01v 01l automatic transmissions.pdf

The 01V and 01LAutomatic Transmissions

Self-Study ProgramCourse Number 951903

Design and Function

Audi of America, Inc.Service TrainingPrinted in U.S.A.Printed in 6/2000Course Number 951903

All rights reserved. All information containedin this manual is based on the latest productinformation available at the time of printing.The rights is reserved to make changes at anytime without notice. No part of this publicationmay be reproduced, stored in a retrieval sys-tem, or transmitted in any form or by any means,electronic, mechanical or photocopying, record-ing or otherwise, without the prior permissionof the publisher. This includes text, figures andtables.

Always check Technical Bulletins and the AudiWorldwide Repair Information System for anyinformation that may supersede any informa-tion included in this booklet.

TABLE OF CONTENTS

Table of Contents:

OBJECTIVES ................................................................................................................................II

INTRODUCTION .........................................................................................................................1

BASIC OPERATION .....................................................................................................................4

01V POWERFLOW ......................................................................................................................14

01L POWERFLOW ......................................................................................................................25

TORSEN OPERATION ..............................................................................................................35

ELECTRONIC OPERATION ......................................................................................................41

SUMMARY .................................................................................................................................72

TELETEST ...................................................................................................................................73

i

OBJECTIVES

Objectives:

In this program, you will learn:

• How to identify an 01V and an 01L automatic transmission

• How a basic transmission operates

• How to follow the power flow through an 01V automatic transmission

• How to follow the power flow through an 01L automatic transmission

• How the Torsen center differential operates

• How the electronic components operate

• How the dynamic shift program operates

• How the emergency running modes operate.

ii

INTRODUCTION TO THE 01V AND 01L AUTOMATIC TRANSMISSIONS

1

The 01V and 01L AutomaticTransmissions

The 01V and 01L automatic transmissions aremanufactured by ZF AG. These transmissionsboth offer a high level of driving comfort andhandling capability.

01V Application

The 01V is used in the following models:

• All-wheel drive Audi A4• Front-wheel drive Audi A4• All-wheel drive Audi S4• All-wheel drive Audi A6• Front-wheel drive Audi A6• Front-wheel drive Audi A8.

The 01V automatic transmission was introduced in1995 in the Audi A4.

01L Application

The 01L is used in the following models:

• All-wheel drive A8• 4.2 Liter A6.

The 01L automatic transmission was introduced in1997 in the Audi A8.

01V Automatic Transmission5HP19

01L Automatic Transmission5HP24


2

The 01V Automatic Transmission

The 01V automatic transmission is genericallyknown as the 5HP19.

The transmission tag on the 01V can be found:

• At the bottom front of the transmission. It canbe seen using a flashlight. It is under the leftside transmission aluminum mount

• On the side of the transmission (not acces-sible when the transmission is in the vehicle).

The components of the transmission tag are:

1. Transmission Serial Number2. Transmission Part List Number3. Transmission Identification Number4. Transmission Code Letter.

The capacities of the 01V automatic transmissionare:

• Initial filling - 9.0 L (9.5 quarts)• Changing - About 2.6 L (2.7 quarts)• Lubricant - ATF (FWD)

1.0 ltr G 052 162 A2• Front and Center

Differential Fluid - 0.5 ltr G 052 145 A2.

Front-Wheel DriveTransmission Tag Locations

All-Wheel DriveTransmission Tag Locations

• Additives cannot be added tothe Automatic TransmissionFluid (ATF).

• Part numbers are listed for refer-ence only. Always check withyour parts department for thelatest information.

• Always check AESIS for thecorrect automatic transmissionfluid checking procedure.


3

The 01L Automatic Transmission

The 01L automatic transmission is genericallyknown as the 5HP24.

The transmission tag on the 01L can be found:

• At the bottom of the transmission in front ofthe oil pan.

The components of the transmission tag are:

1. Transmission Serial Number2. Transmission Part List Number3. Transmission Identification Number4. Transmission Code Letter.

The capacities of the 01V automatic transmissionare:

• Initial filling - 9.8 L (10.4 quarts)• Changing - About 3.5 – 4.0 L

(3.7 – 4.2 quarts)• Lubricant - ATF

1.0 ltr G 052 162 A22.0 ltr G 052 162 A6

• Front and CenterDifferential Fluid - 0.5 ltr G 052 145 A2.

Transmission Tag Location

• Additives cannot be added tothe Automatic TransmissionFluid (ATF).

• Part numbers are listed for refer-ence only. Always check withyour parts department for thelatest information.

• Always check AESIS for thecorrect automatic transmissionfluid checking procedure.

BASIC AUTOMATIC TRANSMISSION OPERATION

4

Basic Automatic Transmission Operation

Objectives:

• Explain torque converter operation

• Explain torque converter clutch operation

• Explain the function of planetary gearsets

• Explain the difference between clutches andbrakes

• Explain the function of the oil pump

• Explain the function of the computer controls

• Explain the functions of the sensors andactuators

• Explain emergency running modes.


5

Hydraulic Torque Converter

Torque Conversion

The basic torque converter consists of the:

• Impeller, or Pump• Turbine• Stator.

The impeller mounts to the converter housing,which bolts to the flywheel. The turbine is splinedto the transmission input shaft.

When the engine is running, the impeller slingsthe oil in the converter into the fins on the turbine.That motion of the oil being thrown against theturbine is what provides the torque to the trans-mission input shaft and drives the vehicle.

Since there is no direct mechanical connectionbetween the engine and transmission, you cancome to a full stop without shifting into neutral orreleasing a clutch. The natural slip between theimpeller and the turbine allows the engine tokeep running when the vehicle is at a full stop,even while in gear.

However, once the oil leaves the turbine, it ismoving in the opposite direction of the impeller,and will slow the impeller speed.

The stator corrects this condition. The stator ismounted between the turbine and the impeller.The stator redirects the oil so it is moving in thesame direction as the impeller. By changing thedirection of the oil as it leaves the turbine, thestator actually increases the overall torque in thesystem. This process is called torque multiplica-tion.

When the engine is applying power to the torqueconverter assembly, the stator is locked against itsone-way clutch. The stator will unlock and beginto rotate slowly when the impeller and turbinehave reached similar speeds.

The torque converter has the ability to multiply thetorque of the engine up to 2 1/2 times.

Stator

Turbine Impeller


6

Hydraulic Torque Converter Clutch

In the past, manual transmissions were muchbetter in fuel economy compared to automatictransmissions. This is because a torque convertercan only pass about 85% of engine powerthrough to the transmission at cruising speeds.

However, engineers came up with a way to makeautomatic transmissions have better fueleconomy. They locked the torque converterhousing to the engine by way of friction material.

The Torque Converter Clutch (TCC) locks thetransmission input shaft directly to the housing ofthe torque converter, eliminating the fluid couplingand driving the transmission directly from thecrankshaft. This eliminates all slip from the torqueconverter. Also, since the torque converter pro-duces most of the heat in the transmission, theapplication of the TCC eliminates all heat pro-duction in the converter.

Audi torque converter clutches have three phasesof operation. These are open, control and lock.These phases can be viewed through the VAG1551/1552 or the VAS 5051 under the ReadMeasuring Value Block function.

The TCC is inactive during the Open phase. Thisis normally in the lower gears under high load.

The TCC is applying, but not fully, during theControl phase. This usually happens in the lowergears and under heavy throttle.

