electrically from the door inner handle or door outer

handle to the door control unit via a microswitch The door control

unit in turn controls an electric motor which releases the rotary

latch, with the result that the lock opens The microswitch for the door outer handle is located in the support arm It moves after a few millimetres pressure on the door outer handle, the door control unit triggers the electric motor in the e-lock and the door can be opened with very little energy

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Emergency release mechanism

In order to still be able to open the doors if, for example, the

microswitch or the servo motor fails, 2 Bowden cables – 1 from the

interior door handle and 1 from the outer door handle – to the

door lock are available as before and form a mechanical connection

as a fallback level However, in order to be able to open the door

mechanically, the interior door handle must be pulled far beyond

the normal angle The door can only be opened using the outer

door handle after the locking cylinder or the interior door handle,

for example, was first actuated The outer door handle can then be

pulled further than during normal actuation and with more energy

Door handle, support arm and door lock in the rest state.

Normal exterior door operation via the microswitch.

Interior door operation via a Bowden cable Exterior door operation via a Bowden cable

Exterior door handle switch driver side F546

front pass side F547 rear driver side F548 rear pass side F549

Attachments

Door opening via the microswitch

The microswitch for opening the door is located in the interior door handle In this case, too, a brief pull on the interior door handle is

In certain situations, e.g when a vehicle is detected within the danger zone by the exit warning system, the e-lock can also delay

Power latching

The Audi A8 (type 4N) can also again be fitted with an electric power latching system for the doors as an optional extra The drives units here are new - motors for the power latching systems V302, V303, V541 und V542, each of which no longer winds up

the opening of the door to be in a position to give both visual and tactile warnings for a very short period of time

and unwinds the Bowden cable for the power latching system, but exerts pull via an integrated linear drive and thereby moves the rotary latch in the door lock to the end position

Normal exterior door operation via the microswitch.

Interior door handle in the rest state

Interior door handle switch Driver side F550

Front pass side F551 Rear driver side F552 Rear pass side F553

Exterior door handle switch

driver side F546

front pass side F547

rear driver side F548

rear pass side F549

Interior equipment

Dash panel

A new operating concept not only in the MMI, but also, for

example, when actuating the light switch or the air vents of the air

conditioning systems also produced an entirely new design

lan-guage in the interior of the Audi A8 (type 4N) Elegantly paired

with Audi's well-known quality, innovative solutions combined with

a new yet timeless design also create a completely new layout The

upper trims for the dash panel are available as desired with wood

veneer or piano lacquer and form the wrap-around – the large arc

which runs above the door trim panels as far as the rear This area

contains the air vents which are covered by these trims in the rest

state When air from the automatic air conditioning system flows

directly into the interior, the shutters glide away upwards

electri-cally while the air outlets move back a few centimetres,

i.e. towards the driver and the front passenger

Design

Situated to the right and left of the central 10.1" touchscreen and

around the light switch, covers with the same black panel

appear-ance as the display itself create an uninterupted area The

transi-tion between this level and the level of the air vents is in turn

covered on the right and left by a trim strip This modular design must always be considered when performing dismantling work in the area of the dash panel In this case please always refer to the instructions in the service literature

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Dash panel vent

Upper trim for dash panel

10.1" touchscreen, display unit for front information display and operating unit control unit

J685

Trim strip

Cover in black panel design

Cover in black panel design Trim strip

Upper trim for dash panel Dash panel vent

Front centre console:

The black panel appearance of the dash panel is continued to the

centre console The transition is made through a second, 8.6"

touchscreen with an operator control module at the bottom

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Design

Thanks to the new design of the centre consoles at the front and

back, their layout has also been revised The modular design and

therefore the latest repair instructions in ELSA must also be

observed during dismantling and assembly work The illustrations

published here show optional equipment or special features according to the specific country and may therefore also differ from equipment on your market

