7-speed dual clutch gear­box –

DL382 series
Self-study programme 678

For internal use only

Audi Service Training

Contents

General information
History of the DL382 gearbox series 5
Technical data – DL382 gearbox series (gearboxes for front-wheel drive and for four-wheel drive with self-locking centre differen­
tial) 7
Technical data – DL382 gearbox series (four-wheel drive gearboxes – quattro with ultra technology) 8
Key to manufacturer’s gearbox code designations 9

Short descriptions of DL382 gearbox series versions

7‑speed dual clutch gearbox 0CK – DL382-7F with SBC / PBC 10
7‑speed dual clutch gearbox 0CK / 0DN – DL382-7F with SBW / PBW 13
7-speed dual clutch gearbox 0CL – DL382‑7Q 15
7-speed dual clutch gearbox 0CJ / 0DP – DL382‑7A 16
7-speed dual clutch gearbox 0HL – DL382plus‑7A 19
7-speed dual clutch gearbox 0DK – DL382E‑7A 22

Cutaway views of DL382 gearbox series versions

Cutaway view of gearbox, DL382‑7F (0CK / 0DN) 27
Cutaway view of gearbox, DL382‑7Q (0CL) 28
Cutaway view of gearbox, DL382‑7A (0CJ / 0DP) 29
Cutaway view of gearbox, DL382plus‑7A (0HL) 30
Cutaway view of gearbox, DL382E‑7A (0DK) 31

Oil systems
General information on ATF and MTF systems 33
Electrically driven oil pumps – all DL382 versions (with exception of DL382E) 38
Electrically driven oil pumps – DL382E 39
Electrically driven oil pumps 40
Gearbox ventilation – all DL382 gearboxes from start of production up to mid-2018 (except DL382E) 43
Gearbox ventilation – all DL382 gearboxes from mid-2018 onwards (except DL382E) 45
Gearbox ventilation – DL382E 46

Dual-mass flywheel
Dual-mass flywheel with centrifugal pendulum absorber – all DL382 gearboxes (except DL382E) 49
Dual-mass flywheel with centrifugal pendulum absorber – DL382E 51

Parking lock
Parking lock – mechanics 53
Parking lock – park-by-cable technology 54
Parking lock – park-by-wire – overview of components – function diagram 55
Parking lock – park-by-wire – electrohydraulic operation 61

Dual clutch
Design and function 78
Power flow in the dual clutch 83
Clutch regulation 83
Clutch mechanism – hydraulic control components 85
Bleeding the clutch hydraulics 89
Clutch cooling 90
Clutch functions 93

Gear set
Gear train halves 1 and 2 95
Bearings – gear cluster 96
Bearings – final drive 98
Internal shift mechanism – gear actuator module 100
Selector rod assembly – gear actuators 102
Electrohydraulic shifting 103
Gear actuator breather opening 109

Gear cluster oil supply

Overview 112
Pump mode 113

2
Splash mode 115
MTF pump – electric pump 2 for gearbox – V553 117

ATF supply
ATF supply concept 119
ATF pump – gearbox auxiliary hydraulic pump – V552 120
Gas pressure hydraulic accumulator (accumulator) 121
High-pressure circuit – high-pressure control 124
Low-pressure circuit 129
Thermostat bypass valve (VBT) / ATF – heat exchanger 129

Mechatronic unit
Mechatronic unit – assembly groups 132
Electrohydraulic control unit (valve body) 134
Solenoid valves – pressure regulating valves – hydraulic valves 135
Hydraulic interfaces 136
Automatic gearbox control unit J217 – gearbox control unit 137

Gearbox control system – sensors

Speed sensors / speed information 138
Gear actuator movement sensors 141
Clutch pressure sensors 145
Temperature sensors 147
Gear sensor 148

Function diagrams
Hydraulics diagram – DL382 series 151
Electric function diagram DL382-7F – 0CK gearbox with shift / park‑by‑cable 154
Electric function diagram DL382 with park‑by‑wire technology and DL382E (0DK) 156
Electric function diagram for DL382E – hybrid module 158

Hybrid module – electric drive motor

Introduction 159
Overview of high-voltage components 160
Component overview 161
Cooling the electric drive motor 164
Electric drive motor 165
Rotor 166
Stator 168
Stator winding 169
Comparison – distributed winding vs winding with individual coils 172

Hybrid module – clutch K0

Dual-mass flywheel – centrifugal pendulum absorber 173
Clutch K0 175
Clutch K0 – power flow 176
Clutch K0 – closed – power flow when drive is provided by the combustion engine, without and with electric drive motor 177
Clutch K0 – closed – power flow when starting combustion engine 178
Central engagement system 179
Electrohydraulic control 180
Lubrication and cooling 183
Overview of DL382E-specific sensors and actuators 190
Sensors of electric drive motor 191

Gearbox functions and service

Gearbox functions 193
Service 194

Overview of further information

References to Audi Service TV programmes 198
References to Audi self-study programmes 198

3
This self-study programme provides basic information on the design and function of new vehicle Note
models, new components or new technologies.
It is not a Workshop Manual. Any figures given here are for explanatory purposes only and refer
to the data valid at the time of writing. Reference
Content is not updated.
It is essential that you refer to the latest technical literature when carrying out maintenance and
repair work.
In the glossary at the end of this self-study programme you will find an explanation of all terms
which are shown in italics and indicated by an arrow ↗.

4
General information

History of the DL382 gearbox series

When the 7-speed dual clutch gearbox 0CK was introduced for the first time in 2014, this was the start of the DL382 gearbox ser­
ies.

Since then, this series has been expanded with the 0DN, 0CL, 0CJ, 0DP, 0HL and 0DK versions. You can find an overview of the dif­
ferent characteristics of the various versions in the series in the technical data (refer to article “Technical data – DL382 gearbox
series (gearboxes for front-wheel drive and for four-wheel drive with self-locking centre differential)”) and short descriptions (refer
to chapter “Short descriptions of DL382 gearbox series versions”) contained in this SSP.

The gearboxes in this series are referred to in sales by the brand name S tronic, as is usual for Audi dual clutch gearboxes.

The 0DK gearbox, a hybrid version with integrated electric drive motor, was recently developed for use in PHEV ↗ vehicles.

There are already several Service TV programmes and self-study programme articles on the different versions in the DL382 gearbox
series; these are listed in (refer to chapter “Overview of further information”).

This self-study programme provides an overview of the DL382 gearbox series along with its design features and differentiating
characteristics. In particular, this self-study programme describes the design and functions of the high-voltage 0DK gearbox.

5
Gearbox series DL382 from 2014-2020 with versions 0CK / 0DN / 0CL / 0CJ / 0DP / 0HL and 0DK

678_001

Note
The gearbox versions 0DN and 0DP are manufactured in China and are primarily used for the Chinese market.

For further information, please refer to this SSP (refer to article “Technical data – DL382 gearbox series (gearboxes for front-wheel
drive and for four-wheel drive with self-locking centre differential)”).

6
Technical data – DL382 gearbox series (gearboxes for front-wheel drive and for four-
wheel drive with self-locking centre differential)

Manufacturer des­ DL382‑7F DL382‑7F DL382‑7Q

ignation (OEM ↗)
Service designa­ 0CK 0DN 0CL
tion 7‑speed dual
clutch gearbox
Sales designation 7-speed S tronic 7-speed S tronic 7-speed S tronic
(marketing)
Developed/manu­ AUDI AG Volkswagen AG ‑ Kassel AUDI AG VW Tianjin / China AUDI AG Volkswagen AG ‑ Kassel
factured by (OEM
↗)
Start of produc­ Week 04/2014 with SBC ↗/PBC ↗ Week 22/2016 only with SBW Week 22/2015 only with SBW ↗/
tion (SOP ↗) ↗/PBW ↗ PBW ↗
From week 22/2015 onwards with
SBW ↗/PBW ↗
Used in vehicle Audi A6, type 4G (C7)[1] Audi A4, type 8W (B9) Audi A4, type 8W (B9)
models
Audi A7, type 4G (C7) Audi A6, type 4A (C8) Audi A5, type FY (B9)

Audi Q5, type 8R (B8) (all LWB ↗)

Audi A5, type F5 (B8)

Audi A4, type 8W (B9)

Audi Q5, type FY (B9)

Audi A6, type 4A (C8)

Audi A7, type 4K (C8)