The TCC is fully applied during the Closed phase.This condition occurs in the higher gears and atlight throttle. This may also happen in low gearsin mountainous regions to increase the enginebraking effect on the vehicle.

TCC Inactive

TCC Active


7

Planetary Gearsets

The power transferred through the torque con-verter is passed on to the planetary gearsets.

Planetary gearsets consist of a central, or sungear, with planet gears that run on the sun gearand ring gear. These planet gears are attachedto the planet carrier.

A Simpson gearset is composed of:

• 1 Sun Gear• 1 Planet Carrier with 3 Planetary Gears• 1 Ring Gear.

A Ravigneaux gearset is composed of:

• 1 Small and 1 Large Sun Gear• 1 Planet Carrier with 3 Small and 3 Large

Planetary Gears• 1 Ring Gear.

The 01V transmission uses both a Ravigneauxgearset and a Simpson gearset. The 01L trans-mission uses three Simpson gearsets in an ar-rangement called a Wilson gearset.

The function of the planetary gearsets is to createdifferent gear ratios. These ratios are created byholding and driving different parts of the plan-etary gearset.

Large PlanetaryGear

Ring GearSun Gear

Small PlanetaryGear

Ravigneaux Gearset

Ring Gear

Planetary GearSun Gear

Simpson Gearset

Large Sun Gear


8

Clutches and Brakes

After the power is transferred from the torqueconverter, the clutches determine what parts ofthe planetary gears spin and which are held inplace.

Clutches are a series of friction plates and steelplates alternately splined between two compo-nents. When a clutch piston squeezes theseplates together, the two components will locktogether.

The type of clutches Audi uses are multi-plate wetclutches. This assembly usually consists of 4 or 5clutch discs.

Clutches can either turn or hold a geartraincomponent. If the clutch pack sits inside of aclutch drum, it turns a component.

If the clutch pack splines to the transmission case,it’s a holding clutch because it holds a compo-nent to the case. Audi refers to holding clutchesas brakes.

Some manufacturers use a type of brake called aband. A band wraps around the outside of aclutch drum or geartrain component to hold it inplace. Current Audi transmissions do not usebands.

Multi-disc Clutch Assembly


9

Freewheeling Clutches

Another type of clutch is the freewheeling clutch.These are known as one-way clutches, becausethey turn freely in one direction, but lock up tightin the other. Freewheeling clutches consist ofeither spring-loaded rollers mounted in wedge-shaped slots, or sprags. Sprags are small, S-shaped pieces held between two smooth raceswith light spring tension.

When the races are turned in one direction, therollers or sprags allow the races to slide withoutinterference.

When the races are turned in the oppositedirection, the rollers or sprags will wedge them-selves between the races, preventing the racesfrom moving.

Locked

Freewheeling


10

Oil Pump

The oil pump is a crescent-type pump and islocated in the area between the torque converterand the transmission housing.

The pump is driven directly from the engine bythe torque converter body, and supplies thetransmission and selector unit with oil.

The pump draws in the oil through a filter andpumps pressurized oil through the flow controlvalve. From here, it is passed to the mainpressure valve in the valve body.

At higher speeds, any excess pressurized oil isreturned to the pump’s intake.

Oil Pump


11

Computer Controls

The Transmission Control Module (TCM) receivessignals from many sensors and uses these signalsto control when the transmission shifts and howthe shifts feel.

Some of the internal transmission sensors are thetransmission temperature sensor, the transmissioninput speed sensor and the transmission vehiclespeed sensor.

ABS/ASR Control Module

Motor Intervention Signal

ECM

TCM

The main external sensor the TCM receivesinformation from is the Electronic Control Module(ECM). The ECM supplies signals such as throttleposition, engine speed and engine load. How-ever, the TCM also supplies the ECM with signals.

For example, the TCM can tell the ECM when it isplanning to shift. The ECM will reduce enginepower slightly as the transmission is shifting. As aresult, the driver feels a smooth and seamlessshift, because the ECM and TCM are workingtogether.


12

Sensors and Actuators

Sensors

Sensors are components that tell the TransmissionControl Module (TCM) what is happening. Thesecomponents relay the transmission fluid tempera-ture, the transmission input speed, the transmis-sion output speed and many other signals.

This information is then relayed to the TCM. TheTCM interprets this information and uses it tocontrol the actuators.

Actuators

The actuators do the work. These are the com-ponents that move when commanded. Thesecomponents are valve body solenoids, pressurecontrol valves, shift lock solenoids and many othercomponents.

The actuators close the loop that the sensorsstart. As a result, the central computer knowswhat is happening inside of the transmission andhow to keep everything operating smoothly.

Transmission Fluid Temperature Sensor Shift Lock Solenoid (Actuator)


13

Summary

This section has shown the basics of transmissionoperation.

Power is transferred from the engine to the trans-mission through a torque converter. This torqueconverter is filled with fluid, so there is no directcontact between the engine and the transmission.

The torque converter clutch creates direct contactbetween the engine and the transmission to helpachieve better fuel economy and to cool thetransmission fluid.

When the power is transferred into the transmis-sion, it goes into the planetary gearset, whichcreate different gear ratios.

The clutches and brakes drive and hold thecomponents of the planetary gearset. Clutchesare connected to either the input or the outputshaft, while brakes are held to the transmissioncase. One-way clutches turn freely in one direc-tion, but lock up when turned in the other direc-tion.

The oil pump supplies oil pressure to the entiretransmission. It is a crescent shaped pumpconnected to the torque converter body.

The ECM and TCM communicate with each otherto interpret sensor data and control the actuators.This communication controls how and when thetransmission shifts.

As a result of these components working together,the transmission transfers power to the wheelssmoothly.

Emergency Running Modes

Audi transmissions have functions called emer-gency running modes. There are two possibleemergency running modes, the default functionsand the emergency running mode.

These modes alter the way the transmissionoperates when a failure has occurred. Thesemodes are designed to try and eliminate heatproduction in the transmission, and to allow thevehicle to be driven to safety.

01V POWERFLOW

14

01V Automatic Transmission Powerflow

Objectives:

• Explain the components and operation of theRavigneaux and Simpson gearsets

• Explain which clutches and brakes control thedifferent parts of the planetary gearsets

• Explain which clutches and brakes are activein each gear

• Explain the 01V clutch application chart.

01V POWERFLOW

15

01V Planetary Gearsets

The power transferred through the torque con-verter is passed on to the planetary gearsets.

The 01V transmission has a Simpson planetarygearset and a Ravigneaux planetary gearset.

Planetary gearsets consist of a central, or sungear, with planet gears that run on the sun gearand ring gear. These planet gears are attachedto the planet carrier.

The Ravigneaux gearset is located forward of theSimpson gearset.

The Simpson gearset is composed of:

• 1 Sun Gear• 1 Planet Carrier with 3 Planetary Gears• 1 Ring Gear.

The Ravigneaux gearset is composed of:

• 1 Small and 1 Large Sun Gear• 1 Planet Carrier with 3 Small and 3 Large

Planetary Gears• 1 Ring Gear.

The ring gears on each of the gearsets areconnected with each other and move together.

Ravigneaux Gearset Simpson Gearset

Planetary GearSun Gear

Simpson Gearset

Ring GearLarge PlanetaryGear

Ring GearSun Gear

Small PlanetaryGear

Ravigneaux Gearset

Large Sun Gear

01V POWERFLOW

16

Powerflow Overview

Ravigneaux planetary gearset:

• Clutch A drives the large sun gear• Brake C stops the small sun gear• Clutch B drives the small sun gear• Brake D stops the planet carrier• Clutch E drives the planet carrier.