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8.6" touchscreen, display

unit 2 for front information

display and operating unit

inte-Rear centre console

Both Audi A8 body variants – with standard wheelbase and long

wheelbase - are equipped as standard with a 3-seat system at the

front, if required with a load-through hatch or a refrigerator box

In the Audi A8 L there is also an individual seat system, then

without a non-folding centre armrest in the rear backrest, but with

a long, continuous centre console It contains an armrest, large

storage compartments and, if required, folding tables, a 230 Volt

socket, a drinks holder, the Audi phone box, an SIM and SD card

reader and USB connections Irrespective of whether the long,

continuous centre console or the folding centre armrest is fitted in

the rear backrest, the Audi A8 (type 4N) can be ideally equipped

with the Rear Seat Remote operating concept for passengers

sitting in the back The Rear Seat Remote unit with its 5.7" OLED

display is roughly as big as a smartphone and is housed in the

centre armrest where it can be removed The Rear Seat Remote

unit can be used to set convenience and infotainment functions in

the rear, e.g seat positions, interior lights, louvres or the air

conditioning system for the rear Another option are heated

arm-rests in the centre armarm-rests at the front and rear, and in the doors

Mounting and charging cradle

for Smart Remote Control

The seats in the Audi A8 (type 4N) have also been redesigned from

scratch The front seats are up to 4 kg lighter than in the

predeces-Front seats

The front seats are available in several designs The top version is

the comfort individual contour seat In addition to pneumatic seat

and backrest bolster adjustment, it also features as an option

heating and ventilation, each separately controllable in 3 stages

The optional massage functions has also been extended

Every backrest contains 16 small bubble-shaped air pockets,

3 above each other They massage the entire back For this purpose, there is a choice of 7 programmes and 3 levels of inten-sity A small compressor for each seat delivers up to 0.5 bar pres-sure

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sor model, and glass fibre reinforced plastic (GFRP) is used in the rear seats

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Standard seat Individual contour seat

Compressor for multi-contour seat

in driver seat V439

Air cushion for lumbar support

Massage mat

Valve block 2

in driver seat

N476

Reclining seat

The first-class solution in the Audi A8 (type 4N) is the rear right

reclining seat Its user can move it to a reclined position and place

his/her feet on an electrically folding area on the backrest of the

special passenger seat If required, the feet are warmed and

massaged there in several stages 3 intensities, 2 programmes and

3 foot sizes are available for this purpose The entire foot reflex

zones are also stimulated The rear passengers can lean their head

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Rear seat

With the rear 3-seat system, the outer seats can be heated as an

option The longitudinal position and the seat and backrest angle

can also be adjusted electrically The lumbar support can then be

adjusted pneumatically If desired, a massage function is also

available here with 18 triple air pockets per seat The individual seat system in the Audi A8 L also features the same adjustment options as those in the rear 3-seat system

Roof variants

Standard wheelbase

Depending on body type, there are 2 optional versions of the

panoramic glass sunroof The A8 with a standard wheelbase has a

single-piece glass roof with 2 drain hoses at the rear These drain

hoses will prevent ice from forming on the roof during low peratures, which in turn could produce noise

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Long wheelbase

The Audi A8 L (type 4N) with a long wheelbease is fitted with a

two-piece glass roof The front glass panel is movable while the

rear glass panel is fixed Since drainage in this version is possible

via the front windscreen and rear window, no drain hoses are fitted here In both versions a glass cover is securely mounted in front of the moveable panel

Petrol engine - diesel engine

Torque/power curve of 3.0l TFSI engine EA839

Engine with code CZSE

Power output in kW

Torque in Nm

Turbocharging Exhaust turbocharger with wastegate Monoturbo charger with VTG and

E-posi-tioner

Lambda/knock control Adaptive lambda control, adaptive knock

control

Exhaust gas treatment 2 close-coupled ceramic catalytic

con-vertersOxygen sensor before and after catalytic converter

NOx storage catalyst with SCR-coated diesel particulate filter

Torque/power curve of 3.0l TDI engine EA897evo2 Engine with code DDVC

Power output in kW Torque in Nm

Engines 3.0l TFSI engine (CZSE) 250 kW 3.0l TDI engine (DDVC) 210 kW

planetary gear set

Longitudinal mounting Number of gears Drive system (all-wheel

drive with integrated transfer case/centre dif- ferential)

Development number (indicating torque capacity, generation and position of front final drive)

AL552-8Q

Key to new manufacturer code designation

e.g.: 8-speed automatic gearbox

rear Crown wheel diameter in mm 1st generation

2nd generation 3rd generation

Manufacturer code:

M = Magna powertrain

Z = ZF Friedrichshafen AG

S = Standard (unlocked differential)