PR numbers ↗ G1C ↗ G1C ↗ G1D ↗ + GH1 ↗ or GH2 ↗
Maximum gear­ 400 Nm 400 Nm 400 Nm
box input torque
Front-wheel Front-wheel drive Front-wheel drive quattro with self-locking centre dif­
drive / four-wheel ferential
drive
Type of four- ----- ----- Self-locking centre differential with
wheel drive asymmetrical-dynamic torque distri­
bution, optionally with sport differ­
ential (GH2 ↗)
ATF ↗oil system ATF change interval: 60,000 km / lifetime ATF filter – no change interval (status 12/2019, see current mainte­
nance table)
MTF ↗oil system Lifetime MTF – no change interval (status 12/2019, see current maintenance table)
Common design 7-speed dual clutch gearbox with two wet multi-plate clutches, two fully synchronised gear train halves, effi­
features ciency-increasing needs-based ATF supply using electrically driven ATF pump and gas pressure hydraulic accu­
mulator, mechatronic unit – integration of electrohydraulic and electronic control, three ATF filters, ATF
pump, and some of the sensors and actuators, efficiency-increasing gear set lubrication using temperature-
dependent dry sump with MTF pump
Special design SBC ↗/PBC ↗ From week 22/2015 Only with SBW ↗/PBW ↗ Only with SBW ↗/PBW ↗
features onwards only with SBW ↗/PBW ↗
Electric drive ----- ----- -----
Maximum possi­ 8.4 8.4 8.4
ble gear spread
Weights with flu­ approx. 116 kg with SBC ↗/PBC ↗ approx. 117.5 kg approx. 125.5 kg
ids / ZMS ↗ (all
values are roun­ approx. 117.5 kg with SBW ↗/PBW ↗
ded)

[1] Introduced on DL382

7
Technical data – DL382 gearbox series (four-wheel drive gearboxes – quattro with ul­
tra technology)

Manufacturer DL382‑7A DL382‑7A DL382plus‑7A DL382E‑7A

designation
(OEM ↗)
Service desig­ 0CJ 0DP 0HL 0DK
nation 7‑speed
dual clutch
gearbox
Sales designa­ 7-speed S tronic 7-speed S tronic 7-speed S tronic 7-speed S tronic
tion (market­
ing)
Developed/ AUDI AG Volkswa­ AUDI AG VW Tianjin / AUDI AG Volkswa­ AUDI AG Volkswa­
manufactured gen AG ‑ Kassel China gen AG ‑ Kassel gen AG ‑ Kassel
by (OEM ↗)
Start of pro­ Week 12/2016 Week 09/2018 Week 40/2017 Week 22/2019
duction (SOP
↗)
Used in vehicle Audi A4, type 8W (B9) Audi Q5, type FY (B9) Audi A6, type 4A (C8) Audi Q5, type FY (B9)
models
Audi A5, type F5 (B9) (with LWB) Audi A7, type 4K (C8) Audi A6, type 4A (C8)

Audi Q5, type FY (B9) Audi A7, type 4K (C8)

Audi A6, type 4A (C8)

Audi A7, type 4K (C8)

PR numbers ↗ G1D ↗ + GH4 ↗ G1D ↗ + GH4 ↗ G1D ↗ + GH4 ↗ G1D ↗ + GH4 ↗ + 0K3 ↗
Maximum 400 Nm 400 Nm 500 Nm 500 Nm
gearbox input
torque
Front-wheel quattro with ultra technolo­ quattro with ultra tech­ quattro with ultra technolo­ quattro with ultra technolo­
drive / four- gy nology gy gy
wheel drive
Type of four- Four-wheel drive coupling Four-wheel drive cou­ Four-wheel drive coupling Four-wheel drive coupling
wheel drive 0CJ (VTK080) pling 0CJ (VTK080) 0CX (VTK120) CX (VTK120)
ATF ↗oil sys­ ATF change interval: 60,000 km / lifetime ATF filter – no change interval (status 12/2019, see current mainte­
tem nance table)
MTF ↗oil sys­ Lifetime MTF – no change interval (status 12/2019, see current maintenance table)
tem
Common de­ 7-speed dual clutch gearbox with two wet multi-plate clutches, two fully synchronised gear train halves, efficien­
sign features cy-increasing needs-based ATF supply using electrically driven ATF pump and gas pressure hydraulic accumulator,
mechatronic unit – integration of electrohydraulic and electronic control, three ATF filters, ATF pump, and some
of the sensors and actuators, efficiency-increasing gear set lubrication using temperature-dependent dry sump
with MTF pump
Special design Only SBW ↗/PBW ↗ Only SBW ↗/PBW ↗ Only SBW ↗/PBW ↗ Only SBW ↗/PBW ↗
features
Electric drive ----- ----- ----- With integrated permanent­
ly excited AC motor
Maximum pos­ 8.4 8.4 8.4 8.4
sible gear
spread
Weights with approx. 127 kg including approx. 127 kg includ­ approx. 129 kg including approx. 156 kg without
fluids / ZMS ↗ four-wheel drive coupling ing four-wheel drive four-wheel drive coupling damper flywheel, including
(all values are 0CJ (approx. 9 kg) coupling 0CJ (approx. 0CX (approx. 9.5 kg) four-wheel drive coupling
rounded) 9 kg) 0CX (approx. 9.5 kg)

8
Key to manufacturer’s gearbox code designations
e.g.: DL382plus-7A (7-speed dual clutch gearbox – 0HL)

678_002

9
Short descriptions of DL382 gearbox series ver­
sions

7‑speed dual clutch gearbox 0CK – DL382-7F with SBC / PBC

The 0CK gearbox with SBC ↗ and PBC ↗ technology is the first version of the DL382 gearbox series.

Service designation: 7-speed dual clutch gearbox 0CK

Manufacturer designation: DL382‑7F
Sales/marketing designation: 7-speed S tronic
PR number: G1C
Technical data: Further information (refer to article “Technical data – DL382 gearbox series (gearboxes for front-
wheel drive and for four-wheel drive with self-locking centre differential)”)

General design features – fundamentally for all gearboxes in the DL382 series:
› 7-speed dual clutch gearbox with two wet multi-plate clutches and two fully synchronised gear train halves
› Hypoid final drive positioned towards front
› Two separate oil systems: ATF and MTF
› Efficiency-enhancing, needs-based ATF supply using electrically driven ATF pump and gas pressure hydraulic accumulator
› Efficiency-increasing gear set lubrication using temperature-dependent dry sump with electrically driven MTF pump
› ATF change interval: 60,000 km (refer to Maintenance table or Maintenance Manual)
› ATF filter change: No
› MTF change interval: No
› Gearbox control system with mechatronic unit (integration of electrohydraulic and electronic control, three ATF filters, ATF
pump and some sensor and actuator components)

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10
678_004

More detailed information on the MTF pump (refer to chapter “Oil systems”).

So that the MTF pump cannot be damaged when the gearbox is placed down, the gearbox must not be tilted towards the rear; to
ensure that this is the case, the gearbox must be supported appropriately.

Reference
Further information on this topic can be found in the Workshop Manual and in Service TV programme 0355 TV "7-
speed 0CK dual clutch gearbox – S tronic/Part 2 Service and workshop practice".

11
678_005

Key:

Gearbox input, gear train half 1

Gearbox input, gear train half 2

12
7‑speed dual clutch gearbox 0CK / 0DN – DL382-7F with SBW / PBW
Electrohydraulic operation of parking lock

678_006

Since the market launch of the Audi A4 (type 8W), the vehicles have been equipped with a full shift-by-wire selector mechanism.
This also includes the park-by-wire function. The gearboxes in the DL382 series have been modified accordingly.

Service designation: 7-speed dual clutch gearbox 0CK / 0DN ↗

Manufacturer designation: DL382‑7F
Sales/marketing designation: 7-speed S tronic
PR number: G1C ↗
Technical data: Further information (refer to article “Technical data – DL382 gearbox series (gearboxes for front-
wheel drive and for four-wheel drive with self-locking centre differential)”)

Key modifications compared to the first version of the 0CK gearbox:

› Change to shift-by-wire (SBW ↗) and park-by-wire (PBW ↗) technology
› Plastic ATF pan
› Manual release of parking lock via a cable
› The 0DN gearbox is identical in design to the 0CK gearbox with SBW/PBW. The 0DN gearbox only has its own designation be­
cause it is manufactured exclusively in China for the Chinese market. For further information, please refer to this SSP (refer to
article “Technical data – DL382 gearbox series (gearboxes for front-wheel drive and for four-wheel drive with self-locking centre
differential)”).