Simpson planetary gearset:

• Brake G stops the sun gear• Clutch F drives the sun gear.

The drive shaft is driven by the planet carrier ofthe Simpson gearset.

180-

180-

Clutch A

Brake D Brake G

Brake C Clutch EClutch B

RingGears

Planetary Gears

Small SunGear

Clutch FInput Shaft Large SunGear

OutputShaft

SunGear

01V POWERFLOW

17

1st gear

Clutch A

• Drives the large sun gear• The freewheel clutch is holding the planet

carrier. This allows the power to transfer fromthe small planet gear to the large planet gear.The large planet gear transfers this power tothe ring gear

• The ring gear causes the subsequent(Simpson) ring gear to rotate.

Brake G

• Stops the Simpson sun gear• The ring gear drives the Simpson gearset• The planetary gears rotate around the sun

gear• The Simpson planetary housing drives the

driveshaft.

EngagedDisengagedFL1 = Freewheeling Clutch

Large Sun GearSmall Sun Gear

Ring Gear

Small Planet Gear

Large Planet Gear

Black Arrows = Power TransferWhite Arrows = No Power Transfer (freewheeling)

01V POWERFLOW

18

2nd gear

Clutch A

• Drives the large sun gear• The large sun gear drives the small planetary

gears• Because the freewheel clutch is holding the

planet carrier, the small sun gear freewheelsin the opposite direction of rotation.

Brake C

• Stops the small sun gear• The large planet gears, driven by the small

planetary gears, will travel around the smallsun gear in the direction of engine rotation

• The freewheel clutch is overrun• The large planet gears drive the ring gear• The Ravigneaux ring gear drives the Simpson

ring gear.

Brake G

• Stops the Simpson sun gear• The ring gear drives the Simpson gearset• The planetary gears rotate on the sun gear• The Simpson planetary housing drives the

driveshaft.



Ring Gear

Small Planet Gear

Large Planet Gear


01V POWERFLOW

19

3rd gear

Clutch A

• Drives the large sun gear• The large sun gear drives the small planetary

gears• Because the freewheel clutch is holding the

planet carrier, the small sun gear freewheelsin the opposite direction of rotation.

Brake C

• Stops the small sun gear• The large planet gears, driven by the small

planetary gears, will travel around the smallsun gear in the direction of engine rotation

• The freewheel clutch is overrun• The large planet gears drive the ring gear• The Ravigneaux ring gear drives the Simpson

ring gear.

Clutch F

• Locks the Simpson ring gear, driven by theRavigneaux gear set, to the Simpson sun gear.The Simpson gear ratio is now 1:1

• The Simpson planet carrier drives the outputshaft.



Ring Gear

Small Planet Gear

Large Planet Gear


01V POWERFLOW

20

4th gear

Clutch A

• Drives the large sun gear.

Clutch E

• Drives the planet carrier• This causes the Ravigneaux assembly to

turn 1:1• The Ravigneaux ring gear causes the

Simpson ring gear to rotate.

Clutch F

• Locks the Simpson ring gear, driven by theRavigneaux gear set, to the Simpson sun gearThe Simpson gear ratio is 1:1

• The Simpson planet carrier drives the outputshaft

• Transfer from input shaft to output shaft is 1:1.



Ring Gear

Small Planet Gear

Large Planet Gear


01V POWERFLOW

21

5th gear

Clutch E

• Drives the planet carrier.

Brake C

• Locks the small sun gear• Planetary gears roll on the smaller sun gear

and drive the ring gear (overdrive)• The Ravigneaux ring gear drives the Simpson

ring gear.

Clutch F

• Locks the Simpson ring gear, driven by theRavigneaux gear set, to the Simpson sun gearThe Simpson gear ratio is 1:1

• The Simpson planet carrier drives the outputshaft.



Ring Gear

Small Planet Gear

Large Planet Gear


01V POWERFLOW

22

Reverse

Clutch B

• Drives the small sun gear.

Brake D

• Stops the planet carrier• The small sun gear drives the large planetary

gears in opposite direction of the small sungear

• The large planetary gears drive the ring gearin the same direction as the small sun gear(reverse)

• The ring gear drives the subsequent ring gear.

Brake G

• Stops the Simpson sun gear• The ring gear drives the Simpson gearset• The planetary gears rotate on the sun gear• The Simpson planetary housing drives the

driveshaft.

A gear reduction is present in both planetaryassemblies.



Ring Gear

Small Planet Gear

Large Planet Gear


01V POWERFLOW

23

Clutch Logic Chart

The clutch logic chart tells you what is applied ineach gear, similar to the pages you just wentthrough.

This chart can be very helpful during the diagno-sis of the transmission.

91PH5/V10CIGOLHCTULC

NOITISOPHCTULC EKARB LEEHWEERF

A B E F C D G raeGts1

ESREVER=R X X X

LARTUEN=N -X -X

RAEGTS1,D X X X

RAEGDN2,D X X X

RAEGDR3,D *X X X

RAEGHT4,D X X X

RAEGHT5,D X X X

TFIHSNWOD1-2,2 X X X X

TFIHSNWOD4-5,D )X( X X )X(

retrevnoCeuqroThctulC

X = Component active- = Component inactive(X) = Component active depending on vehicle status (overlapping)

For example, if a vehicle comes in that will notshift from 1st gear to 2nd gear, you can look atthe chart and see what is applied.

The only difference between 1st and 2nd gears isthe application of brake C. The symptom wouldindicate that Brake C is not applying.

It is then a matter of determining if the problem isa control problem, due to the wiring or thecomputer, or whether it is an internal problem,such as a defective valve body, solenoid orclutch.

01V POWERFLOW

24

Summary

This sections has shown you the overallpowerflow through the 01V automatic transmis-sion.

The planetary gearsets, a Ravigneaux and aSimpson, transfer the power through to thedriveshaft.

The clutches and brakes control which parts ofthese planetary gearsets spin and which ones areheld. The specific clutch and brake combinationsin each gear are provided.

Finally, the clutch logic chart is given as a quickreference to help with the diagnosis of the trans-mission.

Now that you know how the 01V automatictransmission operates, let’s take a look a the 01Lautomatic transmission.

01L POWERFLOW

25

01L Automatic Transmission Powerflow

Objectives:

• Explain the arrangements of the Simpsongearsets

• Explain which clutches and brakes control thedifferent parts of the planetary gearsets

• Explain which clutches and brakes are activein each gear

• Explain the 01L clutch application chart.

01L POWERFLOW

26

01L Planetary Gearsets

Engine power is transferred through the 01Ltransmission by way of three Simpson gearsets.

The arrangement of the three Simpson gearsets isreferred to as a Wilson gearset.

Planetary 1 Planetary 2 Planetary 3

No. 1 Ring Gear

No. 2 Ring Gear

No. 3 Ring GearNo. 1 Sun Gear

2/3 Sun Gear

Planetary 1

• Brake E holds the 1st planet carrier• Clutch C drives the 1st sun gear• Brake D holds the 1st sun gear.

Planetary 2

• Clutch B drives the 2nd planet carrier.

Planetary 3

• Clutch A drives the 2/3 sun gear• Brake F holds the 3rd ring gear.

The 2nd planet carrier is tied to the1st and 3rd ring gears.

