Tài liệu đào tạo các hệ thống trên ô tô Audi Q7

In the Audi Q7 this function is performed by the rear hatch lock, whereas in other Audi models the striker on the rear bumper mount is used.. Electric rear lid When the microswitch in th

The great quattro

With a special emphasis on the values of "Presence", "Precision"

and "Performance", the second generation Audi Q7 is the

top-of-the-range model in the Audi SUV lineup

Both technically and in terms of its design, it embodies the spirit

of the Audi quattro The design of the new Audi Q7 is masculine

and resolute Horizontal lines extend above the wheels These

blisters are a subtle homage to the classic quattro models by Audi

In a growing segment, the Audi Q7 cuts a confident figure with its

impressive exterior, superior build quality and its sporty and

efficient engine technology

The new Audi Q7 is an imposing car Although it is shorter and

narrower than its predecessor, the cabin is longer and offers more

headroom 20 years of experience in lightweight design have gone

into the development of the new Audi Q7

Learning objectives of this self study programme:

This self study programme describes the design and functioning of

the Audi Q7 (type 4M) If you have read through this self study

programme and the self study programmes listed on page 79, will

you be able to answer questions on the following topics:

• New features of the multimaterial body structure

• New features of the occupant protection system

• Engine/gearbox combinations

• New features of the chassis

• Modifications to the electronics and the driver assistance systems

• New features of the electrical system and networking

• New features of the air conditioning system

• Modifications to and new features of the infotainment system

Lightweight construction has been applied in all areas, from the electrical system to the luggage compartment floor The key is the body structure, a new multimaterial design involing the use alumi-num castings, extruded sections and panels in the front and rear ends as well as the superstructure

The new Audi Q7 welcomes its passengers with an atmosphere of cultivated elegance and spaciousness The instrument panel is visually separated from the centre console, accentuating the sportiness and lightness of the interior

The new Audi Q7 is coming to the European market with two powerful and highly-cultivated V6 engines: a TDI and a TFSI Thanks to intensive refinements, their CO2 emissions have been reduced by as much as 50 grams per kilometre Both engines comply with the Euro 6 emissions standard

Smooth, fast, lightweight and efficient In the new Audi Q7, a newly developed eight-speed tiptronic transfers the engine's power to the quattro permanent all- wheel drive system

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Occupant safety

Overview 20

Engines

Petrol Engine _22Diesel engine _24Combined design cover with integrated air filter _28Engine/gearbox combinations 29

Power transmission

Overview 308-speed automatic gearbox 0D5 _32Twin-damper converter with integrated pendulum-type absorber _34Mechatronics module 35ATF and gear oil systems 36Selector mechanism _40Gearbox functions 50Service _53

Chassis

Overall concept _54Axles and wheel alignment _55Chassis with air suspension and electronic damper control _56All-wheel steering 57Brake system _58Steering system 59Adaptive Cruise Control (ACC) 60Wheels and tyres _61

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 on maintenance and repair work, always refer to the current technical literature

Contents

The new Audi Q7 is a statement of our competence Its reduced

weight and low centre of mass make it extremely agile With a kerb

weight of only 1,995 kilogrammes (as the 3.0l TDI), it weighs

325 kilogrammes less than its predecessor

Although the exterior dimensions are smaller than before, it offers substantially more interior room for passengers and luggage Its innovative assistance and infotainment systems take the SUV to the front of the pack

Headlights

Depending on trim level, the Q7 comes with either xenon, LED or Matrix LED

headlights The daytime running lights of the LED headlights are shaped like

a double arrow The taillights of the top model include dynamic turn signals

Engines

6-cylinder V engines with turbocharger

and start-stop system:

• 3.0l TFSI (245 kW)

• 3.0l TDI (200 kW)

Other engine versions will become

avail-able at a later date.

Assistance systems

The following systems are optionally available:

• Cross-traffic assist

• Trailer assist

• ACC stop & go including traffic jam assistant

• Audi active lane assist

• Audi pre sense basic, front, rear and city

• Exit warning

• Predictive efficiency assist

• Night vision assist

stand-of which are integrated into the rotary dials.

Introduction

Body

Ultra-high-strength parts made of hot-shaped steel form the backbone of

the occupant cell Aluminum castings, extruded sections and panels are

used in the front and rear ends as well as the superstructure Other parts

made entirely of aluminum are the doors, the front wings, the bonnet and

the rear hatch A two-piece panoramic glass sunroof is optional.

Chassis

The standard Audi drive select driving dynamics system works together with the adaptive air suspension to offer 7 modes The all-wheel steering system with electric spindle drive adjusts the rear wheels inward by as much as 5 degrees depending on the situation This increases vehicle agility and reduces the turning radius by up to one metre.

Displays and operation

Displays appear on the central MMI monitor, which rises up from the

instru-ment panel when the system is started The focal point of the operating

system is the MMI all-in-touch control unit with a full touch surface The

main functions can be accessed using the rotary pushbutton and two rocker

switches Depending on trim level, the Audi Q7 features a fully digital

instru-ment cluster - the Audi virtual cockpit.