13
678_007

678_204

Reference
Further information can be found in the Workshop Manual and in Service TV programme 0355 TV "7-speed 0CK dual
clutch gearbox – S tronic/Part 2 Service and workshop practice".

14
7-speed dual clutch gearbox 0CL – DL382‑7Q

678_008

The 0CL gearbox is the first DL382 version for four-wheel drive with self-locking centre differential and asymmetrical-dynamic tor­
que distribution.

This four-wheel drive version can optionally be combined with the sport differential (PR number: GH2 ↗).

Service designation: 7-speed dual clutch gearbox 0CL

Manufacturer designation: DL382‑7Q
Sales/marketing designation: 7-speed S tronic
PR number: G1D ↗ + GH1 ↗ or GH2 ↗
Technical data: Further information (refer to article “Technical data – DL382 gearbox series (gearboxes for front-
wheel drive and for four-wheel drive with self-locking centre differential)”)

Key modifications compared to 0CK gearbox with SBW ↗ and PBW ↗:

› Integration of four-wheel drive – quattro with self-locking centre differential – in MTF system
› Modifications in gear cluster due to permanent four-wheel drive

15
678_009

7-speed dual clutch gearbox 0CJ / 0DP – DL382‑7A

678_010

The gearboxes 0CJ and 0DP ↗ are equipped with four-wheel drive – quattro with ultra technology – and are successors to the 0CL
four-wheel drive gearbox with self-locking centre differential.

Service designation: 7-speed dual clutch gearbox 0CJ / 0DP ↗

Manufacturer designation: DL382‑7A
Sales/marketing designation: 7-speed S tronic
PR number: G1D ↗ + GH4 ↗
Technical data: Further information (refer to article “Technical data – DL382 gearbox series (gearboxes for front-
wheel drive and for four-wheel drive with self-locking centre differential)”)

Key modifications compared to 0CL gearbox:

16
› Modification on the gear cluster and gearbox housing for permanently available four-wheel drive – quattro with ultra technolo­
gy.
The use of what is known as a hang-on four-wheel drive coupling means that there are only minor changes to the gear cluster
compared to the version with front-wheel drive.
› The 0DP gearbox is identical in design to the 0CJ gearbox. The 0DP gearbox only has its own designation because it is manufac­
tured exclusively in China for the Chinese market. For further information, please refer to this SSP (refer to article “Technical
data – DL382 gearbox series (gearboxes for front-wheel drive and for four-wheel drive with self-locking centre differential)”).
› Installation of four-wheel drive coupling 0CJ (VTK080): The four-wheel drive coupling 0CJ is a self-contained unit with its own
ATF system.

678_012

The quattro four-wheel drive with ultra technology works together with a four-wheel drive coupling, which is an independent, self-
contained unit. The term “hang-on system” is also used to describe it.

The gearboxes are supplied without the four-wheel drive coupling in part sales.

17
678_011

Reference
For further information about the four-wheel drive coupling – 0CJ, refer to:
› SSP 657 "Audi Q5 (type FY)",
› Service TV programme 0472 TV "quattro with ultra technology – part 1 – design and function"
› Service TV programme 0501 TV "quattro with ultra technology – Part 2 – Service and workshop practice".

18
7-speed dual clutch gearbox 0HL – DL382plus‑7A

678_013

The 0HL gearbox is the uprated version of DL382‑7A (0CJ). The measures specified below have been implemented in order to raise
the torque capacity from the previous level of 400 Nm to 500 Nm. In order to transmit these amounts of torque to the rear axle,
the 0HL gearbox is used in combination with the four-wheel drive coupling 0CX.

Service designation: 7-speed dual clutch gearbox 0HL

Manufacturer designation: DL382plus‑7A
Sales/marketing designation: 7-speed S tronic
PR number: G1D ↗ + GH4 ↗
Technical data: Further information (refer to article “Technical data – DL382 gearbox series (gearboxes for front-
wheel drive and for four-wheel drive with self-locking centre differential)”)

Key modifications compared to 0CJ gearbox at a glance:

› Torque increased from 400 Nm to 500 Nm
› Strengthened dual clutch
› Corresponding adjustment of dual-mass flywheel with centrifugal pendulum absorber
› Various measures on gear cluster and its bearings
› Pinion shaft with double tapered roller bearings
› Modifications to software and increased ATF pump rate for more cooling oil
› Larger ATF heat exchanger
› Installation of four-wheel drive coupling 0CX (VTK120) with two additional clutch plates for a coupling torque of up to 1200 Nm
(instead of 800 Nm on four-wheel drive coupling 0CJ (VTK080)).

On the outside, it is very difficult to distinguish DL382plus‑7A (0HL) from DL382‑7A (0CJ). The diagram below lists the measures
and differences involved in increasing the torque from 400 Nm to 500 Nm.

19
678_016

Key:

Gearbox input, gear train half 1

Gearbox input, gear train half 2

Other modifications:
› Modification to design of ATF intake
› Software modifications
› Increased ATF pump rate for more cooling oil
› Larger ATF heat exchanger
› Modifications to gearbox housing due to changes to bearings and oil transport

20
678_015

The quattro four-wheel drive with ultra technology works together with a four-wheel drive coupling, which is an independent, self-
contained unit. The term “hang-on system” is also used to describe it.

The gearboxes are supplied without the four-wheel drive coupling in part sales.

678_014

21
678_206

*The special removal tool T40437A is required for the modified gearbox selector lever.

Reference
For further information about the four-wheel drive coupling – 0CX, refer to:
› SSP 657 "Audi Q5 (type FY)" and SSP 669 "Audi A7 (Typ 4K)"
› Service TV programme 0472 TV "quattro with ultra technology – part 1 – design and function"
› Service TV programme 0501 TV "quattro with ultra technology – Part 2 – Service and workshop practice"

7-speed dual clutch gearbox 0DK – DL382E‑7A

678_017

The 0DK gearbox is very similar to the 0HL gearbox (DL382plus‑7A). For use in plug-in hybrid electric vehicles, a hybrid module with
electric drive motor has been integrated in the 0DK gearbox.

22
Service designation: 7-speed dual clutch gearbox 0DK
Manufacturer designation: DL382E‑7A
Sales/marketing designation: 7-speed S tronic
PR number: G1D ↗ + GH4 ↗ + 0K3 ↗
Technical data: Further information (refer to article “Technical data – DL382 gearbox series (gearboxes for front-
wheel drive and for four-wheel drive with self-locking centre differential)”)

Key modifications compared to 0HL gearbox:

› Integration of a hybrid module with electric drive motor, clutch K0, centrifugal pendulum absorber and corresponding sensors
› Additional electric ATF pump for lubricating and cooling electric drive motor and clutch K0 (a total of three electrically driven oil
pumps, two ATF pumps and one MTF pump)
› Additional pressure regulating valve for lubricating and cooling electric drive motor and clutch K0
› Increased size of ATF system and ATF pan to enable integration of hybrid module in ATF system
› Additional coolant connections for fluid-based cooling of electric drive motor
› Pinion shaft with strengthened double tapered roller bearings

678_023

23
678_018

678_019

24
678_020

678_022

25
As is the case on all gearboxes of the DL382 series on which the four-wheel drive specification is quattro with ultra technology, the
four-wheel drive coupling of the 0DK gearbox is a hang-on system and is thus an independent, self-contained unit.

The gearboxes are supplied without the four-wheel drive coupling in part sales.

26
Cutaway views of DL382 gearbox series versions

Cutaway view of gearbox, DL382‑7F (0CK / 0DN)

DL gearbox for front-wheel drive

678_024

Key:

Gearbox input, gear train half 1

Gearbox input, gear train half 2

Clutch K1

Clutch K2

Selector gears for gears 1-7 and R

27
Cutaway view of gearbox, DL382‑7Q (0CL)
DL gearbox for four-wheel drive – quattro with self-locking centre differential and asymmetrical-dynamic torque distribution,
optional – quattro with sport differential

678_025

Key:

Gearbox input, gear train half 1

Gearbox input, gear train half 2

28
Cutaway view of gearbox, DL382‑7A (0CJ / 0DP)
DL gearbox for quattro with ultra technology

678_026

Key:

Gearbox input, gear train half 1

Gearbox input, gear train half 2

29
Cutaway view of gearbox, DL382plus‑7A (0HL)
DL gearbox for quattro with ultra technology

678_027

Key:

Gearbox input, gear train half 1

Gearbox input, gear train half 2

› Modified dual-mass flywheel with centrifugal pendulum absorber

› Strengthened gear cluster
› Larger ATF heat exchanger
› Strengthened dual clutch

30
Cutaway view of gearbox, DL382E‑7A (0DK)
DL gearbox for hybrid drive and quattro with ultra technology

678_028

Key:

Gearbox input, gear train half 1

Gearbox input, gear train half 2

31
678_029

Key:

Gearbox input, gear train half 1

Gearbox input, gear train half 2

32
Oil systems

General information on ATF and MTF systems

The gearboxes in the DL382 series generally have two separate oil systems. One is an ATF ↗ and the other an MTF ↗ system; each
has an electrically driven oil pump. The ATF system supplies the dual clutch and electrohydraulic gearbox control system. The MTF
system ensures that the gear cluster is lubricated and cooled.