The 1st planet carrier is tied to the2nd ring gear.

01L POWERFLOW

27

1st Gear

Clutch A

• Drives the 2/3 sun gear• The 3rd sun gear drives the 3rd planetary

gears, which rotate in the opposite directionon the 3rd ring gear

• This causes the 3rd planet carrier to turn inthe same direction as the engine rotation

• The 3rd planet carrier transfers this power tothe output shaft

• The freewheeling clutch holds the 3rd ringgear from rotating counter-clockwise

• Freewheels during deceleration.

A

B

C D

E F


01L POWERFLOW

28

2nd Gear

Clutch A

• Drives the 2/3 sun gear.

Brake E

• Holds the 1st planet carrier, which isconnected to the 2nd ring gear

• The 2nd sun gear drives the 2nd planetarygears, forcing the 2nd planet carrier to turnclockwise

• This causes the 3rd planet carrier to revolvearound the 3rd sun gear

• The planet carrier of the 3rd planetary gearset transfers the power to the output shaft.

A

B

C D

E F


01L POWERFLOW

29

3rd Gear

Clutch A

• Drives the 2/3 sun gear• The 2/3 sun gear drives the 2nd planetary

gears• The 2nd planetary gears drive the 2nd ring

gear• Since the 2nd ring gear and 1st planetary

carrier are tied together, the 1st planetarycarrier is driven.

Brake D

• Holds the 1st sun gear• This causes the 1st planetary gears to spin

around the 1st sun gear in the samedirection as the engine rotation and drive the1st ring gear

• The 1st ring gear drives the 2nd planetarycarrier and the 3rd ring gear, since they areall tied together

• The 3rd planet carrier transfers this power tothe output shaft.

A

B

C D

E F


01L POWERFLOW

30

Clutch B

• Drives the 2nd planet carrier• This attempts to apply two gears at the same

time. All three planetary assemblies lock andspin as one. Input speed equals outputspeed, 1:1.

4th Gear

Clutch A

• Drives the 2/3 sun gear.

A

B

C D

E F


01L POWERFLOW

31

Brake D

• Holds the 1st sun gear. As a result, the 1stplanet carrier turns in the direction of enginerotation

• This causes the 1st planetary gears to spinaround the 1st sun gear in the samedirection as the engine rotation

• This results in higher rpm at the 2nd planetarygears. The 2nd planetary gears transfer thisfaster speed over to the 3rd planet carrier.

5th Gear

Clutch B

• Drives the 2nd planet carrier, the 1st ring gearand the 3rd ring gear at engine speed

• The 2nd planet carrier drives the 2nd ringgear and the 2/3 sun gear

• The 2nd ring gear is connected to the 1stplanet carrier. The 1st planet carrier drives the1st planetary gears around the held sun gear,causing a gear reduction

• The 2/3 sun gear drives the 3rd planet carrierat the speed difference between the 3rd ringand sun gears

• The difference in speed between the 2/3 sungear and the 3rd ring gear causes the planetcarrier to turn at higher than input speed.

A

B

C D

E F


01L POWERFLOW

32

Reverse

Clutch C

• Drives the 1st sun gear• The 1st sun gear drives the 1st planet carrier

because the 1st ring gear is being held.

Brake F

• Holds the 1st and 3rd ring gears as well asthe 2nd planet carrier

• The 2nd ring gear is driven by the 1stplanetary carrier and turns in the direction ofengine rotation

• The 2nd ring gear transfers this powerthrough the 2nd planetary gears and to the2/3 sun gear

• Although the 2nd planetary gears are turningin the direction of engine rotation, they turnthe 2/3 sun gear in the opposite direction ofengine rotation because the 2nd carrier isheld

• From the 2/3 sun gear, the 3rd planet carrieris driven against the stationary 3rd ring gear

• The 3rd planet carrier transfers this power tothe output shaft in the opposite direction ofengine rotation.

A

B

C D

E F


01L POWERFLOW

33

10 42PH5/LCIGOLHCTULC

NOITISOPHCTULC EKARB LEEHWEERF

A B C D E F _ raeGts1

ESREVER=R X X

LARTUEN=N X

RAEGTS1,D X X

RAEGDN2,D X X

RAEGDR3,D X X

RAEGHT4,D X X

RAEGHT5,D X X

TFIHSNWOD1-2,2 X X X

TFIHSNWOD4-5,D )X( X )X(

retrevnoCeuqroThctulC

Clutch Logic Chart

The clutch logic chart tells you what is applied ineach gear, similar to the pages you just wentthrough.

This chart can be very helpful during the diagno-sis of the transmission. For example, if a vehiclecomes in that will not shift from 2nd gear to 3rdgear, you can look at the chart and see what isapplied.

The only difference between 2nd and 3rd gears isthe application of brake D and the release ofbrake E. If the transmission operates fine in 5thgear (brake D applied), the problem is most likelywith brake E.

X = Component active- = Component inactive(X) = Component active depending on vehicle status (overlapping)

01L POWERFLOW

34

Summary

This section has shown you the overall powerflowthrough the 01L automatic transmission.

The planetary gearset consists of three Simpsongearsets and is referred to as a Wilson gearset.This gearset transfers the power through to thedriveshaft.

The clutches and brakes control which parts ofthese Planetary gearsets spin and which ones areheld. The specific clutch and brake combinationsin each gear are provided.

Finally, the clutch logic chart is given as a quickreference to help with the diagnosis of the trans-mission.

Now that you know how the 01L automatic trans-mission operates, let’s take a look at how theTorsen® center differential fits into these transmis-sion applications.

TORSEN DIFFERENTIAL

35

The Torsen® Differential

Objectives:

• Explain the application of the Torsen centerdifferential

• Explain the function of the Torsen centerdifferential

• Introduce the components of the Torsencenter differential

• Explain the operation of the Torsen centerdifferential.

TORSEN DIFFERENTIAL

36

The Torsen differential is used with both the 01Vand 01L automatic transmissions on all-wheeldrive vehicles. It is placed between the front andrear axle shafts, inside of the transmission.

The Torsen differential improves the traction andstability of the vehicle by distributing power be-tween the front and rear driveshafts. Whenevertraction is compromised, the Torsen differentialwill transfer power from the driveshaft that isspinning to the driveshaft that is not.

There is no electronic control to lock or unlockthe Torsen differential. All of the torque transfer isdone through worm gears using a friction design.

This differential requires no maintenance.

Torsen Differential

Transmission OutputShaft

To Rear Axle

To Front Axle

TORSEN DIFFERENTIAL

37

The Torsen differential is composed of the follow-ing components:

• Differential Housing• Helical Planet Gears (with Spur Gears)• Helical Front Axle Side Gear• Helical Rear Axle Side Gear• Front Driveshaft• Rear Driveshaft.

Inside the Torsen housing, there are pairs ofhelical planet gears. The planet gears are held intight-fitting pockets inside the housing, and aresplined together through spur gears at their ends.These spur gears do not allow the planet gears torotate in the same direction.

The teeth on each of the planet gears mesh withthe teeth of one side gear.

When the vehicle is moving in a straight line withno slip, the transmission drives the Torsen unit.The Torsen unit in turn drives the planet gears,which drive the side gears.

Differential Housing

Hollow Shaft

Differential Pinion

To Front Final Drive

Front Axle Side Gear

Planet Gears

Rear Axle Side Gear

Driveshaft Flange

To Rear Final Drive

Interlocking Teeth

TORSEN DIFFERENTIAL

38

When an axle loses traction, the planet gears,through the spur gears, are responsible for thepower transfer.

