Self Study Programme 632 For internal use onlyAudi Q7(type 4M)Audi Service Training BackForwards Ξ ContentsThe great quattroWith a special emphasis on the values of "Presence", "Precision" and "Performance", the second generation Audi Q7 is the top-ofthe-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. 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 aluminum 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.632_002Learning 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 system2ContentsIntroductionPresentation __________________________________________________________________________________________________________________________________________________ 4 In brief ________________________________________________________________________________________________________________________________________________________ 6BodyIntroduction __________________________________________________________________________________________________________________________________________________ 8 Joining technology __________________________________________________________________________________________________________________________________________ 10 Attachments _________________________________________________________________________________________________________________________________________________ 12 Seat systems ________________________________________________________________________________________________________________________________________________ 17Occupant safetyOverview _____________________________________________________________________________________________________________________________________________________ 20EnginesPetrol Engine ________________________________________________________________________________________________________________________________________________ 22 Diesel engine ________________________________________________________________________________________________________________________________________________ 24 Combined design cover with integrated air filter ________________________________________________________________________________________________________ 28 Engine/gearbox combinations _____________________________________________________________________________________________________________________________ 29Power transmissionOverview _____________________________________________________________________________________________________________________________________________________ 30 8-speed automatic gearbox 0D5 __________________________________________________________________________________________________________________________ 32 Twin-damper converter with integrated pendulum-type absorber ____________________________________________________________________________________ 34 Mechatronics module _______________________________________________________________________________________________________________________________________ 35 ATF and gear oil systems ___________________________________________________________________________________________________________________________________ 36 Selector mechanism ________________________________________________________________________________________________________________________________________ 40 Gearbox functions _ __________________________________________________________________________________________________________________________________________ 50 Service _ _______________________________________________________________________________________________________________________________________________________ 53ChassisOverall concept ______________________________________________________________________________________________________________________________________________ 54 Axles and wheel alignment ________________________________________________________________________________________________________________________________ 55 Chassis with air suspension and electronic damper control ____________________________________________________________________________________________ 56 All-wheel steering _ __________________________________________________________________________________________________________________________________________ 57 Brake system ________________________________________________________________________________________________________________________________________________ 58 Steering system _____________________________________________________________________________________________________________________________________________ 59 Adaptive Cruise Control (ACC) _____________________________________________________________________________________________________________________________ 60 Wheels and tyres ____________________________________________________________________________________________________________________________________________ 61Electrical systemInstallation locations of control units ____________________________________________________________________________________________________________________ 62 Topology _____________________________________________________________________________________________________________________________________________________ 64InfotainmentOverview of versions ________________________________________________________________________________________________________________________________________ 66Air conditioningIntroduction _________________________________________________________________________________________________________________________________________________ 68 Heater and air conditioner _________________________________________________________________________________________________________________________________ 71 Ionisers _ _____________________________________________________________________________________________________________________________________________________ 73 Auxiliary heater _ ____________________________________________________________________________________________________________________________________________ 75 Windscreen defroster _ ______________________________________________________________________________________________________________________________________ 76ServiceInspection and maintenance _ ______________________________________________________________________________________________________________________________ 77 Self study programmes _ ____________________________________________________________________________________________________________________________________ 79The 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.NoteReference3 BackForwards Ξ ContentsIntroductionPresentationThe 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.Engines6-cylinder V engines with turbocharger and start-stop system: • 3.0l TFSI (245 kW) • 3.0l TDI (200 kW) Other engine versions will become available at a later date.Assistance systemsThe 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 • Evasion assist • Turning assistHeadlightsDepending 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.Air conditioningA newly developed, two-zone deluxe air conditioning system is standard. Its new operating concept uses fewer buttons and controls. Audi also offers the option of a four-zone system, the temperature displays of which are integrated into the rotary dials.4 BackForwards Ξ ContentsBodyUltra-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.Power transmissionA 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).632_044Displays and operationDisplays appear on the central MMI monitor, which rises up from the instrument 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 instrument cluster - the Audi virtual cockpit.ChassisThe 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.5 BackForwards Ξ ContentsIn briefDimensions1679 1968632_024174112191691 2212632_0251 3)107101 69782994 50521080632_0266788 BackForwards Ξ Contents15712)15131)15712)15131)1179 1086632_027Exterior dimensions and weightsLength in mm Width (not including exterior mirrors) in mm Width (including exterior mirrors) in mm Height in mm Front track width in mm Rear track width in mm Wheelbase in mm Kerb weight in kg Gross vehicle weight in kg Drag coefficient cw 5052 1968 2212 1741 1679 1691 2994 19701) 27401), 2) 0.32Inner dimensions and other specificationsFront cabin width in mm Front headroom in mm Front shoulder width in mm Rear headroom6) in mm Through-loading width in mm Load sill height in mm Luggage capacity of 5-seater in l Luggage capacity of 7-seater in l Capacity of fuel tank in l 15713) 10714) 15125) 1016/917 1086 788 890/20757) 7708)/19559) 75/8510)Applicable to 5-seater with 3.0l TFSI engine 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) Optional1) 2)All dimensions are given in millimetres and refer to the unladen weight of the vehicle.7 BackForwards Ξ ContentsBodyIntroductionThe Audi Q7 (type 4M) is based on the second generation of MLBevo (Modular Longitudinal Platform Evolution). The lightweight 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. 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 componentsAluminum 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 profileThe 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.Key:Sheet aluminium Die-cast aluminium Aluminium section Ultra high strength steel (hot-formed) Advanced high strength steel High strength steel Low strength steel8 BackForwards Ξ Contents632_0839 BackUltra-high-strength hot-formed components 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.Forwards Ξ ContentsFollowing miscellaneous tests and crash tests, approval was given for two sectional repair areas where MAG welding is allowable in the case of the Audi Q7: 1 2 Outer top left /right A post Inside left/right B postThe following ultra high strength hot-formed components have to be completely replaced if damaged: 3 4 5 6 Inside left/right sill Cross-member of outside left/right bulkhead End section of left/right cross member 2 Upper tunnel reinforcement1 3 4 625632_084Joining technologyThe key to optimising the body structure is using "the right materials in the right place". The resulting challenge for the joining technology was to develop, to the greatest extent possible, universal and reliable solutions for the large variance in material/thickness 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) 610 flow-drill screws 58 clinching points 146 m of adhesive 4.5 m of seaming "Hot" joining methods • • • • • 2579 spot welds 105 