T = Torque Vectoring (sport differential)

HL195.S3 Me.g.: Rear axle drive

1) Production number GH1: Real axle differential basis (unlocked differential)

2) Production number GH2: Rear axle differential torque vectoring

Longitudinal

mounting

Fuel tank

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Filler neck

Roll-over vent valve

Metering pump for auxiliary heater

Filler neck for

SCR tank/AdBlue®

Vent line

Baffle

TFSI filler neck

The fuel tank is made of plastic and is fitted in filling levels with

72 litres and optionally with 82 litres The interior workings are

the only difference between the TFSI and TDI design A rollover

valve with a pressure retaining valve is fitted in the TFSI tank and a

refuelling shut-off valve is fitted in the liquid trap

Level sensor in the top chamber

Non-return flap

Swirl pot with integrated fuel filter in the delivery module (long life) in the TFSI tank

An immersion tube with different lengths is installed in the TDI tank A rollover valve is fitted at the bottom of the TDI/TFSI tank The end of the valve line is found at the top in the liquid trap and also on the immersion tube

Example: TDI fuel tank

Rollover valve for the TDI / TFSI without a pressure retaining valve;

here, in the TDI, the open line terminates at the immersion tube

Level sensor in the main chamber

Intake manifold for suction jet pump Baffle

Fuel supply line for auxiliary heater

Fuel supply line Fuel return line

Liquid trap with short refuelling shut-off valve in TFSI, 82 litres

Liquid trap with long refuelling shut-off valve in TFSI, 72 litres

TDI with a long immersion tube for 72 litres

TDI with a short immersion tube for 82 litres

Level sensor in the secondary chamber

Rollover valve with pressure retaining valve

Mixer tube on the transfer side Drive line for suction jet pump

Refuelling shut-off valve

Vent line

SCR system (selective catalytic reduction)

The ventilation system within the reducing agent tank is designed

in such a way that the tank can be filled with AdBlue® reducing

agent using pump nozzles To be able to hold the reducing agent

flowing into the tank at a high flow rate, there is an equalisation

chamber in the SCR tank and in the filler neck The returning

reducing agent would otherwise cause the pump nozzle to shut off

too early

To prevent the flow-back of reducing agent in the filler neck, a

non-return flap is installed at the end of the filler neck

Reference

For further information about the SCR system, refer to Self Study Programme 632 "Audi Q7 (type 4M)"

Reducing agent filler neck

The reducing agent tank is an injection moulding (not an extruded

tank) made from two halves and welded This has the advantage of

reducing weight This means that allowance can be made in the

vehicle design for the integration of baffles and a heating system

adapted to the cabin as installation space The reducing agent tank

has a capacity of 24 litres

Reducing agent quality sensor

In order to monitor the quality of the reducing agent (AdBlue®), a

reducing agent quality sensor G849 is fitted in the reducing agent

tank It is located adjacent to the swirl pot on the bottom of the

reducing agent tank

The reducing agent sensor is an entirely electronic component and

does not require float contact points An antenna (coil) and the

reducing agent (capacitive fluid) form an electrical resonant circuit

A change in the fluid level alters the impedance of the circuit and

shifts the resonance frequency (5 MHz – 12 MHz) proportional to

the fluid level

The resonance frequency is determined by a microcontroler by coupling a high frequency signal into the medium and scanning the upper frequency range The microcontroller is located at the base

of the fluid level sensor It computes the reducing agent level using a temperature correction function At the same time, the functioning of the tank heater is checked by determining the temperature

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Reducing agent pump (SCR metering pump)

The pump is configured as a brushlessor electrically commutated three-phase motor It pumps the reducing agent to the reducing agent injector N474 via an SCR pressure sensor The pressure sensor for the reducing agent metering system G686 measures the outlet pressure of the metering pump to the reducing agent injector within a pressure range from -0.5 bar to approx 9.0 bar (relative) The reducing agent temperature sensor G685 measures the reducing agent tempera- ture within a range from -40 °C to 80 °C.