The interlocked planet gears will apply even forceto each side gear. Only the planet gear meshedto the side gear that has traction can apply thisforce. The other planet gear is simply followingalong.

The maximum amount of power that can be sentto the axle with better traction is determined bythe Torque Bias Ratio (TBR). TBR is determined bythe angle and shape of the teeth on the side andplanet gears. The TBR of the Torsen differential isabout 2:1. This means that about two-thirds ofthe torque, or about 67%, can be sent to the axlewith better traction. The remaining third is sent tothe other axle.

Planet Gear

Side Gear

TORSEN DIFFERENTIAL

39

Summary

The Torsen differential is used in all-wheel driveapplications. It is made up of worm gears, ringgears, interlocking teeth and a carrier housing.These parts all work together to apply power tothe axle that has the most traction.

Electronic Operation

Objectives:

• Explain the operation of the TransmissionInput Sensor G182

• Explain the operation of the TransmissionVehicle Speed Sensor G38

• Explain the function of the Kick-downSwitch F8

• Explain the Motronic Kick-down Strategy

• Explain the function of the Brake LightSwitch F

• Explain the function of the Transmission OilTemperature Sensor G93

• Explain the function of the MultifunctionSwitch F125

• Explain ECM to TCM communication

• Explain TCM to ECM communication

• Explain the operation of the 01V and 01LSolenoid Valves

• Explain the operation of the 01V and 01LPressure Control Valves

• Introduce the 01V and 01L Solenoid applycharts

• Explain the function of the Shift LockSolenoid N110

• Explain the function of the Selector LeverPosition Indicator

• Explain the function of the Cruise ControlSwitch

• Explain the function of the AutomaticTransmission Relay J60

• Explain the function of the Ignition LockJ207.

ELECTRONIC OPERATION

41

42


ABS/ASR

Sensors

ECM

Transmission Input Sensor G182

Transmission Vehicle Speed SensorG38

Kick Down Switch F8

Brake Light Switch F

Transmission Fluid TemperatureSwitch G93

Multifunction TransmissionRange (TR) Switch F125

ABS/ASR Electronic ControlModule

Climate Control Head

43


Actuators

Solenoid Valves

ECM

Shift Lock Solenoid

Gear Indicator

Speed Control Unit

Automatic TransmissionRelay

Left and Right Back-upLights M16/M17

Transmission ControlModule J217

Data Link Connector

44


G182 TransmissionInput Sensor (Hall type)

Sensors

Transmission Input Speed Sensor G182

The Transmission Input Speed Sensor G182 isused to measure shift duration. The measuredspeed change during a shift must meet themapped speed in the TCM. This mappedspeed is dependent on the load of the engineand the speed of the vehicle. The TCM willadjust the shift time accordingly to try and meetthe mapped value.

A new Hall sensor replaces an inductive sensorfor G182 in both the 01V and 01L transmissions.The Hall sensor can measure input speed betterthan an inductive sensor and allows for moreshift control.

In the 01V transmission, a magnetic ring isattached to the housing of Clutch A, which spinsat the speed of the Ravigneaux planetary carrier(turbine speed). In order for the Hall sensor tosense the magnetism of clutch A, clutch B ismade of aluminum (clutch A is inside of clutch B).

In the 01L transmission, a magnetic ring isattached to the housing of clutch B, which spinsat the speed of the 2nd planetary carrier (tur-bine speed).

Clutch A Housing

Clutch B Housing

Magnetic Ring

45


2 V/Div. 10 ms/Div.

0

T

2 V/Div. 10 ms/Div.

0

T

Sensors

G182 Hall Sensor Signal Characteristics

The advantages of a more accurate input speedare:

• Control and adaptations between 1st and R.This reduces the engagement jolt when adrive gear is selected from P or N, and whena rolling downshift into 1st is performed

• Improvement in shift quality in all gearsthrough precise control and adaptation ofgearshifts

• Improvement in self-diagnostic qualitythrough early detection of a slipping clutchor brake.

Poor Signal

Good Signal

Effect of Signal Failure

The transmission will operate in EmergencyMode.

Self-Diagnosis Failure Message

Sensor for the Transmission Input RPM G182No Signal/Implausible Signal

Signal Application

The signal of the transmission input RPM isrequired for the shift transitions between thegears to be smoothly regulated.

46


Sensors

Transmission Vehicle Speed Sensor G38

G38 is an inductive sensor that records trans-mission output RPM.

The ECM calculates the vehicle speed from thetransmission output RPM.

Shielding for the signal wires prevents outsideelectric interference.

The sensor on the 01V front-wheel drive and all-wheel drive uses a trigger wheel on the outputshaft for a signal.

The sensor for the 01L all-wheel drive uses atrigger wheel on the the Torsen differential for asignal.

Output RPM Sensor G38

01L 01V


If the signal fails, the vehicle will operate inEmergency Mode.


Transmission Speed Sender G38No Signal/Implausible Signal

Signal Application

The signal of the transmission output RPM isrequired for the shift transitions between thegears to be smoothly regulated.

47


Sensors

Kick-down Switch F8

The Kick-down Switch F8 is activated when theaccelerator is completely depressed (to thefloor).

The kick-down switch on some vehicles isintegrated in the accelerator cable. It is lo-cated in the engine compartment in front of thespray guard to the passenger compartment.


Tiptronic transmissions will not downshiftwithout a kick-down signal. They will also notrecognize a kick-down signal if the throttle isnot applied 95% or more.


Kick-down Switch F8Short to Ground/Electrical Malfunction inCircuit

Signal Application

When the driver depresses the acceleratorto the floor, the transmission down-shifts toaccelerate. If the transmission receives thissignal in 5th gear, it will downshift to thelowest possible gear, depending on vehiclespeed.

As a rule, the automatic transmission holdsthe lower gears longer to assist in accelera-tion.

If the accelerator is held in the kick-downposition longer, the air conditioning will beshut off. This provides more power to thewheels.

On vehicles with a throttle cable,make sure the cable is adjustedcorrectly. Incorrect adjustment cancause driveability concerns. CheckAESIS for the correct adjustmentprocedure.

Vehicles with Motronic EngineManagement 7 (ME7) do not havea throttle cable. The ME7 kick-down strategy is explained on thenext page.

Throttle Cable Kick-down Switch

48


Sensors

Motronic Kick-down Strategy

All vehicles with Motronic Engine Management7 (ME7) do not have a throttle cable or a kick-down switch, except for the A8 4.2L. The A8uses a kick-down switch mounted to the floorthat doubles as an accelerator pedal stop.

These vehicles have an Accelerator Pedal Moduleto determine the position of the acceleratorpedal.

The accelerator pedal module is made up oftwo independent potentiometers, G79 andG185. If one sensor fails, the other acts as asubstitute.

Signal Application

When the driver depresses the acceleratorto the floor, the transmission down-shifts toaccelerate. If the transmission receives thissignal in 5th gear, it will downshift to the lowestpossible gear, depending on vehicle speed.

As a rule, the automatic transmission holdsthe lower gears longer to assist in accelera-tion.

If the accelerator is held in the kick-downposition longer, the air conditioning will beshut off. This provides more power to thewheels.


The engine will go into Emergency RunningMode.