The ATF is subject to a change interval. The MTF is designed for the lifetime of the gearbox and is not subject to a change interval.

DL382‑7F 7-speed dual clutch gearbox 0CK/0DN

678_030

Illustration shows 0CK gearbox with SBC/PBC technology.

Key:

ATF system
MTF system

Note
New ATF and new MTF are difficult to distinguish in terms of their appearance. Both have the same yellow colour and
similar viscosity. There is a risk of mistaking one for the other. Only use the correct fluid from the original container.

Note
Due to the special ATF supply concept, there are specific procedures for discharging, filling up and checking the ATF
level; these must be performed with the vehicle diagnostic tester.

Reference
More detailed information on this is available in Service TV programme 0540 TV "7-speed dual clutch gearbox – DL382
series – Workshop practice – Checking the ATF level ".
Useful information on the topic of oil systems and gearbox handling is available in Service TV programme 0355 TV "7-
speed 0CK dual clutch gearbox – S tronic/Part 2 Service and workshop practice" / TC 00:30 ‑ 14:50.

33
678_031

Key:

ATF system
MTF system

The MTF pump must be removed before the MTF can be discharged.

34
 Note
› It is easy to mistake the bolt securing the bearing plate of the gear cluster for an MTF drain plug. This bolt must not
be loosened without good reason.
› When removing the MTF pump, it is important to ensure that MTF does not come into contact with the plug con­
tacts for the pump. MTF on the plug contacts causes electrochemical corrosion to the plug contacts.

Reference
Useful information on the topic of oil systems and gearbox handling is available in Service TV programme 0355 TV "7-
speed 0CK dual clutch gearbox – S tronic/Part 2 Service and workshop practice" / TC 00:30 ‑ 14:50.

7-speed dual clutch gearbox 0CL – DL382‑7Q

DL gearbox for quattro with self-locking centre differential and asymmetrical-dynamic torque distribution or quattro with sport
differential

678_032

Key:

ATF system
MTF system

On the DL382‑7Q (0CL gearbox), the self-locking centre differential is integrated in the oil system of the gear cluster. Special addi­
tives are therefore added to the MTF which have a positive effect on the vibration properties and noise characteristics of the self-
locking centre differential. Only the 0CL gearbox requires this special MTF, which is listed with its own part number in the electronic
parts catalogue ETKA (see MTF list). Make sure to select the correct MTF.

As the non-binding list of MTFs from ETKA shows, the 0CL gearbox requires a special MTF.

An explanation of the PR numbers can be found in this self-study programme (refer to “Glossary”).

DL382-7F MTF_G 052 549 A2 PR No. G1C

DL382-7Q MTF_G 055 549 A2 PR no.: G1D+GH1 or GH2
DL382-7A MTF_G 052 549 A2 PR no.: G1D+GH4

35
DL382plus-7A MTF_G 052 549 A2 PR no.: G1D+GH4+0K0 or 0K4
DL382E-7A MTF_G 052 549 A2 PR no.: G1D+GH4+0K3

7-speed dual clutch gearbox 0CJ / 0HL – DL382-7 / DL382plus‑7A

The gearboxes DL382‑7A and DL382plus‑7A have a flange-mounted four-wheel drive coupling with designations 0CJ and 0CX, re­
spectively. The four-wheel drive coupling is an independent unit with its own ATF system.

678_033

Key:

ATF system
MTF system
ATF system four-wheel drive coupling

36
7-speed dual clutch gearbox 0DK – DL382E‑7A

678_034

Key:

ATF system
MTF system
ATF system four-wheel drive coupling

On the DL382E‑7A unit, the hybrid module (electric drive motor with clutch K0 and centrifugal pendulum absorber) is integrated in
the ATF system.

The four-wheel drive coupling is an independent unit with its own ATF system.

37
Electrically driven oil pumps – all DL382 versions (with exception of DL382E)
Two oil systems/two electrically driven oil pumps

678_035

Key:

ATF system
MTF system

38
Electrically driven oil pumps – DL382E
Two oil systems/three electrically driven oil pumps

678_036

Key:

ATF system
MTF system

Without the four-wheel drive coupling, the DL382E gearbox has two oil systems and three electrically driven oil pumps. Of the two
oil systems, one is with ATF ↗ and one with MTF ↗.

There are two electrically driven oil pumps (V552 and V671) in the ATF system.

39
Electrically driven oil pumps
1. V552 – Gearbox auxiliary hydraulic pump

ATF pump 1

678_037

The gearbox auxiliary hydraulic pump V552 – or ATF pump for short – is an electrically driven tandem gear pump. The tandem gear
pump comprises a low-pressure and high-pressure pump running in parallel.

The low-pressure circuit cools the ATF and supplies the cooling oil for the dual clutch (K1 and K2).

The high-pressure circuit, in connection with the gas pressure hydraulic accumulator, supplies the hydraulic fluid for the following
gearbox functions:
› Regulation of clutches K1 and K2 and of clutch K0 on DL382E
› Control of four gear actuators
› Activation of parking lock (disengagement of parking lock ‑ P OFF position)

If the ATF pump V552 fails, the gearbox will be inoperative and therefore no power transmission will be possible.

40
2. V671 – electric pump 3 for gearbox (only on DL382E)

ATF pump 2

678_196

V671 – electric pump 3 for gearbox, or ATF pump 2 for short – is an electrically driven duocentric pump (IZP ↗) which provides
cooling and lubrication to the clutch K0 and the electric drive motor.

For further information, including measures to be taken if the ATF pump V671 fails (refer to article “Lubrication and cooling”), re­
fer to “Electric pump 3 for gearbox – V671 (ATF pump 2)”.

41
3. V553 – electric pump 2 for gearbox

MTF pump

678_195

Lubrication and cooling of the gear cluster (gearbox and final drive) is performed in the MTF system. As part of this, the electric
pump 2 for gearbox V553 – or MTF pump for short – has the role of implementing a special dry sump lubrication concept.

To reduce the drag losses caused by the gear cluster, the gearboxes in the DL382 series operate with a temperature-dependent
reduction of the MTF level. For this purpose, the MTF pump (electric pump 2 for gearbox ‑ V553) pumps the MTF out of the oil pan
into an oil tray above the gear cluster; from here, the gear cluster is supplied with lubricating oil and cooling oil (refer to chapter
“Gear cluster oil supply”).

If the MTF pump V533 fails, the gear set lubrication operates in splash mode with higher drag losses. This affects exhaust gas
emissions, for which reason the OBD warning lamp lights up in the instrument cluster.

42
Gearbox ventilation – all DL382 gearboxes from start of production up to mid-2018
(except DL382E)

678_040

Key:

ATF system
MTF system

Ventilation of the oil chambers and the double oil seals balances out the pressure and vacuum in the gearbox caused by tempera­
ture fluctuations by ensuring the required air exchange.

On gearboxes of the DL382 series, ventilation of the ATF and MTF systems is combined in a joint ventilation channel within the
gearbox housing.

This joint ventilation channel ends in a groove in the gearbox housing. A hole provides good ventilation and ensures that no fluids
can gather in the groove. For this reason, the hole must always be kept clear.

Note
Applies to all DL382 gearboxes
Due to the joint ventilation of both systems, it is possible that the MTF and ATF might get mixed together if the gear­
box is tilted laterally or longitudinally beyond the permitted angle.
Mixing just a small amount of ATF with MTF can lead to functional issues with the clutch. Mixing MTF with ATF can also
lead to gearbox damage.

Reference
For important information on transporting and handling the gearbox, refer to the Workshop Manual. In addition, fur­
ther information is available in the Service TV programme 0355 TV "7-speed 0CK dual clutch gearbox – S tronic/Part 2
Service and workshop practice" / TC 00:46 - 02:31.