Tank heating mat Electrical connection

for the swirl pot heater

Equalisation chamber in the tank

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Non-return flap

The exhaust flap is actuated by the exhaust flap control unit via a worm gear Given that this is a "self-locking" gear, it is essential that the servomotor be removed before testing the ease of movement of the flap

Exhaust system for the 3.0l TFSI engine

The gas flow paths are very short owing to the positioning of the

exhaust turbocharger module in the inner V The catalytic converter

Catalytic converter module

The module is flanged-mounted directly to the exhaust turbocharger, which

houses the main and secondary catalytic converters Both catalytic

convert-ers are ceramic-type catalytic convertconvert-ers.

NOx accumulator catalyst

Centre silencer based on the absorption principle,

Rear silencer based on the reflection and absorption principle

based on the absorption principle

Main catalytic converter Secondary catalytic converter

is bolted directly to the exhaust turbocharger outlet This allows the exhaust turbocharger to achieve light-off very quickly after a cold start

Exhaust gas recirculation valve with servomotor 2 for exhaust gas recirculation V339

EGR cooler

Flexible pipe Low-pressure exhaust gas recirculation

The exhaust gas treatment system is a combined system

compris-ing a close-coupled NOx ammonia oxidation catalyst and an SCR

system The unit consisting of the NOx storage catalyst and the

SCR-coated diesel particulate filter is followed downstream by an

ammonia oxidation catalyst which, with its combined SCR and

oxidation catalytic coatings, performs 2 tasks Firstly, the CO which

occurs during soot regeneration is oxidised to CO2 by a coating containing precious metals Secondly, NH3 slip is reliably elimi-nated In order to comply with the emission standard, low pressure exhaust gas recirculation was also integrated in the exhaust treatment system

Reference

For further information about low pressure exhaust gas recirculation, please refer to Self Study Programme SSP 656

"3.0l TDI engine - EA897evo2 series“

Ammonia slip catalyst

Rear silencer based on the reflection and absorption principle

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Exhaust system for the 3.0l TFSI engine

Power unit mounting system on 3.0l V6 TDI engine

The Audi A8 (type 4N) with a 3.0l V6 TDI engine has a five-point

power unit mounting system This includes the active engine

mounting, two switchable gearbox mountings and a conventional

gearbox mounting In addition, support mounting are located on

the front left and right of the engine due to the absence of a

torque reaction member

This system provides enhanced ride comfort by performing the following functions:

> Reduction of vibration across a wide frequency band

> Positioning of the power unit in the vehicle

> Reaction against drive torque

> Damping of power unit vibration

Active engine mountings

The vibration transmitted from the engine is measured by power

unit mounting sensors G748 and G749 They are installed on the

body-side engine mounting

The measurement data converted in the sensors is sent to the

power unit mounting control unit J931 This data is factored in

when calculating the characteristic map The engine speed

infor-mation from the engine control unit is another important input

variable

The power unit mounting control unit J931 sends the calculated

control signal to power unit mounting actuators N513 and N514

Counter-vibration is produced by the active engine mountings

Assembly mounting sensor 2 G749

Power unit mounting actuator 2

Conventional gearbox mounting system

Assembly mounting sensor 2 G749

Tie rod

Reference

For more information about the design and working principle of the active engine/gearbox mounting, refer to Self-Study Programme 607 "Audi 4.0l V8 TFSI engine with biturbo charging"

Electro/hydraulic engine mounting

solenoid valve left

N144

Gearbox mounting valve 2 N263

Electro/hydraulic engine mounting

solenoid valve right

N145

Gearbox mounting valve 1 N262

Conventional gearbox mounting system

Electro/hydraulic engine mounting solenoid valve left

N154

Power unit mounting system on 3.0l TFSI engine

The 5-point engine/gearbox mountings are also installed in the

3.0 TFSI engine The only difference is that hydraulically switchable

engine mountings are installed instead of active engine

mount-ings They switch between soft during idling and hard during vehicle operation

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Gearbox mounting valve 2

N263

The hydraulically switchable gearbox mounts, gearbox mounting

valve 1 N262 and gearbox mounting valve 2 N263 are laterally

mounted to the gearbox and counteract the torsional vibration of

the power unit They switch between soft during idling and hard

during vehicle operation

The conventional gearbox mount is installed in the rear section of the gearbox and counteracts the load reversal and tilt functions

Hydraulic engine bearing

3.0l TFSI engine CZSE

Coolant return

Coolant flow

The internal combustion engine and the gearbox in the Audi A8 (type 4N)

are supported by a 5-point mounting system Refer to page 28.