Throttle Position Sensor G79Open or Short Circuit/Malfunction

Throttle Position Sensor G185Open or Short Circuit/Malfunction

A8 Kick-down Switch

Accelerator Pedal Module

Pressure Element(To convey kick-down feel)

49


When the driver pushes the throttle pedal to thispoint, the internal components of the accelera-tor position sensor will exceed the full-loadvoltage normally sent to the ECM. The ECMinterprets this excessive voltage level as a “kick-down” action and will transfer this informationto the TCM.

The kick-down switching point can only be testedusing diagnostic testers.

100 %

0

G79

G185

5,0

20 % 40 % 60 % 80 %

Sensors

Motronic Kick-down Strategy cont.

With the exception of the A8, no other Audivehicles with ME7 have a throttle switch toprovide kick-down information. Automatictransmission vehicles have a pressure elementin place of the accelerator pedal stop. Thispressure element generates a mechanicalpressure point which gives the driver a kick-down feeling.

If the accelerator pedal module orthe engine control module ischanged, the Scan Tool adaptationfunction must be performed.

Accelerator PedalFinal Stop

Kick-down RangeAccelerator Pedal Travel

Driver Torque Range

Sign

al V

olta

ge (

V)

Full-throttle Stop(Mechanical)

50


Sensors

Transmission Oil Temperature Sensor G93

The sensor G93 is a NTC thermistor that con-tinuously monitors the Automatic Transmis-sion Fluid (ATF) temperature. It is located insidethe wiring harness that goes to the solenoidvalves. G93 receives a voltage signal from theTCM.

It will also initiate special shifting programs duringwarm-up to bring the catalytic converter up tooperating temperature faster.


The TCC will no longer engage.


Sensor for the Transmission Oil TemperatureG93Short to GroundShort to PositiveImplausible SignalElectrical Malfunction in Electrical Circuit

Signal Application

The transmission oil temperature is monitoredso the transmission does not overheat.

If the ATF oil temperature increases to approxi-mately 120 degrees C, the TCC will beginengaging earlier.

Transmission Oil Temperature Sensor

51


Sensors

Tiptronic Switch F189

The Tiptronic Switch F189 allows the driver tocontrol which gear the transmission stays in.

When the shifter lever is in drive and moved tothe passenger side of the vehicle, it will go intothe Tiptronic gate. The driver can then eitherpush the shift lever forward to switch to the nexthigher gear, or back to switch to the next lowestgear.

The TCM will not downshift into a gear that candamage the transmission or cause excessengine speed. Also, the TCM will automaticallyupshift into the next higher gear when the enginereaches maximum RPM.

The Tiptronic Switch F189 is composed of threeseparate switches. The center switch detectswhen the selector lever has entered the Tiptronicgate. The front switch detects when the selectoris moved forward in the selector gate, and therear switch detects when the selector lever ismoved back.


Tiptronic will not operate.


Short circuit to groundTiptronic switch is faulty

Signal Application

When in drive, moving the selector lever to-wards the passenger side will enable Tiptronicoperation.

When in Tiptronic mode, moving the shifterforwards will cause a transmission upshift, andback will cause a downshift.

52


Sensors

Multifunction Switch F125

The Multifunction Switch F125 is mounted ontheoutside of the transmission housing and ismechanically operated through the controlcable of the selector lever.

The multifunction switch has the followingpositions:

01V: P, Z1, R, Z1, N, Z2, D, Z3, 4, Z 4, 3, Z 4, 2

01L: P, Z1, R, Z2, N, Z2, D, Z3, 4, 3, 2.

Signal Application

Transmits the position (P, Z1, N, etc...) of theselector lever to the TCM.

Control of relay J60. This prevents the enginefrom being started when the transmission is ina drive gear.

Supplies power to the cruise control unitin D – 4.

Switches the reverse lights on when the trans-mission is put in reverse.

Activates the shift-lock solenoid so the trans-mission cannot be shifted into gear without thebrake pedal being depressed.


Driving is still possible in selector lever posi-tions D and R, although shift quality is reduced.


Multifunction Switch F125Implausible Signal

Multfunction Switch F125

When adjusting the Multifunctionswitch, use the Scan Tool to makesure the Multifunction Switch is not ina “Z” position. If the switch is in a“Z” position, the vehicle may not startor operate properly.

53


Sensors

Brake Light Switch F

The brake signal is used to modify the shiftpattern. The amount of modification dependson engine load and vehicle speed. This signalis also used to release the gear selector lock.

The Brake Light Switch F is located on the brakepedal.

The ECM informs the TCM when the Brake LightSwitch F is active.

Signal Application

The brake must be applied in order to releasethe gear selector lock.

If the brake is applied during deceleration, thetransmission will downshift earlier to:

• Provide for engine braking• Prepare for acceleration.


If the signal is not being provided to thetransmission, the selector lock will not release.


Brake Light Switch FImplausible SignalElectrical Malfunction in Circuit

Brake Light Switch

54


Engine Speed Sensor G28

Sensors

ECM to TCM Signals

The ECM (J220) supplies the TCM (J217) with thefollowing three signals:

• Engine speed from the Engine Speed SensorG28

• The Fuel Consumption Signal is calculatedfrom the injector timing by the ECM

• Engine load from the Throttle PositionSensor G69.

Signal Application

Engine RPM, fuel consumption and throttleplate position.


The effect of interruption of the entire circuitbetween the ECM and TCM will result in thetransmission going into Emergency Mode.


Engine/Transmission Electric Connection 2Open/Short to GroundShort to Positive.Malfunction Reported by ECMRPM Information Missing

ECM

TCMFuel Injector

Throttle Position Sensor G69

55


Sensors

ECM to TCM Signals cont.

Engine Speed (RPM) Sensor G28

The Engine Speed Sensor, G28, sends theengine speed signal to the ECM. The ECM alsosends this signal to the TCM.


RPM information is missingOpen/Short to GroundShort to PositiveImplausible Signal

Fuel Consumption Signal

The fuel consumption signal is calculated fromthe injector timing by the ECM.

The TCM recognizes this signal as the instanta-neous torque of the engine. The TCM willcalculate shift points according to the signalreceived.


A replacement value is calculated from thethrottle position sensor and RPM signals, thensent to the TCM.


Fuel Consumption SignalShort to GroundShort to PositiveImplausible Signal

Signal Application

The fuel consumption signal is used for calculat-ing the shift duration points.

Signal Application

The engine RPM sognal is required for thecalculation of the shift pressure.

It is a prerequisite for smooth shifting.


If the ECM does not receive an engine RPMsignal, the motor will die.

If this signal is not received by the TCM, thetransmission will go into Emergency Mode.

56


Sensors

ECM to TCM Signals cont.

Throttle Position Sensor – G69

The ECM receives a load signal from theengine via the Throttle Position Sensor G69 andpasses it on to the TCM.


If a signal is not supplied from the TPS, asubstitute value is supplied by the ECM.

If the ECM does not send a signal to the TCM,the transmission defaults to a fixed shift modewithout the dynamic shift program.


Throttle Position Sensor G69Signal Too SmallSignal Too LargeUnclear/Undefined SignalLoad Signal Stuck OffLoad Signal Stuck On

Signal Application

The Throttle Position Sensor signal is requiredfor the TCM to determine engine load whencalculating shift points.

57


Sensors

TCM to ECM Signals

The two most important signals that the TCMgives to the ECM are:

• The Anti-Lock Brake System (ABS)/ Anti-slip Regulation (ASR) Control Module signal

• The motor intervention signal.