Power transmission

A newly developed eight-speed tiptronic transfers the engine's power to the quattro fulltime all-wheel drive system Besides automatic mode, the driver can also choose to control the tiptronic using the standard paddles on the steering wheel or using a selector lever In both cases, the commands are transmitted entirely electrically (by wire).

1679 1968

1071

3)

1016

1080 2994

5052 978

1691 2212 1219

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Dimensions

In brief

1) Applicable to 5-seater with 3.0l TFSI engine

2) A factory fitted tow bar increases the maximum gross weight by 100 kg

3) Elbow room width

4) Maximum headroom

5) Shoulder room width

6) 2nd seat row/3rd seat row

7) With second row seat backs folded down (without optional equipment)

8) With third row seat backs folded down

9) With third row seat backs and second row seat backs folded down

10) Optional

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

Exterior dimensions and weights

Gross vehicle weight in kg 27401), 2)

Inner dimensions and other specifications

Front shoulder width in mm 15125)

Through-loading width in mm 1086

Luggage capacity of 5-seater in l 890/20757)Luggage capacity of 7-seater in l 7708)/19559)Capacity of fuel tank in l 75/8510)

The Audi Q7 (type 4M) is based on the second generation of

MLBevo (Modular Longitudinal Platform Evolution) The

light-weight body of multi-material construction represents, with its

function and weight optimised design, a further example of a

highly advanced modern vehicle body To meet the requriements of

an SUV, the components were deliberately selected according to

the principle of using the right material in the right place

Key:

Sheet aluminium

Die-cast aluminium

Aluminium section

Ultra high strength steel (hot-formed)

Advanced high strength steel

High strength steel

Low strength steel

The high quality of the selected materials offers not only reduces weight, but also provides the basis for meeting the most stringent vehicle safety standards

Aluminium components

Aluminum castings, extruded sections and panels are used in the

front and rear ends as well as the superstructure

They account for 41 % of the body structure and are broken down

as follows:

• 23 % sheet aluminium

• 15 % die-cast aluminium

• 3 % aluminium profile

The doors, which save 24 kg in weight, as well as the front wings,

the bonnet and rear hatch are made entirely of aluminium The

multimaterial construction reduces the weight of the Q7 body by

71 kg compared with the previous model

Body

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1 2 3

4

5 6

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The use of ultra high strength steel materials necessitates, in the

event of body repairs, special repair methods adapted to the

properties of the materials

The high heat transfor in the welded areas significantly weakens

the strength and structure of the component by altering the

microstructure of the material For this reason, the use of MAG

inert gas welding for sectional repair purposes is only permitted on

these high quality steels in isolated cases and in precisely defined

areas The relevant descriptions can be found in the workshop

literature

The key to optimising the body structure is using "the right

materi-als in the right place" The resulting challenge for the joining

technology was to develop, to the greatest extent possible,

univer-sal and reliable solutions for the large variance in

material/thick-ness combinations in the body

The body is held together by the following types of join:

"Cold" joining methods

• 2125 punch rivets (semi-hollow rivets)

• 108 punch rivets (special semi-hollow rivets)

• 2.3 m of TIG weld seams

• 2 m of MAG weld seams

1 Outer top left /right A post

2 Inside left/right B postThe following ultra high strength hot-formed components have to

be completely replaced if damaged:

3 Inside left/right sill

4 Cross-member of outside left/right bulkhead

5 End section of left/right cross member 2

6 Upper tunnel reinforcement

Punch riveting

Punch riveting with semi-hollow rivets is a well-known method in

which non-prepunched workpieces are joined to form 2 or more

layers The rivet punches through the upper components and then

expands into the basic component The joining of ultra high

strength hot-formed components requires a new special semi

hollow rivet in the case of the Audi Q7

Friction element welding

Another new feature of the Q7 body is the use for the first time of

friction element welding A friction element joints at least

2 work-pieces together In the case of the Q7, for example, friction

ele-ments are used to joint sheet aluminium with ultra high strength

hot-formed sheet steel The rotating friction element initially

penetrates the upper layer of the workpiece (aluminium) and then

produces a frictional join with the basic material (ultra high

strength hot-shaped steel) through the application of frictional

heat and high axial pressure The axial contact pressure is also

maintained for a short time after welding the components

together in order to homogenise the zones in which the

micro-structure is changed

New joining techniques

Joining techniques in overview

Aluminium / steel

Punch riveting with semi hollow

TIG welding

The optional panoramic glass sunroof offers an unobstructed view

of the sky and makes the interior feel even brighter, more airy and

spacious

Unlike in the previous model, the panoramic sunroof on the new

Audi Audi Q7 is a two-piece design only The front glass panel is

movable and can be tilted or slid back The rear glass panel is fixed

Panoramic glass sunroof

This reduces the gross weight of the panoramic glass sunroof by about 10 kg whilst increasing the headroom in the rear cabin Reinforced roof elements at the guide rail and above the third row

of seats increase body stiffness to such effect that there is no longer any difference in stiffness compared to an Audi Q7 without

a panoramic glass sunroof

A power operated roller blind for both glass panels provides protection against sunlight if needed