The gearbox actuators, gearbox mounting valve 1 N262 and gearbox

mounting valve 2 N263 are activated by the engine control unit J623.

Parking lock emergency release

This field explains the technology for the optional market launch

configurations with the 3.0l TFSI (CZSE) or 3.0l TDI (DDVC)

engines together with the 8-speed automatic gearbox 0D5

The 8-speed automatic gearbox and the accompanying drive

concept are already in use on the Audi Q7 (type 4M) Refer to Self

Study Programme 632

The gearbox has now been adapted to the Audi A8 (type 4N) and

further enhanced Refer to page 34 for more information

The selector mechanism transmits the driver's operating ments by means of 100% shift-by-wire technology It is identical in design to the selector mechanism of the Audi Q7 (type 4M) Refer

require-to Self Study Programme 632 A new design feature in the Audi A8 (type 4N) is the selector mechanism Refer to page 32 for more information

The parking lock emergency release mechanism is the same as in the Audi Q7 (type 4M) and has been adapted for the Audi A8 Refer

to page 33 for more information

ATF temperature regulation

ATF temperature regulation is controlled via valve N509 and is

explained on page 39

Gear oil cooling valve

N509

Power transmission

Rear axle transmission

As known since the Audi Q7 (type 4M), the different axle drives are

mounted to the subframe by means of a 4-point mounting system

Refer to Self Study Programme 632

Rear axle drive 0G2

Unlocked differential

Rear axle drive 0D3

Sport differential (optional)

The radial rubber metal bearings, except the additional bearing, must be mounted in a specified installation position according to the workshop manual

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Sport differential

The sport differential 0D3 is a further development and a new

generation of the sport differential 0BF (2nd generation) In this

2nd generation two control units are responsible for activating the

sport differential

The suspension control unit J775 sends the calculated

redistribu-tion of torque between the rear wheels to the differential lock

control unit J1871) by means of the FlexRay bus The differential

lock control unit activates the sport differential actuators and

initiates the redistribution of torque

The sport differential set-up can be influenced using the Audi drive

select modes Refer to page 41

The ATF and the axle oil of the sport differential are not subject to

routine maintenance

For more information about the 2nd generation "quattro with

sport differential", refer to Self Study Programmes 651 and 657

OD3

New: For the first time, the driver can now see the distribution of

the drive torque to the individual wheels in the MMI graphic

display in the Audi A8 (type 4N) The menu items "Vehicle" > "Show

vehicle" > "quattro" must be selected in the MMI menu for this

purpose The arrows shown on the wheels show the distribution of

drive torque

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Vehicle · quattro

Automatic gearbox selector mechanism

The Audi A8 (type 4H) was previously equipped with a complete

shift-by-wire selector mechanism This means that parking lock

operation is also fully automatic The term used for this is

"park-by-wire" The selector mechanism concept has been developed

specially for the Audi A8 because the previous shift-by-wire

con-cepts were still equipped with a selector lever cable for actuating

the parking brake and/or the selector position sensor Many

models developed since are equipped with a complete full-by-wire

selector mechanism and largely make use of a standardised

selec-tor mechanism and operating concept

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Selector lever Selector lever release button

E681

Selector lever E313 – contains the

selector lever sensors control unit

J587 1)

P button – parking lock button E816 with parking lock warning light K320

Plug-in connection

to selector lever position display

Plug-in connection between selector lever and vehicle

Selector lever position display Y5

The Audi A8 (type 4N) also now uses the current selector nism and operating concept Only the design has been adapted to the interior of the Audi A8 The selector mechanism and operating concept is used in the models listed below For more information, refer to the accompanying self study programmes

mecha-Audi Q5 (type FY) > Self Study Programme 657Audi A5 (Typ F5)

Audi A4 (type 8W) > Self Study Programme 644Audi R8 (type 4S) > Self Study Programme 641Audi Q7 (type 4M) > Self Study Programme 632

1) The selector lever sensors control unit J587 communicates with the dash panel insert CAN bus The data bus diagnostic interface J533 (gateway) and the FlexRay data bus system are used for communicating with the gearbox control unit Refer to SSP 664 Data bus topol-ogy and page 40