friction elements 2.3 m of TIG weld seams 2 m of MAG weld seams 9.2 m of laser-welded seams10 BackForwards Ξ ContentsNew joining techniquesPunch 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 Q7.632_085Friction 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 workpieces together. In the case of the Q7, for example, friction elements 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 microstructure is changed.632_086Sheet aluminium Die-cast aluminiumSteel Ultra high strength steel (22MnB5)Joining techniques in overviewSimilar types of join Aluminium / aluminium Steel / steel Mixed design Aluminium / steel with Rm of up to 800 MPa Aluminium / steel with Rm of 800 MPa or higherPunch riveting with semi hollow rivetsResistance spot weldingPunch riveting with semi hollow rivetsPunch riveting with special semi hollow rivetsFDS screwingMAG weldingFDS screwingFriction element weldingClinchingClinchingSeamingLaser weldingSeamingTIG welding11 BackForwards Ξ ContentsAttachmentsPanoramic glass sunroofThe 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. 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.Glass panel 2 (fixed)Glass panel 1Panoramic glass sunroof mechanismWind deflector Roof cutout sealFrame for panoramic glass sunroofDirection of travelFront water outletSliding sunroof motor V1 Sliding sunroof adjustment control unit J245Rear water outletSliding sunroof roller blind motor V260Roof roller blindFront water outlet632_066Note With regard to cleaning the water drain hoses and cleaning and lubricating the sliding sunroof mechanism, the information given in the current service literature must be observed. To ensure the proper functioning of the panoramic glass sunroof after the motor has been removed and reinstalled or replaced, a so-called teach cycle must be carried out (refer to "Diagnostic tester").12 BackForwards Ξ ContentsAerodynamics and aeroacousticsThe solid and elegant impression is accentuated by the highquality 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. 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.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. The radiator louvre also controls air intake upstream of the radiator 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.Radiator louvre closedRadiator louvre control motor V544632_080Radiator louvre open632_0821)To be introduced at a later date.13 BackForwards Ξ ContentsElectric rear lidThe 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. 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.Rear hatch power latching system motor V382Bowden cableRear hatch lock with central locking motor in rear hatch V53 (rotated for a better view)CatchPawl632_08114 BackForwards Ξ ContentsGlazingBasically, the customer can choose between 2 glazing variants for the Audi Q7. An optional electric windscreen heater is only available 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.Glazing variant 1:Windscreen • Acoustic windscreen made of laminated safety glass Option • Privacy glazing from the B post back Rear window • Toughened safety glassSide windows • Toughened safety glass632_069Glazing variant 2:Windscreen • Insulating glass made of laminated safety glass • Windscreen heater as optional equipment Option • Privacy glazing from the B post back Rear window • Toughened safety glassKey 1.8 mm of outer/inner glass 0.76 mm of acoustic film (composite film 1) 0.05 mm of infrarred filter 0.38 mm of composite film 215Side windows • Laminated safety glass632_068 BackForwards Ξ ContentsTow barThe 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.Swivelling ball joint motor V317632_067Articulation angle sensor for tow bar G820Preparation for trailer operation 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.632_029 16 BackForwards Ξ ContentsSeat systemsManually 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 adjustable inclination. As an option, all three seats can be adjusted variably fore or aft by up to 110 mm. A further option is 2 individual 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.Electrical seat adjustmentDeluxe head restraints, horizontally and vertically adjustableSliding rear seats as individual seats, with fold-up function632_09717 BackForwards Ξ ContentsIndividual contour seatThe individual contour seat in full spec offers the following functions: • • • • • • • 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, pneumaticMassage cushion, pneumaticSeat back ventilationSeat base ventilation632_07118 BackForwards Ξ ContentsKinematic mechanism of third seat rowThe 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. 