43
678_041

*Two double oil seals (DWDR ↗)

Key:

ATF system
MTF system

On gearboxes with a start of production up to approx. mid-2018, the ventilation and breather hole for the oil seal of the dual clutch
runs downwards and leads to the outside, as shown. This is also referred to as an oil escape hole, because leaked oil can escape
through this hole in the event of an oil seal leak.

Reference
Further important information about double oil seals is available in the following Audi Service TV programmes:
› Service TV programme 0355 TV "7-speed 0CK dual clutch gearbox – S tronic/Part 2 Service and workshop prac­
tice" / TC 12:43 ‑ 13:26
› Service TV programme 0536 TV "Oil seals - Design and function - Workshop applications" / TC 08:05 ‑ 09:43

44
Gearbox ventilation – all DL382 gearboxes from mid-2018 onwards (except DL382E)

678_042

*2x double oil seals

Ventilation of the oil chambers and the double oil seals balances out the pressure and vacuum in the gearbox caused by tempera­
ture fluctuations by ensuring the required air exchange.

From mid-2018 onwards, the ventilation channel of the double oil seals has been moved upwards into the space occupied by the
parking lock module, i.e. into the ATF chamber. The change was not introduced at the same time for the different gearbox versions;
it was implemented gradually. This means that no oil escape hole can be found on the outside on gearboxes with the new ventila­
tion layout for the double oil seals.

Reference
Further important information on the topic of double oil seals is available in:
› Service TV programme 0355 TV "7-speed 0CK dual clutch gearbox – S tronic/Part 2 Service and workshop practice"
› and Service TV programme 0536 TV "Oil seals - Design and function - Workshop applications" / TC 08:05 ‑ 09:43

45
Gearbox ventilation – DL382E

678_043

Ventilation of oil chambers

As is the case on all versions of the DL382 series, ventilation of the two oil systems for DL382E is also combined inside the front
gearbox housing.

However, on DL382E the gearbox ventilation outlet takes the form of a ventilator located on the outside.

46
Ventilation of the double oil seals on DL382E

678_044

Ventilation of the double oil seals of the dual clutch is performed via a hole which leads into the high-voltage connection chamber.
The ventilation outlet is the ventilator of the high-voltage connection chamber.

47
678_045

*2x double oil seals

The hole can only be seen after the hybrid module has been removed as it is located under the high-voltage connections.

48
Dual-mass flywheel

Dual-mass flywheel with centrifugal pendulum absorber – all DL382 gearboxes (ex­
cept DL382E)
On gearboxes of the DL382 series, the engine torque is transmitted to the dual clutch only via a dual-mass flywheel with centrifu­
gal pendulum absorber.

Dual-mass flywheels with or without a centrifugal pendulum absorber are always designed for the specific engine characteristics
and engine power output. It is therefore always important to pay attention to the exact allocation in the electronic parts catalogue
(ETKA).

678_070

The dual-mass flywheel is removed and installed together with the gearbox. The flange for the drive plate makes the connection to
the engine. The service opening provides access to the threaded connections on the drive plate.

Reference
The particular features of this technology are described in detail in Service TV programme 0366 TV "Dual-mass fly­
wheel with centrifugal pendulum absorbers".

49
Example: DL382+ (0HL)

678_071

678_072

Note
Pay attention to the specific assembly instructions for fitting the drive plate to the flange. If it is fitted incorrectly, this
will cause uneven running, which may in turn lead to vibrations and noises.

Reference
For detailed information, refer to Service TV programme 0412 TV "Installing the gearbox in vehicles with a forward-
mounted final drive" and Service TV programme 0412 TV "Power transmission innovations" from
TC 20:26 to TC 29:35.

50
Dual-mass flywheel with centrifugal pendulum absorber – DL382E

678_075

678_076

On DL382E, the dual-mass flywheel and the centrifugal pendulum absorber are fitted separately from each other. The dual-mass
flywheel with the primary inertia weight, bow spring package and part of the secondary inertia weight is bolted to the crankshaft of
the combustion engine. The centrifugal pendulum absorber is located in the hybrid module within the electric drive motor and at
the same time forms part of the secondary inertia weight.

51
678_077

The input hub K0 is permanently connected to the inner plate carrier of clutch K0 and to the centrifugal pendulum absorber. In the
input hub K0, there is a sealing cap which seals the oil chamber of the electric drive motor and a locking spring securing the connec­
tor between input hub K0 and crankshaft journal.

Note
Before fitting the gearbox, please note the installation instructions in the Workshop Manual. The locking spring must
be located in the correct installation position. If the locking spring is missing or damaged, this can lead to noises
caused by play of the splines when the combustion engine is running and at particularly low electric drive motor loads.
The splines must be greased according to the specifications.

52
Parking lock

Parking lock – mechanics

With park-by-cable (PBC) technology, the selector shaft is operated via the selector lever cable (P-ON and P-OFF). A detent mecha­
nism fixes the transmission positions and the P-ON position.

With park-by-wire (PBW) technology, the selector shaft is operated by the parking lock spring and the parking lock module (refer
to article “Parking lock – park-by-wire – overview of components – function diagram”). The parking lock is engaged by the force
exerted by the parking lock spring (P-ON) and disengaged by the parking lock module (P-OFF). The mechanism used to actuate the
locking pawl is identical for PBC and PBW technology.

The illustrations show the parking lock mechanism of the PBW system. The mechanism used to actuate the locking pawl is identical
on the PBC system.

1 – P-OFF position

The mechanism and the conical slide are in the P-OFF position; the locking pawl can move upwards and is pressed upwards by the
spring.

678_046

2 – P-ON position – locking pawl not engaged

678_047

The selector shaft is turned and the linkage with the conical slide is pressed against the support bracket and the locking pawl. If the
parking lock gear and the locking pawl are aligned tooth on tooth, the conical slide cannot move between the support bracket and
the locking pawl. The conical slide can be moved on the linkage and is pre-tensioned by the spring.

53
3 – P-ON position – locking pawl engaged

678_048

If the vehicle moves a short distance, a gap immediately opens up between the teeth. The conical slide can then press the locking
pawl into the gap and lock the parking lock gear.

For safety reasons, the tooth geometry on the parking lock gear and the locking pawl is designed to prevent the locking pawl from
engaging at speeds above approx. 3 km/h (see animation).

Note
The parking lock gear locks the pinion shaft of the front final drive. If the vehicle is raised on one side at the front,
there is no locking effect at the opposite wheel because of the compensation by the differential.

Parking lock – park-by-cable technology

Shift-by-cable (SBC) and park-by-cable (PBC) technology

678_049

On the 1st generation DL382‑7F (0CK) unit, the parking lock is operated and the transmission position is selected in the conven­
tional way via a selector lever cable from the selector mechanism to the gearbox. The terms used for this are shift-by-cable (SBC)
and park-by-cable (PBC) technology.

On the following vehicles, the 0CK gearbox is equipped with shift-by-cable (SBC) and park-by-cable (PBC) technology:
› Audi A6 (type 4G), 2014 ‑ 2018

54
› Audi A7 (type 4G), 2015 ‑ 2018
› Audi Q5 (type 8R), 2016 ‑ 2017

Reference
For further information, refer to:
› Service TV programme 0354 TV "7-speed 0CK dual clutch gearbox — S tronic, part 1 Design and func­
tion" / TC 03:05 ‑ 03:24
› Service TV programme 0415 TV "7-speed 0CK/0CL dual clutch gearbox — S tronic part 3 / park-by-wire: Design and
function" / TC 03:05 ‑ 03:24

Parking lock – park-by-wire – overview of components – function diagram

Shift-by-wire (SBW) and park-by-wire (PBW) technology

678_050

Since the market launch of the Audi Q4 (type 8W), modifications have been made to the gearboxes in the DL382 series as part of
the conversion to SBW and PBW technology.

The selector lever cable as a mechanical connection between the gearbox and selector mechanism is therefore no longer fitted.
Selection of the transmission position takes place within the selector mechanism and the parking lock is operated with an electro­
hydraulically assisted mechanism. Only the manual release mechanism for the parking lock is operated via a vibration-isolated ca­
ble.

Reference
For information on this, refer to SSP 644 (refer to article “Emergency-releasing the parking lock (revision status
11/2015)”) (page 56).

The basic parking lock mechanism has been retained and extended to include the corresponding electrohydraulic components. On
gearboxes of the DL382 series with SBW/PBW, the parking lock is engaged manually by the spring force of the parking lock spring
(P‑ON) and disengaged electrohydraulically by the parking lock module (P‑OFF). The gear sensor G676 is still installed; its function
is to detect the parking lock positions P‑ON and P‑OFF.