2

3

4

The parking lock emergency release corresponds to the design in

the Audi Q7 (type 4M) The actuating mechanism is located under a

cover in the driver's footwell The parking lock can be permanently

unlocked using a socket wrench in the tool kit, P-Off position

Parking lock emergency release

When the parking lock emergency release device is

actuated, the yellow gearbox warning lamp and the

drive position indicator N light up in the instrument

cluster The following warming also appears: "Vehicle

may roll away! P cannot be selected Please apply

Reference

For more information about the parking lock emergency release mechanism in the Audi A8 (type 4N), refer to Self Study Programme 632 "Audi Q7 (type 4M)", page 48 ff

Locking the parking lock (P-ON position)

Pull the socket wrench upwards out of the actuating mechanism, position 4

Note:

The ignition key must be turned back This will damage the gency release mechanism

emer-> Fit the cover

Emergency-releasing the parking lock (P-OFF position)

> Remove cover

> Insert the socket wrench into the actuating mechanism,

posi-tion 1

> Turn the socket wrench 140° in a clockwise direction, position 2,

and press down simultaneously, position 3

assem-8-speed automatic gearbox 0D5

The 8-speed automatic gearbox 0D5 is an improved version of the

8-speed automatic gearbox 0BK which was first used in the

Audi A8 (type 4H) in 2010 Refer to Self Study Programme 457

The 0D5 gearbox made its debut in 2016 in the Audi A7 (type 4M)

At Audi the 0D5 gearbox has the internal works designation

AL552-8Q The manufacturer, ZF-Getriebe GmbH, uses the

desig-nation 8HP65A The 0D5 gearbox is rated for peak input torque of

700 Nm

The new features of the 0D5 gearbox compared to the 0BK gearbox

are described in Self Study Programme 632 "Audi Q7 (type 4M)"

The software of the 0D5 gearbox still utilises the data from the

navigation system to assist the start-stop system, neutral idle

control and the coasting mode

The gearbox set-up can be adjusted via Audi drive select Refer to

page 41

JTEK self-locking centre differential

MTF filler and inspection screw for the transfer box

Oil ring

Transfer box vent

Double shaft seal, planetary gearbox/transfer box 1)

The following aspects of the Audi A8 (type 4N) are new:

> The MTF pump in the transfer box, previously driven by the side shaft, is no longer required

> The bearing for the drive pinion of the front axle drive has been optimised for friction by double row angular contact ball bear-ings

> The front axle drive is lubricated by a new low-viscosity axle oil

> The hydraulic impulse storage system, HIS for short, is replaced

by auxiliary hydraulic pump 1 for gear oil V475 The auxiliary hydraulic pump provides a constant supply of ATF, assists the start-stop function and allows the internal combustion engine

to be shut off under coasting in certain situations

1) If the double shaft seal between the planetary gearbox/transfer box is leaky, either ATF or MTF will be discharge from the leak oil age port Refer to Fig 662 139, page 36 This oil seal has been replaced in all 8-speed automatic gearboxes manufactured since

drain-April 2017 Refer to the workshop manual

Side shaft

auxiliary hydraulic pump 1 for gear oil V475

Leak oil drainage port for the double shaft seal, transfer box/front axle drive (visible from below, see page 38)

Double shaft seal, transfer box/

front axle drive

Inspection and filler screw for front axle drive

Front axle drive

Double row angular contact ball bearings

ATF filler and inspection screw

ATF pan made of plastic with integrated ATF suction filter

Planetary gear set

Twin-damper converter with integrated pendulum-type absorber.

During transportation and when carrying out work on the gearbox, the axle oil and ATF may mix via the common gearbox vent if the gearbox is tilted too far Follow the instructions given in the Workshop Manual

Gearbox breather

The front axle drive and the ATF

system are ventilated via the

collecting chamber A breather

port leads from the collecting

chamber into the converter bell

The transfer box is ventilated via a

separate ventilation cap When

heating or cooling the gearbox,

the pressure is equalised via the

gearbox vent To allow pressure

equalisation to take place, the

ventilation ports must be open

and unobstructed

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ATF system for the planetary gearbox and the hydraulic

control unit (not subject to routine maintenance)

MTF supply for the transfer box (gear oil containing

STURACO1), not subject to routine maintenance)