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.Tab for manual fold-down of the head restraintMotor of pawl 2 for right seat back adjustment, third seat row F525Bowden cable for automatic fold-down of the head restraintMotor of pawl 2 for right seat back adjustment, third seat row F544Motor for right seat back adjustment, third seat row V361Switch forleft seat back adjustment, third seat row E565 Switch for right seat back adjustment, third seat row E549Switch 2 for left seat back adjustment, third seat row E801 and switch 2 for right seat back adjustment, third seat row E804632_051Operation 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.Operating buttons in the rear cabinOperating buttons in the luggage compartment632_031632_030 19 BackForwards Ξ ContentsOccupant safetyOverviewOn the following pages you will find a summary of the occupant protection system in the Audi Q7.In-vehicle airbagsDriver airbag Front passenger airbagComponentsFront side airbagDepending 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) • • • • • • • • • • • • • 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 isolator20 BackForwards Ξ ContentsFront side airbagHead airbag, driver and front passenger sideRear side airbagRear side airbag632_072Reference 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".21 BackForwards Ξ ContentsEnginesPetrol EngineTorque/power curve of 3.0l V6 TFSI engine   Power output in kW   Torque in Nm632_060Engine speed [rpm]632_012Features Engine code Type Displacement in cm3 Stroke in mm Bore in mm Number of valves per cylinder Firing order Compression ratio Power output in kW at rpm Torque in Nm at rpm Fuel type Engine management system Supercharging Lambda control Mixture formation Emission standard CO2 emissions in g/kmSpecifications CREC 6-cylinder V-engine with 90° V angle 2995 89 84.5 4 1-4-3-6-2-5 10.8 : 1 245 at 5500 - 6500 440 at 2900 - 5300 Premium unleaded 95 RON Simos Deactivatable supercharger (Roots blower) 2 sensors upstream of catalytic converter and 2 sensors downstream of catalytic converter Combined (dual) direct (FSI) and multipoint (MPI) injection EU6 179Reference 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)"22 BackForwards Ξ ContentsCooling circuit of 3.0l V6 TFSI engine1 2V553 4 N279 5 6 N5094V509G6944127810 1113 1516 14 G62 J671 J293171619 18V188 20632_009Key: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Front heater heat exchanger Rear heater heat exchanger Auxiliary heater Vent screw Flow restrictor ATF cooler Right charge air cooler Cylinder head, bank 1 Motor oil cooler Cylinder head, bank 2 Left charge air cooler Coolant expansion tank Switchable coolant pump Coolant thermostat Coolant shutoff valve Non-return valve Radiator 18 19 20 Auxiliary radiator Front cooler for charge air cooling circuit Left cooler for charge air cooling circuitG62 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 Cooled coolant Cooled coolant (charge air cooling) Hot coolant Hot coolant (charge air cooling)23 BackForwards Ξ ContentsDiesel engineTorque/power curve of 3.0l V6 TDI engine   Power output in kW   Torque in Nm632_005Engine speed [rpm]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.632_003Features Engine code Type Displacement in cm Stroke in mm Bore in mm Number of valves per cylinder Firing order Compression ratio Power output in kW at rpm Torque in Nm at rpm Fuel type Engine management system Maximum injection pressure in bar Fuel injectors Exhaust gas treatment Emission standard CO2 emissions in g/km3Specifications CRTC 6-cylinder V-engine with 90° V angle 2967 91.4 83.0 4 1-4-3-6-2-5 16.0 : 1 200 at 4000 600 at 1500 - 3000 Diesel acc. to EN 590 Bosch EDC 17 with start-stop and recuperation 2000 8-port piezo injectors Oxidising catalyst, SCR coated diesel particulate filter, particulate sensor, oxygen sensor EU6 14924 BackForwards Ξ ContentsCoolant circuit of 3.0l V6 TDI engine1 2V5534 N279 V50 56 7 N474 8N50911 9 12 G62 N489 13141010G694 5 5 G802 15 G8 5F265 1016J671J29317 5Key: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Front heater heat exchanger Rear heater heat exchanger Auxiliary heater Vent screw Non-return valve ATF cooler Exhaust turbocharger Exhaust gas recirculation cooler Coolant expansion tank Flow restrictor Cylinder head, bank 1 Engine block, bank 1 Cylinder head, bank 2 Cylinder head, bank 2 Motor oil cooler Coolant pump Radiator632_010F265 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 Cooled coolant Cooled coolant (charge air cooling) Hot coolant Hot coolant (charge air cooling)25 BackForwards Ξ ContentsSCR systemThe 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). 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.Reducing agent tank 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.Equalisation chamber 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 splashing reducing agent would cause the fuel nozzle to shut off, reducing agent is retained and allowed to settle in the equalisation chamber.Reducing agent filler neck Equalisation chamberReducing agent tank sender G684 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.Vent duct Charging port Reducing agent tank sender G684 Antenna (coil) Reducing agent (fluid)Resonance frequencyFunction 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.Baffle Reducing agent tank heater Z102632_006Swirlpot with reducing agent pump V43726 BackReducing agent quality sensor G849 To monitor the quality of the AdBlue® on NAR models (North American Region), a reducing agent quality sensor G849 is integrated in the reducing agent tank. It is located adjacent to the swirl pot on the bottom of the reducing agent tank.Forwards Ξ Contents632_011Swirlpot with reducing agent pump V437 Outlet for draining the reducing agent Reducing agent quality sensor G849Function 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 metering system control unit J880 and is indicated as a system malfunction in the instrument cluster. AdBlue: malfunction: No restart in 1000 km. See handbook.PrismSensor cap with sight glassReducing agentPrismCMOS line sensor250 pxDieselAdblue 1024 pixel resolutionWaterLEDSensor housingCMOS line sensor (reader unit)632_00827 BackForwards Ξ ContentsCombined design cover with integrated air filterThe 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. 