Detailed information on gear sensor G676 and gear sensor 2 G869 (refer to article “Gear sensor”).

55
 Reference
Further information can be found in Service TV programme 0415 TV "7-speed 0CK/0CL dual clutch gearbox — S tronic
part 3 / park-by-wire: Design and function" / TC 03:05 ‑ 03:24.

Parking lock module

678_051

The parking lock module is a hydraulic cylinder with a simple-action working piston (parking lock piston) and an electromechanical
locking mechanism to lock the two piston positions P‑ON and P‑OFF.

Reference
Further information can be found in Service TV programme 0415 TV "7-speed 0CK/0CL dual clutch gearbox — S tronic
part 3 / park-by-wire: Design and function" / TC 03:05 ‑ 03:24.

56
Parking lock module – locking mechanism / parking lock holding magnet

N486 de-energised

678_052

Key:

System pressure
Not under pressure
De-energised

Movement/force

57
N486 supplied with current

678_053

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

Movement/force

The armature is pulled into the coil by energising N486. The armature pushes the central ball upwards with the tappet, with the
result that the locking balls are pushed into and held in the P-ON annular groove as long as N486 is energised. To activate the lock,
N486 is initially energised by applying approx. 1.2 A. To hold the lock, the current is reduced to approx. 620 mA. This prevents the
coil from overheating and reduces power consumption.

58
Park-by-wire – electrohydraulic pressure control of parking lock – solenoid valve 6 N93

678_054

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

The parking lock module is activated by solenoid valve 6 N93. N93 is also referred to as the accumulator control valve (VSS). The
pressure regulating valves N215 and N216 are also supplied with system pressure from the operating pressure path of N93 (refer
to article “Hydraulics diagram – DL382 series”).

Solenoid valve 6 N93 operates with two switch positions:

› De-energised: the valve is closed and connects the operating pressure path to the oil pan (pressure reduction in operating path).
› Energised: the valve connects the supply path to the operating pressure path (pressure supply to parking lock module and pres­
sure regulating valves N215 and N216).

59
Function diagram – park-by-wire technology with DL382 gearbox (example: Audi A4 (type 8W))

678_055

Key:

J217 Automatic gearbox control unit: Gearbox control unit

J587 Selector lever sensors control unit: Selector mechanism
N486 Parking lock solenoid: Parking lock holding magnet
V553 Electric pump 2 for gearbox: MTF pump
BP FlexRay bus, positive
BM FlexRay bus, negative
LIN Single-wire LIN data bus
Starter control signal (P/N signal)

A particular feature of the PBW function in the DL382 series is that the parking lock is not solely controlled by the mechatronic
unit; the selector mechanism is also actively involved. While the gearbox control unit J217 performs the hydraulic control of the
hydraulic cylinder, the selector lever sensors control unit J587 (selector mechanism) activates the parking lock holding mag­
net N486 (refer to chapter “Function diagrams”).

Information exchange between the control units varies depending on the vehicle model. In this example, information is exchanged
between J587 (selector mechanism) and J217 (gearbox control unit) via J533 (gateway) using the infotainment CAN and the Flex­
Ray data bus.

60
Parking lock – park-by-wire – electrohydraulic operation

Parking lock engaged – P-ON – original state

678_056

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

General description of function

The parking lock is engaged fully mechanically by the spring force of the parking lock spring (P ON). It is disengaged (P-OFF) using
the parking lock module by hydraulic pressure produced by the mechatronic unit via solenoid valve 6 N93. A special locking mecha­
nism integrated in the piston of the parking lock module secures the parking lock in the corresponding position (P-ON or P-OFF)
and increases the operating reliability of the park-by-wire system. The core element of the locking mechanism is the parking lock
solenoid N486. N486 is activated by the selector mechanism (J587) as commanded by the gearbox control unit (J217). J587 pro­
vides feedback to J217 on the current status of N486. Communication between J217 and J587 takes place bidirectionally via the
vehicle-specific data bus network.

Overview of operating statuses

The various operating statuses of the parking lock and the parking lock module are described in the following overview using de­
fined driving situations. You can also watch some functional processes as a film:

61
1 Vehicle parked –> bus wake-up
1A Parking lock engaged – P-ON – unsecured original state
1B Parking lock engaged, secured – P‑ON+

2 Vehicle operation –> select transmission position D or R

2A Parking lock disengaged – P‑ON+ –> P-ON
2B Disengage parking lock – P‑ON –> P‑OFF
2C Parking lock disengaged, secured in vehicle operation – P‑OFF++

3 Select transmission position N

3A Transmission position N – P‑OFF+

4 End vehicle operation –> park vehicle (Auto P function)

4A Parking lock electromechanically disengaged – P-OFF
4B Parking lock engaged (by pressure reduction) – P‑ON
4C Parking lock engaged, secured – P‑ON+ – release system pressure
4D Parking lock engaged – P-ON – unsecured original state

5 Park-by-wire – functional safety

5A Functional safety – faulty pressure release
5B Functional safety – faulty power supply

Explanation of system statuses for P‑ON and P‑OFF

With park-by-wire technology, there are different system statuses for “parking lock engaged” (P-ON) and “parking lock disengag­
ed” (P-OFF). These system statuses are explained in the descriptions below:

P-ON The parking lock is engaged by the parking lock spring.

There is no hydraulic pressure in the parking lock module.

The holding magnet N486 is de-energised and the locking mechanism is inactive.
P-ON+ The parking lock is engaged by the parking lock spring and this position is secured by the locking mechanism.

N486 is energised and the locking mechanism is active.

P-OFF The parking lock is disengaged hydraulically by the parking lock piston.

N486 is de-energised and the locking mechanism is inactive.

P-OFF++ The parking lock is disengaged hydraulically and is electromechanically secured for vehicle operation.

This status means that the parking lock is secured twice. Firstly by the hydraulic pressure which is still applied, and sec­
ondly via the energised parking lock solenoid N486 which activates the locking mechanism.
P-OFF+ The parking lock is disengaged. There is no hydraulic pressure in the parking lock module.

This status means that the parking lock is secured once. The P-OFF position is kept activated by the energised parking
lock solenoid N486 which activates the locking mechanism.

This status only applies to the operating status 5A (or 3A with the ignition off).

62
1 – Vehicle parked –> bus wake-up

678_057

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

Movement/force

1A – Parking lock engaged – P-ON – original state

The vehicle is parked, the parking lock is engaged (P-ON) and the vehicle is in bus sleep mode. The entire hydraulic system is neither
pressurised nor energised. When N93 is de-energised, the inlet from the parking lock cylinder to the oil pan is open. The parking
lock spring pushes the locking pawl into the tooth gap in the parking lock gear and holds the parking lock in the ON position. The
parking lock holding magnet is inactive. The locking balls do not have a locking effect because the central ball does not exert any
force on them.

1B – Parking lock engaged, secured – P‑ON+

With the bus wake-up signal, the parking lock solenoid N486 is energised and the locking mechanism locks the parking lock piston
in the P-ON position. This prevents the parking lock from unintentionally being disengaged hydraulically.

63
2 – Vehicle operation –> select transmission position D or R

678_058

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

Movement/force

2A – Parking lock disengaged – P‑ON+ –> P-ON

To disengage the parking lock (when selecting a transmission position or N), the parking lock solenoid N486 must be deactivated
so that the parking lock piston can be released or the engaged parking lock can be disengaged.

2B – Disengage parking lock – P‑ON –> P‑OFF

The solenoid valve 6 N93 is now energised, and it directs the system pressure to the parking lock cylinder. The piston force pulls the
parking lock lever downwards against the force exerted by the parking lock spring and thus releases the parking lock.

64
678_059

The illustration shows the operating status 2B – Disengage parking lock – P-ON –> P-OFF.

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

65
678_060

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

Movement/force

2B – Disengage parking lock – P‑ON –> P‑OFF

Initial situation for operating status 2C

2C – Parking lock disengaged, secured in vehicle operation – P‑OFF++

In the event of an unwanted drop in pressure, the parking lock piston is additionally locked with the aid of a locking mechanism.
For this purpose, the parking lock solenoid N486 is activated by the selector lever sensors control unit J587.

During vehicle operation, oil pressure is continuously applied to the parking lock piston – refer to operating statuses 3A and 5A for
exceptions to this rule.

66
678_061

The illustration shows the operating status 2C – Parking lock disengaged, secured in vehicle operation – P-OFF++

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

67
3 – Select transmission position N

678_062

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

Movement/force

For tunnel car washes or to push or tow the vehicle, the parking lock must remain disengaged (P‑OFF+).