Axle oil supply for the front axle drive

The new low-viscosity axle oil is not subject to routine

maintenance and must not be mixed with the previous

axle oil To avoid mix-up, the new axle oil is dyed red

ATF and MTF systems

The 0D5 gearbox of the Audi A8 (type 4N) has 3 separate systems

containing different grades of oil:

Leak oil drainage port for the gear set/transfer box double shaft seal Ventilation port

Vent for the front axle drive

Collecting chamber

ATF breather Transfer box vent

The separation and sealing of these oil

supply systems from one another are

described in detail on page 34 in Self Study

Programme 457

In gearboxes without an MTF pump, the transfer box is lubricated by the gears running in the MTF sump (oil sump) The oil reservoir is filled with the gear splash oil and serves to distribute the oil

1) STURACO is an oil additive which protects against excessive stresses in the centre

differential and thus helps to enhance ride comfort Pay attention to exact assignment

of gear oils in accordance with the parts numbers in the electronics parts catalogue (ETKA)

MTF filler and inspection screw for the transfer box

ATF filler and inspection screw

Inspection and filler screw for front axle drive

For a diagram of the drainage screws for all oil supplies, refer to Fig 662_226 on page 38

Oil reservoir

662_224

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ATF supply and hydraulics

In vehicles equipped with MHEV the 0G5 gearbox is supplied with

ATF by 2 ATF pumps: the mechanically driven ATF pump and the

electrically driven auxiliary hydraulic pump 1 for gear oil V475,

which replaces the previous hydraulic impulse storage system

(HIS) Both pumps draw in the ATF via the ATF intake filter Refer

to page 38

The auxiliary hydraulic pump V475 now allows the internal

com-bustion engine to be shut off under coasting Refer to page 42

Mechanically driven ATF pump

This ATF pump is identical to the twin-stroke vane pump used in

the 0BK gearbox For more information about the mechanically

driven ATF pump, refer to page 25 of SSP 457

The mechanically driven ATF pump is powered by a chain drive

(magenta) via the torque converter of the internal combustion

engine

When the ATF pump reaches the required speed, a gearbox input

speed of about 500 rpm2), it is able to provide a reliable supply of

ATF without the auxiliary hydraulic pump

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ATF pump, mechanically driven Sun gear shaft S1/S2

Auxiliary hydraulic pump 1 for gear oil V475

By assisting the mechanically driven ATF pump, the auxiliary

hydraulic pump V475 provides a reliable supply of ATF for the

start-stop and coasting functions of the gearbox

If the auxiliary hydraulic pump is unable to circulate ATF because

the overload cut-out has tripped or a fault has occurred, the

start-stop and coasting functions are no longer available

If the vehicle is coasting and the internal combustion engine is shut off, the mechanically driven ATF pump stops circulating ATF

In this case, the auxiliary hydraulic pump runs at maximum output

to ensure a full supply of ATF This makes sure that the gearbox is adequately lubricated and enables the gears to be preselected depending on the speed at which the vehicle is travelling Refer to page 42

For further detailed information about the auxiliary hydraulic pump 1 for gearbox oil V475, refer to Self Study Programme 649

on Page 43

If V475 is faulty, the yellow gearbox warning lamp

lights up

The auxiliary hydaulic pump V475 is used within an ATF

tempera-ture range from 20 °C to 125 °C2) and has 3 output levels The

pump communicates with the gearbox control unit J217 via a LIN

bus line

The auxiliary hydraulic pump provides a reliable and quick supply

of ATF This aids disengagement of the parking lock and allows

delay-free start-up If the mechanically driven ATF pump reaches

the required speed and is capable of supplying system pressure by

itself, the auxiliary hydraulic pump receives the instruction via LIN

bus to stop circulating ATF

Ground contact for voltage supply

Terminal 30, positive contact

ATF suction filter

662_143

2) The values given are intended as a guideline and are not binding They may deviate depending on the model version

Pump electronics – integrated into housing

Mechatronic module

The mechatronic module of the 0D5 gearbox in the Audi A8

(type 4N) has the works designation E 26/29 at ZF-Getriebe GmbH

and is identical to that of the 0D7 gearbox in the Audi Q7e-tron

quattro (type 4M)