Sliding sunroof motor V1

Front water outlet Roof roller blind

Sliding sunroof roller blind motor V260

Rear water outlet

Roof cutout seal

Front water outlet Direction of travel

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Aerodynamics and aeroacoustics

The solid and elegant impression is accentuated by the

high-quality sound insulation which gives unrivalled protection from

noise To further improve aerodynamics and minimise wind noise,

the door mirrors, for example, have been moved from the front

cheater to the door shoulder

1) To be introduced at a later date

Radiator louvre

The so-called efficiency model1), the 160 kW (218 hp) V6 TDI with

emission class EU6 or ULEV125 for North America has a radiator

louvre with plastic slats between the singleframe grille and the

upper section of the main radiator These slats open or close as

required to provide better aerodynamic performance

Radiator louvre control motor V544

Thanks to elaborate technical solutions, the Q7 has a cw value of only 0.32 – an outstanding figure for this segment

The underbody is almost completely clad and a small spoiler in the rear axle area provides added downforce

The radiator louvre also controls air intake upstream of the tor in such a way as to improve the vehicle's cw value This measure brings better fuel economy and lower CO2 emissions In addition, a closed louvre is beneficial to thermal management of the engine

radia-Radiator louvre closed

Radiator louvre open

The wrap-around rear hatch embracing the sharply inclined D-posts

- a typical design element of the Audi Q models - is made entirely

of aluminum Like in the current Avant models, an electric rear

hatch drive is standard equipment

The power closing system is new In the Audi Q7 this function is

performed by the rear hatch lock, whereas in other Audi models

the striker on the rear bumper mount is used

Electric rear lid

When the microswitch in the rear hatch lock indicates that the striker is in the prelock position and the rear hatch control unit J605 indicates that the rear hatch is in the "closed" position, an excentrically mounted cam wheel in the rear hatch power latching system motor V382 pulls the catch in the rear hatch lock further into the fully locked position by means of a Bowden cable – in much the same way as the power closing feature of the door locks.The end position of the cam wheel is monitored by the rear hatch control unit J605, while the position of the catch is monitored by the central comfort/convenience system control unit J393 via microswitches

Basically, the customer can choose between 2 glazing variants for

the Audi Q7 An optional electric windscreen heater is only

avail-able for the insulating glass windscreen Both variants are also

available in combination with privacy glazing from the B post back

When replacing a window, attention must be paid to use of the correct variant This, in turn, is dependent on other equipment such as the head-up display, front camera for driver assistance systems, main beam assist etc

• Insulating glass made of

laminated safety glass

• Windscreen heater as

optional equipment

Windscreen

• Acoustic windscreen made

of laminated safety glass

Tow bar

The Audi Q7 is available with a fully electric swivelling tow bar with

a built-in tow bar swivel angle sensor G820

In this case, the engine cooling system is already rated for the higher loads when towing a trailer

A preparation for trailer operation is available for the USA and

Australia Both variants differ only in terms of the socket holder,

but already come equipped with a modified cooling system

It is also possible to retrofit the Audi Q7 with a tow bar Depending

on engine version and climate zone, it is necessary to uprate the cooling system

Preparation for trailer operation

Seat systems

Manually adjustable front seats are standard on the Audi Q7

Sports seats with large side bolsters and the individual contour

seat are optional Depending on seat variant, a seat heater, seat

ventilation, pneumatic seat backs, pneumatic lumbar support and

a pneumatic massage function can be ordered

The second row comprises three seats and seat backs with

adjust-able inclination As an option, all three seats can be adjusted

variably fore or aft by up to 110 mm A further option is 2

indi-vidual seats in the third row which are approved as group 3 child

seats

A additional 24 mm of headroom and 20 mm more shoulder room make for a more spacious interior Folded down, the seat backs are integrated in the load floor and can be electrically raised or lowered using rocker switches The switches are located in the

C post area and in the luggage compartment

The seats in the second row have a fold-up function for easier entry and exit from the third seat row The seat back is folded forward, after which the entire seat can be folded vertically All seats in the second and third rows have Isofix child seat restraints This means that customers can secure up to 6 child seats in the Audi Q7

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Deluxe head restraints, horizontally and vertically adjustable

Electrical seat adjustment

Sliding rear seats as individual seats, with fold-up function

Individual contour seat

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The individual contour seat in full spec offers the following

func-tions:

• Electrical seat adjustment

• Pneumatic side bolsters in the seat base and back

• Pneumatic lumbar support adjustment

• Seat heating

• Seat ventilation

• Massage functionality

• Memory function and seat contour customisation (each seat

contour is assigned to a specific vehicle key)