ABS/ASR Control Module

Motor Intervention Signal

ECM

TCM

58


The Motor Intervention Signal

When the transmission is ready to shift, the TCMsends a signal to the ECM. The ECM willreduce engine power slightly to make the shiftsmoother.

Sensors

TCM to ECM Signals cont.

Antilock Brake System Signal

A signal from the ABS/ASR Electronic ControlModule (ECM) is transmitted to the TransmissionControl Module (TCM).

The TCM receives the signal when the ASR isactive. The TCM passes this information along tothe ECM.


No support of the automatic traction control.


No Output

Signal Application

If the TCM receives a signal from the ABS/ASRECM, the TCM supports automatic tractioncontrol in that:

• It postpones the shift duration points• There is less shifting.

Signal Application

The transmission informs the engine when itwants to shift. The ECM adapts injectionquantity and timing to reduce engine torque.


If the signal fails, the transmission operates inEmergency Mode.


Engine/Transmission Electric ConnectionShort to GroundShort to Positive

59


Actuators

01V Solenoid Valves N88 to N90

The Solenoid Valves N88 to N90 are located inthe valve body. The TCM controls their opera-tion.

The function of the solenoid valves is to changethe electrical signal from the TCM into a hydrau-lic one. They do this by pushing on or releasingvalves in the valve body.

Keep in mind, even if the solenoid is workingproperly, the valve in the valve body may bestuck and causing shifting concerns.

Hydraulic pressure is what makes the transmis-sion operate.

The Solenoid Valves N88 to N90 are Yes/No-valves. They are either open or closed, similar toa light switch, which can only assume two pos-sible positions, “on” and “off”.

The solenoid valves open or close the oilcanals to the clutches or the brakes when theTCM activates them.

N88

N89

N90




Solenoid Valve N88, N89 or N90Short to GroundShort to Positive

Solenoid

60


Pressure Control Valve

Actuators

01V Pressure Control Valves N91 through N94

The Pressure Control Valves N91 through N94push on valves in the valve body, regulating thehydraulic pressure during gear changes so theclutches and brakes disengage and engagesmoothly and softly.

The opening of the pressure control valvesdirectly depends on the value of the electriccontrol current (amperage), which is sent as asignal from the TCM.

This amperage signal sent from the TCM is aduty cycle, which pulses the pressure controlvalve on and off. This duty cycle can be con-trolled to provide any position between openand closed.

These types of pressure control valves are knownas modulation valves.

Keep in mind, even if the pressure control valveis working properly, the valve in the valve bodymay be stuck and causing shifting concerns.

01V Pressure Control Valve N91

Pressure Control Valve N91 has the responsibilityof regulating the entire amount of ATF requiredto operate the transmission.

01V Pressure Control Valves N92 and N93

The Pressure Control Valves N92 and N93 areresponsible for regulating the hydraulic pressurewhen gears are changing to allow for smoothoperation.

01V Pressure Control Valve N94

The Pressure Control Valve N94 disengages andengages the torque converter clutch. It is amodulation valve.




Solenoid Valve N91, N92 N93 or N94Short to GroundShort to Positive

N94

N91

N92

N93

61


91PH5/V10CIGOLDIONELOS

NOITISOPSDIONELOS SEVLAVLORTNOCERUSSERP

88N 98N 09N 19N 29N 39N 49N

ESREVER=R X - - X - X -

LARTUEN=N X X - X - X -

RAEGTS1,D X X - X - X -

RAEGDN2,D X X - X X X -

RAEGDR3,D - X X-X X X - -

RAEGHT4,D - - X-X X - - -

RAEGHT5,D X - X-X X X - -

TFIHSNWOD1-2,2 X - - X - X -

TFIHSNWOD4-5,D X - X X X - X

retrevnoCeuqroThctulC - - - - - - X

01V Solenoid and Pressure Control ValveApply Chart

This chart gives you the information needed tofind out which solenoids are applied in whichgears.

When the transmisson is shifting incorrectly andno trouble code has been set, there may be amechanical failure in one of these valves.

Use this chart with the pinout test to determinewhich solenoid may be causing the concern.

X = Component active- = Component inactiveX - X = Component active depending on vehicle status (overlapping)

62


Actuators

01L Solenoid Valves N88, N89 and N90

The 01L Solenoid Valves N88 to N90 are lo-cated in the valve body. The TCM controls theiroperation.

The function of the solenoid valves is to changethe electrical signal from the TCM into a hydrau-lic one.

Hydraulic pressure is what makes the transmis-sion operate.

The Solenoid Valves N88 to N90 are Yes/No-valves. They are either open or closed, similarto a light switch, which can only assume twopossible positions, “on” and “off”.

The solenoid valves open or close the oilcanals to the clutches or the brakes when theTCM activates them.

Keep in mind, even if the solenoid valve isworking properly, the valve in the valve bodymay be stuck and causing shifting concerns.




Solenoid Valve 1,2 or 3(N88, N89, N90)

Short to GroundShort to PositiveElectrical Malfunction

63


Actuators

01L Pressure Control Valves N215, N216, N217,N218 and N233

These pressure control valves regulate thehydraulic pressure during gear changes so theclutches and brakes disengage and engagesmoothly and softly.

The opening of the pressure control valvesdirectly depends on the value of the electriccontrol current (amperage), which is sent as asignal from the TCM.

This amperage signal sent from the TCM is aduty cycle, which pulses the pressure controlvalve on and off. This duty cycle can be con-trolled to provide any position between openand closed.

These types of pressure control valves are knownas modulation valves.

Keep in mind, even if the pressure control valveis working properly, the valve in the valve bodymay be stuck and causing shifting concerns.




Press Contr. Solenoid 1,2,3,4 or 5(N215-N218 or N233)

Short to GroundShort to Positive

64


10 42PH5/LCIGOLDIONELOS

NOITISOPSDIONELOS SEVLAVLORTNOCERUSSERP

88N 98N 09N 512N 612N 712N 812N 332N

ESREVER=R - X - X -X X - -X

LARTUEN=N X - X X X- X - X-

RAEGTS1,D X - - X -X X - -X

RAEGDN2,D X X - X - X -X- X

RAEGDR3,D - X - X X X -X- -

RAEGHT4,D - X - X - - -X- -

RAEGHT5,D - - - X X - -X- -

TFIHSNWOD1-2,2 X - - X X X - X

TFIHSNWOD4-5,D - X - X - X - -

retrevnoCeuqroThctulC - - - - - - X -

01L Solenoid and Pressure Control ValveApply Chart

This chart gives you the information needed tofind out which solenoids are applied in whichgears.

When the transmisson is shifting incorrectly andno trouble code has been set, there may be amechanical failure in one of these valves.

Use this chart with the pinout test to determinewhich solenoid may be causing the concern.

X = Component active- = Component inactive- X - = Component active depending on vehicle status (overlapping)

65


Actuators

Shift Lock Solenoid N110

The Shift Lock Solenoid N110 is located on theselector lever.

This solenoid prevents the operation of theselector lever in the P or N positions when thebrake pedal is not depressed.

If the shifter is put in neutral while the vehicle ismoving, the solenoid will not lock until thevehicle stops or reaches a very low speed.


In case of an interruption or a short circuitafter the ground of the control line, the selectorlever can no longer be moved.