The sensors, actuators and design configuration of the

electrohy-draulic parking lock of the 0D5 gearbox are identical to those of

the mechatronic module of the 0BK gearbox Refer to Self Study

Programme 457

The auxiliary hydraulic pump 1 for gear oil V475 is now used in

place of the hydraulic impulse storage system (HIS)

For more information about the mechatronic module E26/29, the hydraulic interfaces and the auxiliary hydraulic pump, refer to Self Study Programme 649

Note

Protect the mechatronic module against electrostatic discharge

Please refer to the guidelines provided in Self Study Programme 284 "6-speed automatic gearbox 09E in the Audi A8 ’03 part 2", page 6, and in the Workshop Manual

662_226

Auxiliary hydraulic pump intake port

Drain screw, front axle drive

ATF drain screw

ATF suction filter

Filler and inspection screw for front axle drive

LIN bus connector

(V475)

Plastic ATF pan

Oil bleed port for double shaft oil seal, transfer box/front axle drive

Auxiliary hydraulic pump 1

for gear oil

V475

Plug-in connection

to vehicle

Plug-in connection to auxiliary hydraulic pump V475

LIN bus connector

for transfer box

Connector housing for plug-in connection to vehicle

Power supply for auxiliary hydraulic pump V475

MTF drain screw for

transfer box

1 2

ATF temperature regulation

Like in the Audi Q7 (type 4M), the ATF heat exchanger is flooded,

i.e perfused with coolant, by a circuit switched parallel to the large

coolant circulation system of the engine The coolant circulation

system is controlled by the ATF heat exchanger via valve N509

Engine warm-up phase (N509 closed)

Valve N509 is energised, and therefore closed, during the engine

warm-up phase The ATF heat exchanger is not flooded with

coolant Since the coolant does not give off any heat to the ATF, the

engine reaches its operating temperature more quickly

The thermal management system of the engine control unit

decides when valve N509 is to be opened

The criteria for opening valve N509 are the ambient temperature,

the engine temperature, the ATF temperature, the engine speed

and the heat demand of the Climatronic

Heating and cooling of the ATF (N509 open)

If the engine has reached its operating temperatue and there is sufficient heat for every requirement, valve N509 opens The ATF heat exchanger is therefore flooded with warm coolant from the large engine coolant circuit This warms the ATF and reduces its viscosity, which in turn increases the efficiency of the gearbox.The ATF is heated as long as the temperature of the engine coolant exceeds that of the ATF When the temperature of the ATF exceeds the temperature of the engine coolant, the ATF dissipates its heat

to the coolant and is cooled

N509 Gear oil cooling valve

> de-energised and open

> de-energised and closed

> is actuated by the gearbox control unit J217 The gearbox control

unit J217 receives the command to open or close valve J509

from the thermal management system of the engine control

unit

> Actuator test using Guided Fault Finding

Gear oil cooling valve

N509

ATF return line

ATF heat exchanger ATF supply line

ATF return line

ATF supply line

ATF heat exchanger

N509

662_147

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Data exchange – Function diagram

The gearbox control unit (J217) communicates with the vehicle

periphery via the FlexRay data bus system The data bus diagnostic

interface J533 (gateway) and the dash panel insert CAN data bus

are used for communicating with the selector mechanism (selector

lever sensors control unit J587) Refer to Data bus topology in Self

G93 ATF temperatur sensor

G182 Gearbox input speed sensor

G195 Gearbox output speed sensor

G510 Temperature sensor in control unit

G747 Parking lock sensor

J217 Automatic gearbox control unit

J500 Power steering control unit

J533 Data bus diagnostic interface J533 (gateway)

J623 Engine control unit

N88 Solenoid valve 1 N215 Pressure control valve 1, brake A N216 Pressure control valve 2, brake B N217 Pressure control valve 3, clutch C N218 Pressure control valve 4, clutch D N233 Pressure control valve 5, clutch E N371 Pressure control valve 6, torque converter lockup clutch N433 Pressure control valve 7, system pressure

N486 Parking lock solenoid N509 Gear oil cooling valve V475 Auxiliary hydraulic pump 1 for gear oil

FlexRay, to J500 FlexRay, to J500 FlexRay, to J533 FlexRay, to J533 P/N signal, start enable signal to J623

Ground activation N509