Seat ventilation is optional for the front seats and for the two outer rear seats in the second row It serves to air-condition the vehicle seats with the aim of providing the occupant with extra comfort The seats have an intake system for this purpose.The front seat ventilation controls communicate with the onboard power supply control unit J519 by LIN data bus The rear seat ventilation controls are connected to the rear air conditioner operating and display unit E265

Multi-contour seat control unit, front

driver side J873

Seat back bolster, pneumatic

Massage cushion, pneumatic

Seat back ventilation

Seat base ventilation

Kinematic mechanism of third seat row

Operation

The Audi Q7 is optionally available with a third row of seats It is a

two seater bench with 2 electric folding backrests

For reasons of space, the head restraints on these seats must be

folded in before folding down the seats

The backrests fold down using the operating buttons in the rear

cabin and in the luggage compartment This button must be kept

pressed until the backrest is completely folded down or up

An electric motor unlocks and moves each backrest; the end position is monitored by 2 microswitches If a backrest has not reached its end position, the backrest warning lamp appears on the display in the instrument cluster and the LEDs in the operating buttons begin to flash

This is carried out automatically by the kinematic mechanism inside the seat or can be done manually using a tab below the head restraint After the backrest has been folded up, the head

restraints must again be folded up manually This is achieved by swivelling them upwards until they noticeably lock into place

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632_030 632_031

Tab for manual

fold-down of the head restraint

Bowden cable for

automatic fold-down of

the head restraint

Motor of pawl 2 for right

seat back adjustment,

third seat row

F544

Motor for right seat back

adjustment, third seat row

V361

Switch forleft seat back

adjustment, third seat row

E565

Switch for right seat back

adjustment, third seat row

On the following pages you will find a summary of the occupant

protection system in the Audi Q7

Components

Depending on country version and trim level, the passive occupant

and pedestrian protection system in the Audi Q7 can comprise the

following components and systems:

• Airbag control unit

• Adaptive driver airbag

• Adaptive front passenger airbag

(front passenger airbag, two-stage country version)

• Front side airbags

• Rear side airbags (equipment option)

• Head airbags

• Front airbag crash sensors

• Crash sensors for side impact detection in the doors

• Crash sensors for side impact detection in the C posts

• Crash sensor for side and longitudinal impact detection

• Centre pedestrian protection crash sensor

(acceleration sensor, country version)

• Left and right pedestrian protection crash sensors

(pressure sensors, country version)

In-vehicle airbags

Front passenger airbag Front side airbag Driver airbag

Front side airbag

• Front inertia-reel seat belts with pyrotechnic belt tensioners

• Front inertia-reel seat belts with electrical belt tensioners

• Front inertia-reel seat belts with active belt force limiters

• Inertia-reel seat belts for second seat row with pyrotechnic belt tensioners, driver and front passenger sides (country version)

• Inertia-reel seat belts for third seat row with pyrotechnic belt tensioners, driver and front passenger sides (country version)

• Front lap belt tensioner (country version)

• Seat belt warning for all seats (country version)

• Seat occupancy sensor in front passenger seat

• Front passenger airbag disabling switch (country version)

• Front passenger airbag OFF and ON warning lamp

• Driver and front passenger seat position sensors

• Pedestrian protection trigger (country version)

• Battery isolator

Occupant safety

For further information on the active and passive safety features in the Audi Q7, please refer to Self Study Programme 637

"Audi Q7 (type 4M) Occupant protection and infotainment"

Front side airbag Head airbag,

driver and front passenger side

Rear side airbag

Rear side airbag

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For further information about the 3.0l V6 TFSI engine, please refer to Self Study Programme 624

"Fourth generation Audi 3.0l V6 TFSI engine EA837 (evo)"

Petrol Engine

Lambda control 2 sensors upstream of catalytic converter and 2 sensors downstream of catalytic

converterMixture formation Combined (dual) direct (FSI) and multipoint (MPI) injection

1 2

3

N279

6 5

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Cooling circuit of 3.0l V6 TFSI engine

Cooled coolantCooled coolant (charge air cooling)Hot coolant

Hot coolant (charge air cooling)

18 Auxiliary radiator

19 Front cooler for charge air cooling circuit

20 Left cooler for charge air cooling circuit

G62 Coolant temperature sensor G694 Temperature sensor for engine temperature regulation J293 Radiator fan control unit

J671 Radiator fan control unit 2 N279 Heater coolant shut-off valve N509 Gearbox oil cooling valve V50 Coolant circulation pump V55 Circulation pump V188 Charge air cooling pump

Key:

1 Front heater heat exchanger

2 Rear heater heat exchanger

3 Auxiliary heater

4 Vent screw

5 Flow restrictor

6 ATF cooler

7 Right charge air cooler

8 Cylinder head, bank 1

9 Motor oil cooler

10 Cylinder head, bank 2

11 Left charge air cooler

12 Coolant expansion tank

13 Switchable coolant pump

14 Coolant thermostat

15 Coolant shutoff valve

16 Non-return valve

17 Radiator

Engine management system Bosch EDC 17 with start-stop and recuperation

Maximum injection pressure in bar 2000

Exhaust gas treatment Oxidising catalyst, SCR coated diesel particulate filter, particulate sensor, oxygen