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):Acoustics Snow Water sprayTo 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. 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. 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. 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 (additional air). The engine speed and power demand signals are supplied by engine control unit. Actuator initiation by short trip (as this can only be checked at idle), visual inspection of flap circuit.PowerDiagnostics2-piece design cover (air filter cover)Air filter elementAir filter bottom partOil filler tubeConnection for air mass meter or adaptor Vacuum cell Main intake Air filter boxBypass flapAir intake from the front end632_004 28 BackForwards Ξ ContentsEngine/gearbox combinationsThe engine-gearbox combinations shown below are those available at market launch.Engines3.0l TFSI engine (CREC)3.0l TDI engine (CRTC)8-speed Automatic gearbox 0D5 AL552-8ARear axle drive 02D HL600BBreakdown of manufacturer codes: e.g.: AL552-8A M A L 552 Manual gearbox Automatic gearbox Longitudinal mounting Rated torque capacity 8 F A Number of gears Front-wheel drive quattro all-wheel drive29 BackForwards Ξ ContentsPower transmissionOverviewThe 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. The software of the 0D5 gearbox utilises the data from the navigation 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. The gearbox in the Audi Q7 is entirely operated using "shift-bywire" technology. The selector mechanism and the operating concept are new. The parking lock is electro-hydraulically actuated and can be released using an emergency release mechanism. The Auto P function provides added operating comfort.Selector mechanism with "shift-by-wire" technology, refer to page 408-speed automatic gearbox 0D5, refer to page 32ATF cooling, refer to page 38 Emergency release of parking lock, refer to page 48 Slide-on propeller shaftAssembly 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.Clamp632_111 30 BackRear 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 vibration insulation.Forwards Ξ ContentsIn the case of all rubber-metal bearings except the additional bearing, the installation position specified in the workshop manual must be observed.Rubber-metal bearing Subframe Rubber-metal bearingSealRear prop shaftAssembly 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.Rubber-metal bearing632_112z x yAdditional bearingFront differential bearingRear axle drive 0D2632_113 31 BackForwards Ξ Contents8-speed automatic gearbox 0D58-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 designation 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 management system (refer to page 38).Transfer caseThe 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).Planetary gear carriers with 3 or 4 planetary gears are used, depending on engine typeWelded housingTransfer case ventilation632_148Oil pumpAAM self-locking centre differentialJTEK self-locking centre differential32 BackForwards Ξ ContentsActive brake disc separation in brakes A and BBrakes A and B have corrugated springs between the discs. When the brakes are open, the springs provide a clearance which minimises drag torque. This helps to save fuel and reduces C02 emissions.Coil springs for piston resetting in brake B Corrugated springs for brake disc separationSimplex cylinder for brake B, piston resetting by coil springsBrake AClutch DClutch EBrake BVentilation port, refer to page 36 and 37Clutch C Twin-damper converter with integrated pendulum-type absorber (refer to page 34)Brake AFront final driveParking lock with reinforced pawl and enlarged parking lock gear diameterPlastic ATF pan with integrated ATF suction filter and an ATF drain screw with bayonet catch in place of a thread (refer to page 36)632_149 33 BackForwards Ξ ContentsTwin-damper converter with integrated pendulum-type absorberThe torque converter of the 0D5 gearbox is a twin-damper converter 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 absorbers 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 torsional 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 pendulumtype absorbers, refer to the Audi Service TV programme "Dual mass flywheels with pendulum-type absorbers" of 16.01.2015.Bearing plateBedplate side bearing raceFz Pendulum bearingPendulum-type absorber Bearing race on pendulumtype absorber side Pendulum movement632_141Pendulum-type absorberPendulum bearingCompression springsBearing plateTurbine wheelPump wheelImpellerSpline for gearbox input shaft (spins at gearbox input speed)Spline for ATF pump shaft (spins at engine speed) Spline for impeller shaft (supported by the gearcase)Piston for converter lockup clutch Converter lockup clutch632_142Arc springsKey: The blue-coloured sectional edges show