If the short circuit is after positive, the selectorlever can be moved to any position withoutthe brake pedal being depressed.


Magnet for Shift Lock Solenoid N110Short to GroundShort to PositiveInterruption

Signal Application

The TCM (J217) will wait for a signal from theBrake Switch before disengaging the shift locksolenoid.

Shift Lock Solenoid N110

66


The 01V automatic transmission has the follow-ing safety functions:

• Automatic Shift Lock III• Shift protection – will not let the driver shift

the transmission into a gear that will over-revthe engine.

The TCM has a permanent fault memory. Ifmalfunctions occur, emergency running programsand/or Diagnostic Trouble Codes (DTC’s) willactivate.

Actuators

Selector Lever Position Indicator

The selector lever position indicator shows theposition of the console selector lever. It alsoshows the selected gear when in Tiptronicmode.

Gear selection is made by the selector lever. Atthe same time the selector lever is moved, theshifter cable is moved and the selector leverposition is sent to the TCM by the multi-functionswitch mounted on the side of the transmission.

P – mechanically moves the parking pawl toengage the teeth of the parking lock gearand prevent the vehicle from rolling.

R – A reverse gear lock prevents shifting intoreverse until the vehicle has reachedapproximately 2 mph.

N – No gears engaged.

D – Automatic position for normal driving.

4 – 5th gear is blocked. The transmission willoperate from 1st to 4th gears.

3 – 4th and 5th are blocked.

2 – 3rd through 5th are blocked.

67


Actuators

Automatic Transmission Relay J60/IgnitionLock J207

The relay for the Automatic Transmission J60and the Ignition Lock J207 prevent the start ofthe engine if it is in a drive gear. These com-ponents are controlled by the multifunctionswitch.


The start-lock function is inoperable.


No Output

Automatic Transmission Relayand Ignition Lock

68


Switches

Cruise Control Switch

The cruise control switch allows the driver to seta constant speed. Cruise control can be acti-vated in any forward gear, as well as in Tiptroicmode.

The cruise control switch relay has been de-leted.

Signal Application

Transmits driver information to the cruisecontrol module. The cruise control modulethen sends this information to the TCM andECM.


The cruise control will not operate.


No Output

69


Dynamic Shift Program

The Dynamic Shift Program (DSP) was introducedin 1992 for the 01F and 01K transmissions. Itwas a joint development project between ZFand Bosch.

Earlier DSP systems had two driver adaptationmodes, the current DSP has 240 possible driveradaptation modes. Many of these 240 differentdriver adaptation modes are grouped.

For example, modes 0-60 may all be in thesame group and cause the transmission to actthe same way. Modes 61-80 might be groupedas well. And so on.

The current mode, or DSP number, can beviewed through the VAG 1551/1552 or VAS 5051Scan Tool. The cold driving mode will appearas 241 and the Tiptronic mode will appear as243. Otherwise, the DSP number will be vari-able. The higher the number is, the harsher theshift will be.

The DSP processes the following inputs todetermine the type of driver style:

• The throttle valve position and the speed atwhich the throttle valve changes position

• Vehicle speed – acceleration and decelera-tion

• ATF temperature• Selector lever position.

The DSP looks at the following when plottingshift adaptation modes:

• The driver behavior• The driving route profile recognition• Other spontaneous influences.

The type of driving route will be recognized overthe basic driver classification.

In addition to the adaptive functions that leadto driving program changes over longer drivetime periods, short term functions provide anincrease in the spontaneity of the transmissionto special driving situations.

Examples:

• Rapid changes in pedal position can causethe transmission to shift down by 1 to 3driving ranges depending on vehicle speed.This activates rapid downshifting that isindependent of the kick-down switch input

• When the pressure on the accelerator pedalis rapidly reduced, upshifts are not carriedout. This prevents upshifts before curves.This function is cancelled as soon as thedriver accelerates again

• The transmission temperature signal is usedto trigger the cold driving mode.

Cold Driving Mode

During the cold driving mode, 241, the enginewill not upshift until a higher rpm. Dependingon year or model, this is calculated from eitherengine coolant, transmission oil temperature ortime.

After about 40 seconds, the engine DSP numberwill shift out of 241 and into a regular number.The cold running procedure is designed to helpthe catalytic converters heat up quicker.

Mountain Recognition Mode

Mountain recognition takes place mainly throughthe calculation of actual acceleration vs. theengine torque and the vehicle speed. This iscompared with a set measurement taken onlevel ground.

This comparison results in an exact measure ofthe uphill or downhill grade. The DSP can selectthe correct driving mode to match the incline.

At high ATF temperatures (usually mountaindriving), the torque converter lock-up is activatedin second or even first gear to reduce theslippage (power loss) in the torque converter.This helps to keep the transmission from over-heating.

70


Default Functions

If the signal of a sensor fails, the TCM tries toestablish a substitute-signal from the signalsof other sensors. If a substitute-signal can beestablished, the Transmission function for themost part will be retained.

With many default functions, the transmissionalters its operation in the following ways:

• Shifting becomes harsh

• The Dynamic Shift Program does notoperate.

Emergency Running Mode

If no replacement signal can be obtainedduring the default function, the TCM will switchthe transmission into Emergency Mode.

Emergency Mode has two possibilities:

• Mechanical Emergency Running Mode withoperational TCM

• Mechanical Emergency Running Mode withinoperative TCM.

In both instances:

• The transmission shifts hydraulically ormechanically out of drive positions 2, 3,D and into 4th gear (5th gear in the 01L)

• No torque converter clutch lock-up ispossible

• All solenoid valves are de-energized• Full line pressure to keep clutches from

slipping• Reverse can be engaged• The park lock in P and N is active• In a Mechanical Emergency Running

Mode with an operational TCM, all thesegments of the Transmission RangeIndicator G96 are lit

• In a Mechanical Emergency RunningMode with an inoperative TCM, none ofthe Transmission Range Indicator G96segments will illuminate.

71


Summary

This section has explained the operation of theelectrical components that make the transmis-sion operate properly.

The sensors measure transmission input speed,transmission output speed and many othertransmission functions. This information is sentto the ECM and TCM. The ECM and TCMdecide how to control the transmission, de-pending on the information from the sensors.

The actuators control the transmission. Bycontrolling which actuators operate when, theTCM can control the transmission.

SUMMARY

72

This course has presented all aspects of transmis-sion operation.

First, the basic transmission operation was pre-sented. This covered how power flows through atransmission and what controls it.

Next, the specific mechanical components andpowerflow for the 01V and 01L automatic trans-missions were presented.

The next section explained the function andoperation of the Torsen center differential.

Finally, the electronic components of the transmis-sion were discussed. These control how thetransmission operates.

Knowledge Assessment

iii

An on-line Knowledge Assessment (exam) is available for this SSP.

The Knowledge Assessment may or may not be required for Certification.

You can find this Knowledge Assessment at:

www.accessaudi.com

From the accessaudi.com homepage:

Click on the “ACADEMY” Tab –

Click on the “Academy Site” Link –

Click on the ”CRC Certification” Link –

For assistance, please call:

Audi Academy

Learning Management Center Headquarters

1-877-AUDI-LMC (283-4562)

(8:00 a.m. to 8:00 p.m. EST)

Knowledge Assessment

WSP-521-951-93

01v 01l automatic transmissions.pdf

Documents

wheel drive audi a8

allwheel drive audi

allwheel drive a8

basic transmission

liter a6

following models

power flow

electronic components