The engine code is, as seen in the direction of travel, located at the

front left below the cylinder head on the protruding edge of the

engine block

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1 2

3

5 N279

N509 6

J671

G62

J293 F265

17

16

15

G8 G802

5 5

Hot coolant (charge air cooling)

F265 Thermostat for mapped engine cooling G8 Oil temperature sender

G62 Coolant temperature sensor G694 Temperature sensor for engine temperature regulation G802 Coolant temperature sensor 2

J293 Radiator fan control unit J671 Radiator fan control unit 2 N279 Heater coolant shut-off valve N474 Reducing agent injector N489 Cylinder head coolant valve (rotary valve) N509 Gearbox oil cooling valve

V50 Coolant circulation pump V55 Circulation pump

Key:

1 Front heater heat exchanger

2 Rear heater heat exchanger

8 Exhaust gas recirculation cooler

9 Coolant expansion tank

10 Flow restrictor

11 Cylinder head, bank 1

12 Engine block, bank 1

13 Cylinder head, bank 2

14 Cylinder head, bank 2

15 Motor oil cooler

16 Coolant pump

17 Radiator

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SCR system

The tank 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

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Baffle Reducing agent filler neck

Swirlpot with reducing agent pump V437

Reducing agent tank heater Z102

The SCR system has 2 different capacities for AdBlue® reducing

agent A reducing agent tank with 12 l capacity and an optional

tank for extended range with 24 l capacity (see figure below)

Reducing agent tank sender G684

The capacity of the reducing agent tank is differentiated as follows: the 12 l tank has a deeper filler tube and a deeper vent line, while the 24 l tank has short filler and vent lines

The reducing agent tank is manufactured from two half-shells as

an injection moulding (not as a blow-moulded tank) This has the

advantage of saving 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 ventilation system within the reducing agent tank is designed such that the tank can be filled with AdBlue® reducing agent using truck pumps To accommodate the inflow of reducing agent at a high flow rates of up to 40 l/min, there is an equalisation chamber

in the upper section of the tank and at the filler neck Since ing reducing agent would cause the fuel nozzle to shut off, reduc-ing agent is retained and allowed to settle in the equalisation chamber

splash-Vent duct Charging port Equalisation chamber

Antenna (coil) Reducing agent (fluid) Resonance frequency

Reducing agent tank sender G684

Function

The resonance frequency is determined by a microcontroler by coupling a high frequency signal into the medium and scanning the upper frequency range It 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

250 px

To monitor the quality of the AdBlue® on NAR models (North

American Region), a reducing agent quality sensor G849 is

inte-grated in the reducing agent tank It is located adjacent to the

swirl pot on the bottom of the reducing agent tank

Reducing agent quality sensor G849

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Function

The sensor determines the density of the reducing agent by

deflecting the light beam onto a CMOS cell An LED emits light

within a prism and deflects the light beam through the sight glass

filled with reducing agent

If the sight glass is in good condition, the light beam is guided

straight through the sight glass and impinges on an opposing

prism This light beam impinges on a CMOS line sensor with a

resolution of 1024 pixels The impinging light beam is evaluated

and assessed in the electronic evaluation unit The quality of the

reducing agent is determined by reducing and increasing the

deflection of the light beam impinging on the CMOS line sensor

If the reducing agent is degraded, contaminated or diluted with water, the light beam is deflected and impinges on the electronic evaluation unit at a different angle

This results in an event memory entry in the reducing agent ing system control unit J880 and is indicated as a system malfunc-tion in the instrument cluster

meter-AdBlue: malfunction: No restart in 1000 km See handbook.

Reducing agent quality sensor G849

Swirlpot with reducing agent pump V437

Sensor cap with sight glass

Outlet for draining the reducing agent

Prism

1024 pixel resolution

Diesel Adblue Water CMOS line sensor

Combined design cover with integrated air filter

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The design cover which acts as the air filter cover is a welded

multi-piece construction The lower section of the design cover

houses the air filter bottom part with air filter element attached to

the body, the air mass meter connection and the adaptor for the

suction hose leading to the engine and the suspension geometry

for the oil filler tube The oil filler tube is connected to the valve

cover by a bayonet catch

The air filter housing has two connecting ports on the dirty air side

One of the two connecting ports can be sealed with a bypass flap

The bypass flap is vacuum-operated

2-piece design cover

(air filter cover)

Air filter bottom part

Air filter element

Air filter box Oil filler tube

Air intake from the front end

Connection for air mass meter

or adaptor

Bypass flap

Acoustics To reduce drive-by noise and cabin noise, the bypass flap is closed, thus reducing the orifice cross-section Signals for

engine speed, engine torque, power demand and vehicle speed are supplied by the engine control unit