the components connected to the internal combustion engine when the converter lockup clutch is open (primary side). The magenta-coloured sectional edges show the components connected to the gearbox input shaft when the converter lockup clutch is open (secondary side).34 BackForwards Ξ ContentsMechatronics moduleThe 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.Clutch E Brake AThes sensors and actuators as well as the design of the electrohydraulic 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 Programme 457.Clutch DHydraulic pulse accumulator (HIS)Clutch C Brake B Close converter lockup clutch From converter To converter Lubrication pressure limitationConnector to vehicleParking lock slide valve632_143Pressure connection from mechanically driven ATF pumpHydraulic pressure supply to mechatronics module from hydraulic pulse accumulator (HIS)Suction connection to mechanically driven ATF pumpATF cooler intake from ATF cooler return to lubrication pressure limitation Pressure connection of hydraulic pulse accumulator (HIS)To converter From converter Close converter lockup clutch Clutch C Clutch EClutch D Oil bleed port for double shaft oil seal (refer to page 36) Brake A Brake B632_14435 BackForwards Ξ ContentsATF and gear oil systemsThe 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.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)Transfer case ventATF filler and inspection screwTorque converter bell housingVent portInspection and filler screw for the transfer case gear oilFlexible absorber, use depends on engine typeInspection and filler screw for front final drive632_129Permanent magnetsATF suction filterOil pump for transfer caseIntegrated sealPlastic ATF panOil 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.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).36 BackForwards Ξ ContentsCombined gearbox ventilationThe 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.Vent pipeVent for front final drive Collection chamberTransfer case ventVent portSealing sleeveATF ventATF cooler returnCover for starter openingCover for service openingO-ringATF cooler intake632_130Gearbox cooling valve N509 (refer to page 38)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.632_131Drain screw for front final driveATF cooler (refer to page 38)ATF drain screw with bayonet catch in place of a thread, not reusableOil drain screw for the transfer caseNote 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.37 BackForwards Ξ ContentsATF coolingThe 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 detrimental effect on clutch control. A glycol test can exclude this cause.Integration in the coolant circuitThe diagram shows a section of the coolant circuit of the 3.0l V6 TDI engine (refer to page 25).ATF coolerGearbox oil cooling valve N50921632_05838 BackStart phase When the engine is cold started, valve N509 is energised and thus closed. The cooling circuit for the ATF heat exchanger is interrupted. 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 Climatronic.Forwards Ξ ContentsHeating 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 FindingATF return line12632_132ATF coolerATF supply line39 BackForwards Ξ ContentsSelector mechanismA 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 mechanism 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). 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 possible 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).CapScrew Selector leverRelease button, selector lever release button E681Selector lever sleeveP button, parking lock button E816 with parking lock warning light K320. K320 is lit when the parking lock is active.Selector lever position display Y5Selector mechanism coverPlug connection CPlug connection EPlug connection C Plug connection ASelector mechanism (selector lever E313)632_114Parking lock button E816, P button 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 diagnostics, the P button comprises 3 shift elements. 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 instrument cluster and the system reverts to the Auto P function when the engine stops.40 BackInformation flow The pathway for data exchange between the selector mechanism and the gearbox is infotainment CAN – gateway – FlexRay. The selector lever sensors control unit determines the positions of the selector lever as well as the signals of the buttons are transfers this information to the gearbox control unit.Forwards Ξ ContentsThe gearbox control unit engages the gear corresponding to the driver input and sends this information to the selector lever control unit. The selector lever control unit then activates the selector lever lock solenoid N110, the selector lever position display LEDs Y5 and the parking lock warning light K320. When selecting a gear, this information flow leads to a short delay until the corresponding gear symbol lights up.Functional diagram of selector mechanismSelector mechanismSelector leverCAN-High632_115CAN-LowKey: E313 Selector lever (selector mechanism) E681 Selector lever release button E816 Parking lock button G727 Selector lever position sender G868 Transverse selector lever lock sender J587 Selector lever sensors control unit K320 Parking lock warning light N110 Selector