68
For this purpose, transmission position N must be selected when the ignition is switched on or before the engine is switched off.
This prevents the Auto P function from being activated.

In transmission position N, the selector lever sensors control unit J587 remains active within a defined run-on time after the igni­
tion is switched off and it energises the parking lock holding magnet N486 (system status P-OFF+). This ensures that the parking
lock remains disengaged even without hydraulic pressure.

There are two different statuses in transmission position N – P‑OFF++ and P‑OFF+.

P-OFF++ System pressure is applied to the parking lock module during vehicle operation. The disengaged parking lock is secured
twice – hydraulically and electromechanically. Refer to operating status 2C, Fig. 678_062.
P‑OFF+ When the ignition is switched off, the system pressure is released by gearbox control unit J217 and the ATF pump is
deactivated. The status of the disengaged parking lock is then held only by the holding magnet N486 or by the locking
mechanism. Refer to operating status 3A, Fig. 678_062.

3A – Transmission position N – P-OFF++ / P-OFF+

Vehicle operation: Activating transmission position N – Keeping parking lock disengaged – P‑OFF++/ P-OFF+

The initial situation is the operating status 2C – Hold parking lock engaged/secured – P‑OFF++ during vehicle operation. If the
driver shifts from D/R to transmission position N during vehicle operation before switching the ignition off, the holding mag­
net N486 remains energised. The system pressure is only released by the gearbox control unit J217 when the ignition is switched
off –> operating status 3A. If the ignition remains switched off, the disengaged parking lock is then held only by N486 or by the
locking mechanism (P-OFF+); refer to Fig. 678_062.

Vehicle parked: Activating transmission position N – disengaging parking lock and keeping it disengaged – P‑ON+ / P-OFF+

The initial situation is the operating status 1B – Parking lock engaged, secured – P‑ON+.

When the ignition is on and transmission position N is selected, the parking lock is disengaged and the status P‑OFF is locked by
N486 (1B –> 2A –> 2B –> 2C).

System pressure is applied at the parking lock piston for as long as the ignition remains switched on –> operating status 2C (P‑OFF+
+). After the ignition is switched off, the system pressure is released by the gearbox control unit J217 –> operating status 3A
(P‑OFF+); refer to Fig. 678_062.

Note
The P-OFF position in transmission position N is time-limited.

Reference
For further information, refer to SSP 644 (refer to article “6-speed manual gearbox 0DJ/0CS”) under “Activating trans­
mission position N (P‑OFF position)”.

69
678_063

The illustration shows the operating status 3A – position N – P-OFF+ (J217 is in rest state)

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

Note
In transmission position N, the parking lock module is only without pressure when the ignition is switched off. System
pressure is applied when the ignition is on.
Solenoid valve 6 N93 is only switched off when gearbox control unit J217 goes into the rest state. This means that
pressure is not released at the parking lock module by switching off N93, but by releasing the system pressure (refer
to article “High-pressure circuit – high-pressure control”) under “Releasing system pressure”.

70
4 – End vehicle operation –> park vehicle (Auto P function)

678_064

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

Movement/force

If the parking lock is engaged by the Auto P function or by pressing the P button when the vehicle is stationary on the basis of the
operating status 2C ‑ “Parking lock disengaged, secured in vehicle operation ‑ P‑OFF++”, the following operating statuses are per­
formed.

2C – Parking lock disengaged, secured in vehicle operation – P‑OFF++

Initial situation for operating status 4A

4A – Parking lock electromechanically disengaged – P-OFF

To engage the parking lock, the parking lock holding magnet N486 must first be switched off to allow movement of the parking
lock piston/selector shaft.

71
678_065

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

Movement/force

4A – Parking lock electromechanically disengaged – P-OFF

Initial situation for operating status 4B

4B – Parking lock engaged (by pressure reduction) – P‑ON

Solenoid valve 6 N93 is deactivated and opens the inlet from the parking lock cylinder to the oil pan. The pressure in the parking
lock cylinder is released. The parking lock is engaged (P-ON) by the parking lock spring.

72
678_066

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

Movement/force

4B – Parking lock engaged (by pressure reduction) – P‑ON

Initial situation for operating status 4C

4C – Parking lock engaged, secured – P‑ON+ – release system pressure

If the P-ON position is detected via the gear sensor G676, the control unit J587 energises the solenoid N486. This holds the engag­
ed parking lock in place; this initially ensures that the parking lock cannot be disengaged due to a hydraulic malfunction.

The pressure in the pressure accumulator is now actively reduced by alternately activating the gear actuators. After the pressure
has been released, the gearbox control unit J217 is deactivated unless this is prevented by external or internal activities. The con­
trol unit J587 remains active and energises the parking lock solenoid N486.

73
678_067

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

Movement/force

4C – Parking lock engaged, secured – P‑ON+

N486 is energised by J587 until the gateway initiates bus sleep mode.

4D – Parking lock engaged – P-ON – release

When bus sleep mode is initiated, N486 is also deactivated. The parking lock (P-ON) now has the original status 1A again.

74
678_056

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

The illustration shows the operating status 4D – Parking lock engaged – P-ON – release. In the illustration, the process of engag­
ing the parking lock has been completed and the vehicle is in bus sleep mode (also corresponds to the operating status 1A – Parking
lock engaged – P-ON – original status).

75
5 – Park-by-wire – proper function of parking lock

678_068

Key:

System pressure
Not under pressure
Components with red colour are actively involved in the function
Supplied with current

De-energised

Movement/force

The park-by-wire system is designed in such a way that the disengaged parking lock is maintained in two ways when the system is
free of faults. Firstly, hydraulically via system pressure; and secondly, electromechanically via the locking mechanism, which is ac­
tuated by the parking lock solenoid N486. In the event of system faults during vehicle operation, this ensures that the parking lock
is not inadvertently engaged if a single fault occurs.

5A – Functional safety – faulty pressure release

In the event of faulty pressure release, caused e.g. by the mechatronic unit or solenoid valve 6 N93, the disengaged parking lock is
held via the parking lock solenoid N486. As N486 is activated by the selector lever sensors control unit J587 (selector mechanism),
the parking lock remains disengaged even if there is a loss of power to the mechatronic unit.

5B – Functional safety – faulty power supply

In the event of a faulty power supply to N486 from the selector lever sensors control unit J587 or a fault with N486, the status of
the disengaged parking lock is held electrohydraulically by the mechatronic unit via solenoid valve 6 N93.

76
Park-by-wire – parking lock manual release

Reference
The parking lock manual release is a vehicle-specific feature and is not part of this SSP. You will find information about
the parking lock manual release in the following self-study programmes (SSPs) and Audi Service TV programme:
› SSP 644 "Audi A4 (type 8W)"
› SSP 657 "Audi Q5 (type FY)"
› SSP 669 "Audi A7 (Typ 4K)"
› Service TV programme 0411 TV "Audi A4 (type 8W) - Manual release mechanism for the parking lock"

77
Dual clutch

Design and function

The dual clutch is the central function element of a dual clutch gearbox. It directs engine torque into the appropriate gear train half
(refer to article “Gear train halves 1 and 2”).

The dual clutch consists of two wet multi-plate clutches (K1 and K2). The multi-plate clutches are arranged one behind the other
and have the same dimensions and the same number of plates.

Clutch K1 transmits the engine torque into gear train half 1 with the odd-numbered gears 1, 3, 5 and 7.

Clutch K2 transmits the engine torque into gear train half 2 with the even-numbered gears 2, 4 and 6 and reverse gear.

When driving the vehicle, only one clutch and one gear train half is engaged to transmit power at any one time; the clutch of the
other gear train half is then open and the gear which will be required next is pre-selected there.

The gear change takes place through a change in power flow from one clutch to the other. When changing from 1st to 2nd gear, for
example, clutch K2 is closed while clutch K1 is opened at the same time. The transmission of torque therefore switches from one
clutch to the other.

This process is also known as “clutch overlapping”. The entire process only lasts a few hundredths of a second and enables fast gear
changes with virtually no interruption in tractive power flow.

Reference
Refer to Service TV programme 0354 TV "7-speed 0CK dual clutch gearbox — S tronic, part 1 Design and function" / TC
03:30 / TC 06:59

78
Dual clutch of gearbox DL382‑7F (0CK/0DN), DL382‑7Q (0CL) and DL382‑7A (0CJ/0DP)

678_078

The clutches are activated electrohydraulically. Each clutch has a central engagement system. As the annular pistons of the two
engagement systems do not rotate with the clutch, rotating ports for the clutch hydraulics are not necessary. This means that los­
ses due to friction and leaks are avoided.