Snow To ensure low snow/snow free air intake, the flap is opened at an ambient temperature of +5 °C, resulting in a lower

flow rate at the intake The ambient temperature signal is supplied by the A/C control unit

Water spray To ensure low-spray air intake with no water inlet on the clean air side, the bypass flap is opened as a function of

speed, resulting in a lower flow rate at the intake The signal is supplied by the rain sensor or wiper control unit via the engine control unit

Power Low pressure loss, power increase, reduction in fuel consumption, reduced charge air temperature

The flap is opened upwards of approx 3500 rpm as a function of power output, necessitating a lower flow rate tional air) The engine speed and power demand signals are supplied by engine control unit

(addi-Diagnostics Actuator initiation by short trip (as this can only be checked at idle), visual inspection of flap circuit

The bypass flap is switched by an electromagnetic air filter bypass flap valve N275 (open/close) integrated in the air filter The bypass flap is closed when depressurised Air filter drainage is provided by

an integrated with multi-outlet water discharge system which allows safe drainage while driving in spray/rain and during offroad operation on inclines within the permissible operating parameters The main drainage system is atmospherically controlled (water outlet hose)

Several criteria influence the position of the bypass flap (see table below):

Main intake

Vacuum cell

Engines 3.0l TFSI engine (CREC) 3.0l TDI engine (CRTC)

The quattro drive concept of the Audi Q7 (type 4M) utilises the

tried and tested technology of the Modular Longitudinal Platform

with full-time all-wheel drive This is typified by the 8-speed

automatic gearbox 0D5 It has a front axle drive fore of the torque

converter and houses an integrated transfer case

The transfer case is realised by a self-locking centre differential

with asymmetrical-dynamic torque split and the rear axle drive

through the open differential 0D2

This drive concept saves weight compared to the Audi Q7 (type 4L)

and thus increases efficiency

Assembly of the front prop shaft

The proper shaft is connected to the gearbox output shaft using a

spline

For more information, please refer to SSP 457 and the

Audi Service TV programme "Audi A8 Power Transmission Part 2 /

Topic: Splined Prop Shaft" of 02.09.2010

The software of the 0D5 gearbox utilises the data from the tion system to assist the start-stop system, neutral control and coasting mode The gearbox setup can be adjusted via Audi drive select The gearbox control unit is integrated in the immobiliser system

naviga-The gearbox in the Audi Q7 is entirely operated using wire" technology The selector mechanism and the operating concept are new

"shift-by-The parking lock is electro-hydraulically actuated and can be released using an emergency release mechanism The Auto P func-tion provides added operating comfort

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Clamp

Emergency release

of parking lock, refer to page 48

ATF cooling, refer to page 38

8-speed automatic gearbox 0D5,

refer to page 32

Selector mechanism with "shift-by-wire" technology, refer to page 40

Slide-on propeller shaft

Power transmission

Assembly of the rear prop shaft

The procedure for attaching the prop shaft to the rear axle drive is

described in the bolting specification for triangular matching (refer

to workshop manual)

For detailed information about triangular matching, please refer

to SSP 409 and the Audi Service TV programme "Audi A5 Power

Transmission / Topic Prop Shaft Assembly Concept" of 23.02.2010

Rear axle drive 0D2

The axle drive is an improved version of axle drive 0BC The housing

of final drive 0D2 is designed in such a way that it can be mounted

to the subframe by means of a 4-point mounting system without

any additional mounting

The front rubber-metal bearing is press-fitted into the gearcase

and bolted to the subframe It is supported by an additional

bearing which acts in the Z direction The design provides selective

Additional bearing

Rear axle drive 0D2

Seal

Rubber-metal bearing Subframe

Rubber-metal bearing

In the case of all rubber-metal bearings except the additional bearing, the installation position specified in the workshop manual must be observed

Rear prop shaft

8-speed automatic gearbox 0D5

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

automatic gearbox 0BK first used on the Audi A8 (type 4H) (refer

to SSP 457)

The 0D5 gearbox used by Audi has the internal designation

AL-52-8Q The manufacturer ZF-Getriebe GmbH uses the

designa-tion 8HP65A It is rated for up to 700 Nm of input torque

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

gearbox are:

• Twin-damper converter with integrated pendulum-type

absorber

• Reinforced gear set with revised shift elements, the number of

brake discs and clutch plates is dependent on engine version,

brake B is now activated by a simplex cylinder, the number of

discs of brakes A and B is configured for active disc separation

using corrugated springs

• Mechatronics with modified hydraulic interfaces and a vehicle

plug connection facing in the direction of travel (refer to page 35)

• Plastic ATF pan with integrated ATF suction filter and an ATF drain screw with bayonet catch in place of a thread (refer to page 37)

• Combined ventilation of the 3 oil systems, the ATF, the transfer case and the front final drive (refer to page 37)