lever lock solenoid V577 Transverse selector lever lock motor Y5 Selector lever position displayVAS 642 001 The Y adaptor VAS 642 001 allows measurements to be taken between the selector mechanism (selector lever E313) and the selector lever position display Y5.632_116 41 BackDisplay logicForwards Ξ ContentsE D E 1-8 M 1-8 R R N N P P∆ D 1-8 D/S S 1-8 M 1-8 S 1-8 D/S M 1-8 + M 1-8 + -Display in instrument cluster when coasting Instrument cluster display in efficiency mode Instrument cluster display during use of tiptronic in D/S Instrument cluster display Illumination of selector lever position display Y5632_134Shift diagramSelectable positions Current gear selected Selectable gearBasic positionSelectable positionsSelector lever in automatic gate, tiptronic gate blockedSelector lever in automatic gate, tiptronic gate free, D/S shiftSelector lever in tiptronic gate, tiptronic function active, manual mode MSelector lever positions632_117Key to selector lever lock – longitudinal Software lock: deactivation by pressing the foot brake Mechanical locking effect of selector lever lock solenoid N110: deactivation by pressing the release button E6811)Software lock: deactivation by pressing the release button E6811)Speed-dependent gearbox protection function A change in driving direction from D to R and vice versa is only possible at a speed below 8 kph. The gearbox protection function locks out at above a speed of 8 kph after a change in driving direction shifting into 1st gear and into R gear.1)In the event of a fault, the release button E681 is considered actuated. The red and grey locks are deactivated and an event memory entry is made. The selector can be moved out of positions P and N by pressing the foot brake.42 BackSelector lever lock solenoid N110 The selector lever also serves as an ergonomic hand rest for operating the MMI. To avoid unintentional selector lever operation when operating the MMI, forward movement of the selector lever is blocked in selector positions D and S. In selector position D/S the selector lever lock solenoid N110 is energised and the locking bolt engages the selector lever locking gate. The selector can now be moved back into position B1 from the basic position in order to shift from D to S or from S to D.Forwards Ξ ContentsTo avoid noise, N110 remains energised after shifting to the tiptronic gate. The locking effect of the bolt is, however, deactivated because the locking gate swivels away when the selector lever is moved into the tiptronic gate. The locking effect is reactivated when the selector lever is moved back into the automatic gate. When the release button E681 is pressed, the power supply to N110 is disconnected and the locking effect is deactivated.Release button, Selector lever release button E681Plug connection CPawlLocking pinSelector lever lock solenoid N110 energised in D and SB2 B1 A1 A2Automatic gate track of locking element, the locking element has two gate tracks, one for the automatic gate and one for the tiptronic gate.Basic position X632_11843 BackSelector lever lock – transverse To ensure that the selector lever cannot be inadvertently moved into the tiptronic gate, it is transversely locked in selector positions P, R and N.Forwards Ξ ContentsSelector position P/R/N – selector lever – transverse, active The locking cam is positioned in such a way that it engages the locking slot in the crosspiece in which the selector lever is mounted. The selector lever cannot be moved into the tiptronic gate.Transverse selector lever lock motor V577 The resetting shaft is bidirectional. Motor V577 is energised for this purpose, the direction of current flow (polarity) producing the desired direction of rotation.Worm gearResetting shaft, with axiale resetting plate and locking cam632_119Release directionMagnet for transverse selector lever lock sender G868 The transverse selector lever lock sender is a Halleffect sender. The control unit is able to determine the position of the selector lever lock based on the movement of the magnet detected by the Halleffect sender.Locking cam, selector lever locked44 BackSelector position D/S –selector lever lock– transverse, inactive The transverse lock is deactivated in selector position D or S. The locking cam is rotated out of the locking slot by the worm gear. The selector lever can now be moved into the tiptronic gate.Forwards Ξ ContentsLocking directionMagnetTransverse selector lever lock sender G868 (Hall-effect sender) The magnet is positioned to the side of sender G868. The movement of the magnet over the Hall-effect sender indicates to the selector lever sensors control unit that the transverse lock is inactive. Locking slot in crosspiece632_120Resetting directionResetting plateResetting the selector lever If the selector lever is in the tiptronic gate when the driver shuts off the engine, it is automatically moved back into the automatic gate. For this purpose, motor V577 turns the resetting shaft one full turn in the resetting direction. The resetting plate exerts axial lift on the selector lever and moves it back into the automatic gate. The selector lever position sender G727 ascertains whether the selector lever is in the tiptronic gate or the automatic gate (refer to page 46