• For the first time in a conventional converter-type automatic gearbox, the gearbox software in supports the coasting mode (refer to page 51)

• The neutral control function has been improved (refer to page 52)

In addition, as previously the case with the 0BK gearbox, the software of the 0D5 gearbox utilises the data of the navigation system and supports the start-stop system

The gearbox setup can be adjusted via Audi drive select

The gearbox control unit is integrated in the immobiliser system ATF system cooling is regulated by the engine's thermal manage-ment system (refer to page 38)

Transfer case

The transfer case of the 0D5 gearbox is optionally fiitted with a

self-locking centre differential by AAM or JTEK

Both differentials have an asymmetric-dynamic torque split and,

depending on traction conditions, distribute up to 70 % to the

front axle or up to 80 % to the rear axle without any deceleration

or the need for corrective action by ESC (refer to SSP 363 and 478)

The mechanical centre differential interacts directly with the torque vectoring system, which improves traction and driving dynamics when cornering at high speeds (refer to SSP 617)

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Welded housing

AAM self-locking centre differential

Oil pump

Transfer case ventilation

JTEK self-locking centre differential

Planetary gear carriers with 3 or

4 planetary gears are used, depending on engine type

Brakes A and B have corrugated springs between the discs When

the brakes are open, the springs provide a clearance which

mini-mises drag torque This helps to save fuel and reduces C02

emis-sions

Parking lock with reinforced pawl

and enlarged parking lock gear diameter

Plastic ATF pan with integrated ATF suction filter and an ATF drain screw with bayonet catch in place

of a thread (refer to page 36)

Twin-damper converter with integrated pendu- lum-type absorber (refer to page 34)

Ventilation port, refer

to page 36 and 37 Clutch D

Coil springs for piston resetting in brake B

Active brake disc separation in brakes A and B

Twin-damper converter with integrated pendulum-type absorber

The torque converter of the 0D5 gearbox is a twin-damper

con-verter with integrated pendulum-type absorber

This cannot be seen from the exterior, but if the torque converter is

rolled or shaken the very loosely mounted pendulum-type

absorb-ers can produce typical rattling noises This isnot indicative of a

damaged or faulty converter Even at low engine speeds, the

pendulum masses produced by the centrifugal force are thrust

outwards and no longer generate any noise

The 4 pendulum masses complement the conventional working principle of the twin-damper converter by damping engine tor-sional vibration as a function of engine speed This si achieved through the interaction of centrifugal force (Fz) and the shape of the bearing races At low engine speed, a low centrifugal force produces more pronounced pendulum movement than a high centrifugal force at high engine speed The pendulum masses and the shape of the bearing race are adapted to the engine in such a way that the pendulum movement counteracts the torsional vibration of the engine

For more information about the functional principle of type absorbers, refer to the Audi Service TV programme "Dual mass flywheels with pendulum-type absorbers" of 16.01.2015

Spline for gearbox input

shaft (spins at gearbox

input speed)

Spline for impeller shaft

(supported by the gearcase)

Converter lockup clutch

Piston for converter lockup clutch

Spline for

ATF pump shaft

(spins at engine speed)

Arc springs

Bearing plate

Pendulum-type absorber Pendulum bearing Compression springs Bearing race on pendulum-

type absorber side

The blue-coloured sectional edges show the components

connected to the internal combustion engine when the

converter lockup clutch is open (primary side)

Key:

The magenta-coloured sectional edges show the nents connected to the gearbox input shaft when the converter lockup clutch is open (secondary side)

compo-Mechatronics module

The mechatronics module of the 0D5 gearbox by ZF-Getriebe GmbH

has the manufacturer designation -E26/29 It is an improved

version of mechatronics module -E26/6 used in the 0BK gearbox of

the Audi A8 (type 4H) The key differences between mechatronics

module -E26/9 and mechatronics module -E26/6 are the modified

hydraulic interfaces for brake B and the ATF cooler as well as the

vehicle connection facing in the direction of travel

Thes sensors and actuators as well as the design of the hydraulic parking lock and the hydraulic pulse accumulator (HIS) are identical Accordingly, the shift elements are activated in the same way For further information, refer to Self Study Pro-gramme 457

electro-632_144

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To converter

Suction connection to

mechani-cally driven ATF pump

ATF cooler intake

from ATF cooler return

to lubrication pressure limitation

Pressure connection

of hydraulic pulse accumulator (HIS)

Pressure connection from mechanically driven ATF pump

Parking lock slide valve

Oil bleed port for double shaft oil seal

(refer to page 36)

ATF and gear oil systems

The 0D5 gearbox of the Audi Q7 has 3 separate systems: The plastic ATF pan saves weight It forms a unit together with the

ATF suction filter and must be replaced when replacing the mechatronics module or the hydaulic pulse accumulator The ATF pan has reinforcing ribs which offer sufficient stability to allow the gearbox to be set down flat on the ATF pan

The ATF drain screw has a bayonet catch in place of the usual thread It may not be reused and must be replaced after checking the oil level

1) STURACO is an oil additive 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)

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Transfer case vent

Inspection and filler screw for the

transfer case gear oil

Flexible absorber,

use depends on engine type

Torque converter bell housing

Permanent magnets

ATF filler and inspection screw

Oil pump for transfer case

Vent port

Integrated seal

Inspection and filler screw for front final drive

Plastic ATF pan

ATF suction filter

Oil bleed port directly below (not shown here).

The oil bleed port leads to the space between the sealing lips of the double oil seal separating the final drive oil system from the transfer case oil system.

ATF system for the planetary gearbox and the hydraulic

control unit (lifetime)

Oil system for the transfer case

(gear oil with STURACO1), lifetime)

Oil system for front final drive

(gear oil without STURACO1), lifetime)

Combined gearbox ventilation

The vent pipe leading into the collection chamber is sealed off

from the collection chamber by an O-ring The sealing sleeve

prevents the ingress of operating fluids into the converter bell

The ventilation port in the converter bell provides the necessary pressure equalisation after heating or cooling of the gearbox To allow pressure equalisation to take place, the ventilation port must

be open and unobstructed

Oil drain screw for the transfer case

ATF cooler intake Vent port

Oil bleed port Leading to the space between the sealing lips of the double oil seal separating the ATF system from the transfer case oil system.

ATF cooler return Vent for front final drive

ATF drain screw with bayonet catch in place

of a thread, not reusable

O-ring Collection chamber

ATF cooler (refer to page 38)

Cover for service opening

Transfer case vent

Drain screw for front final drive

Cover for starter opening

Note

During transportation and when carrying out work on the gearbox, the gear 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

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ATF cooling

The ATF cooling system is integrated in parallel in the engine

coolant circuit and controlled by the gearbox cooling valve N509

Valve N509 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

If the ATF cooler is leaking, coolant (glycol) will mix with the ATF Even the smallest quanties of coolant in the ATF can have a detri-mental effect on clutch control A glycol test can exclude this cause

The diagram shows a section of the coolant circuit of the

3.0l V6 TDI engine (refer to page 25)

ATF cooler Gearbox oil cooling valve

N509

Integration in the coolant circuit

2

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Start phase

When the engine is cold started, valve N509 is energised and thus

closed The cooling circuit for the ATF heat exchanger is

inter-rupted The engine reaches its operating temperature more

quickly The thermal management system of the engine control

unit decides when valve N509 is to be reopened The criteria for

opening valve N509 are the ambient temperature, the engine

temperature, the engine speed and the heat demand of the

Cli-matronic

Heating of the ATF

If the engine has reached its operating temperature and if there is

sufficient heat available to heat the occupant cell, valve N509 is

opened and the ATF is heated The lower viscosity of the ATF

improves the efficiency of the gearbox

Normal operation / cooling of the ATF

The coolant temperature in the engines available at launch of the

Audi Q7 is kept between 80 °C and 90 °C This corresponds to the

nominal temperature range of the ATF During normal operation,

valve N509 is de-energised and open and the ATF temperature is

kept between 80 °C and 90 °C

Gear oil cooling valve N509

• de-energised and open

• de-energised and closed

• Final control test using Guided Fault Finding

ATF return line

ATF supply line ATF cooler

Selector mechanism

A new feature of the Audi Q7 is the selector mechanism and

operating concept which entirely uses "shift-by-wire" technology

• 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 fallback level

• The parking lock is operated electro-hydraulically in activated

automatically (Auto P function)

• In the event of a fault, a mechanical emergency release

mecha-nism allows the parking lock to be released in order to move the

vehicle (refer to page 48)

A 100% "shift-by-wire" technology was implemented for the first

time on the Audi A8 (type 4H) (refer to SSP 457 page 8)

Screw

Selector lever position display

Y5

P button, parking lock button E816 with parking lock warning light K320.

K320 is lit when the parking lock is active.

(selector lever E313)

Selector lever sleeve

Selector lever

Plug connection E

Plug connection A

To manually activate the parking lock, the driver must press the

P button A requirement for activating the parking lock is a speed

signal of < 1 kph To ensure reliability and facilitate fault

diagnos-tics, the P button comprises 3 shift elements

Parking lock button E816, P button

The shift status is indicated to the selector lever sensors control unit J587 via 2 interfaces and plug connection E (refer to function diagram) If the P button is fault, a message appears in the instru-ment cluster and the system reverts to the Auto P function when the engine stops

A new feature compared to the Audi A8 (type 4H) is the operating concept:

• Only gears R, N, D and S are selected through the automatic

gate

• The parking lock can only be activated manually using the

P button There is no selector lever position for P.

• To operate the tiptronic function (manual mode M), the selector

lever must be moved into the tiptronic gate (this is only

pos-sible if gear position D or S is active).

• The release button (selector lever release button E681) is, as per usual, integrated in the selector lever and configured for redundancy (refer to function diagram)