The contact pressure generated by the annular pistons is transmitted via an engagement bearing to the pressure plate of the corre­
sponding clutch. When opening the clutches, the plates are separated actively by the restoring force of special corrugated springs
between the plates. This process is known as “active plate separation”.

The clutch that is engaged is cooled separately and as required.

With the separate clutch cooling and active plate separation, drag losses are reduced in the clutch which is open.

For detailed information on the clutch bleeder valves VKE1 and VKE2, please refer to (refer to article “Bleeding the clutch hydraul­
ics”).

79
Active plate separation

678_079

A special feature of the dual clutches in the DL382 series are the special corrugated springs with which the restoring force to open
the clutches is generated.

The corrugated springs are located between the inner and outer plates. When the clutch is open, this means that a defined clear­
ance is ensured between the individual clutch plates. The term used for this is “active plate separation”, as this technology sepa­
rates the plates for every individual pair of plates.

Active plate separation helps to reduce drag losses within the clutch which is open and plays a role in the compact design of the
dual clutch.

80
Cutaway view of dual clutch DL382‑7F (0CK/0DN), DL382‑7Q (0CL) and DL382‑7A (0CJ/0DP)

678_080

For detailed information on the clutch bleeder valves VKE1 and VKE2, please refer to (refer to article “Bleeding the clutch hydraul­
ics”).

The dual clutch must not be dismantled; it is therefore only available as a complete unit and must be renewed accordingly. The
clutch plates are matched up, i.e. during production, they are kept in a position rotated against each other until a drag torque
which is as uniform as possible is set when the clutch is closed. This means that the torsional vibration characteristics when engag­
ing the clutch are improved significantly, especially when driving away from a standstill.

Inside the dual clutch, there is a double oil seal which separates the ATF and MTF systems. As the dual clutch must not be disman­
tled, it is not possible to renew this component separately.

After performing the following work, the dual clutch must be (re)calibrated:
› Renewing dual clutch
› Renewing gearbox control unit
› Renewing hydraulic control unit (valve body)
› Renewing mechatronic unit

81
Differences between dual clutches

678_081

Due to the increase in torque from 400 Nm to 500 Nm on the DL382plus (0HL) and DL382E (0DK) gearboxes, the dual clutch has
been modified at the specified locations.

On the dual clutch for DL382E (0DK), the central engagement system for clutch K0 is integrated in the clutch cover.

82
Power flow in the dual clutch
Power flow in clutch K1

678_082

The engine torque is transmitted by the clutch input shaft to the joint outer plate carrier of the dual clutch. Clutch K1 transmits the
torque to its inner plate carrier, which in turn is connected to the clutch output hub K1. The torque is then directed via the splines
of the clutch output hub K1 onto input shaft 1 and therefore into gear train half 1.

Power flow in clutch K2

678_083

The engine torque is transmitted by the clutch input shaft to the joint outer plate carrier of the dual clutch. Clutch K2 transmits the
torque to its inner plate carrier, which in turn is connected to the clutch output hub K2. The torque is then directed via the splines
of the clutch output hub K2 onto input shaft 2 and therefore into gear train half 2.

Clutch regulation
The following functions are available in combination with the dual clutch:
› Moving away from a standstill
› Change in power flow
› Clutch cooling
› Clutch regulation while stationary (creep control)

83
› Overload protection
› Microslip control
› Clutch adaptation

To perform the specified functions, the clutch regulation of clutches K1 and K2 primarily processes the following information:
› Engine speed = clutch input speed
› Gearbox input speed, gear train half 1 = clutch output speed K1 from gearbox input speed sender 1 G632
› Gearbox input speed, gear train half 2 = clutch output speed K2 from gearbox input speed sender 2 G612
› Clutch pressure K1 from hydraulic pressure sender 1 G545
› Clutch pressure K2 from hydraulic pressure sender 2 G546
› Engine torque (calculated)
› ATF temperature from ATF temperature sender G93
› Clutch temperature (calculated)
› Brake pressure from ESP control unit

Reference
Extensive basic knowledge on clutch regulation is available in SSP 386 "6-speed twin-clutch gearbox 02E (S tronic)".

84
Clutch mechanism – hydraulic control components

678_084

Key:

G545 Hydraulic pressure sender 1 – clutch pressure sensor K1

G546 Hydraulic pressure sender 2 – clutch pressure sensor K2
N93 Solenoid valve 6 (MV6) – accumulator control valve (VSS)
N215 Automatic gearbox pressure regulating valve 1 (DRV1) – clutch valve K1 (VKP‑1 clutch pressure valve 1)
N216 Automatic gearbox pressure regulating valve 2 (DRV2) – clutch valve K2 (VKP‑2 clutch pressure valve 2)
N486 Parking lock solenoid – parking lock holding magnet
RSV Non-return valve

85
Pressure supply for clutch valves

678_085

Key:

G545 Hydraulic pressure sender 1 – clutch pressure sensor K1

G546 Hydraulic pressure sender 2 – clutch pressure sensor K2
N93 Solenoid valve 6 (MV6) – accumulator control valve (VSS)
N215 Automatic gearbox pressure regulating valve 1 (DRV1) – clutch valve K1 (VKP‑1 clutch pressure valve 1)
N216 Automatic gearbox pressure regulating valve 2 (DRV2) – clutch valve K2 (VKP‑2 clutch pressure valve 2)
N486 Parking lock solenoid – parking lock holding magnet
RSV Non-return valve

The two pressure regulating valves N215 and N216 control the clutch pressure of clutches K1 and K2 and are supplied with system
pressure via solenoid valve N93.

86
Activation of clutch K1

678_086

Key:

G545 Hydraulic pressure sender 1 – clutch pressure sensor K1

G546 Hydraulic pressure sender 2 – clutch pressure sensor K2
N93 Solenoid valve 6 (MV6) – accumulator control valve (VSS)
N215 Automatic gearbox pressure regulating valve 1 (DRV1) – clutch valve K1 (VKP‑1 clutch pressure valve 1)
N216 Automatic gearbox pressure regulating valve 2 (DRV2) – clutch valve K2 (VKP‑2 clutch pressure valve 2)
N486 Parking lock solenoid – parking lock holding magnet
RSV Non-return valve

Using the information specified in SSP 678 (refer to article “Clutch regulation”), the gearbox control unit calculates the control cur­
rent for the clutch valves N215 and N216. The clutch valve in question then generates an appropriate level of clutch pressure which
in turn produces a corresponding coupling torque.

The pressure sensors G545 and G546 perform the role of monitoring and adapting the clutch control system.

87
Reduction of clutch pressure through non-return valves

678_087

Key:

G545 Hydraulic pressure sender 1 – clutch pressure sensor K1

G546 Hydraulic pressure sender 2 – clutch pressure sensor K2
N93 Solenoid valve 6 (MV6) – accumulator control valve (VSS)
N215 Automatic gearbox pressure regulating valve 1 (DRV1) – clutch valve K1 (VKP‑1 clutch pressure valve 1)
N216 Automatic gearbox pressure regulating valve 2 (DRV2) – clutch valve K2 (VKP‑2 clutch pressure valve 2)
N486 Parking lock solenoid – parking lock holding magnet
RSV Non-return valve

The non-return valves (NRV) enable an emergency release function which releases pressure quickly in the clutch paths via solenoid
valve 6 N93. For example, this would be necessary if the spool of a clutch valve were to get stuck in the open position or if one of
the clutch valves (N215/N216) were no longer to close.

Emergency release function

If the clutch pressure cannot be released in the normal way via clutch valves N215 or N216 for any reason, the pressure is released
via solenoid valve 6 N93.

88
In this case, automatic gearbox control unit J217 switches off the current supply to solenoid valve 6 N93. The working connection
is then opened towards the oil pan. This means that there is no pressure on the locking side of the non-return valves, so the non-
return valves open. The clutch pressure now escapes through the non-return valves and solenoid valve 6 into the oil pan.

A = working connection

P = pressure supply

T = tank (sump)

Reference
For additional information on the clutch mechanism and on the hydraulic activation of the clutch, refer to:
› Service TV programme 0354 TV "7-speed 0CK dual clutch gearbox — S tronic, part 1 Design and function" /
TC 03:30 / TC 06:59 / TC 08:45 and
› Service TV programme 0543 TV "7 speed dual clutch gearbox DL382 series – Gearbox control system/Hydraulics
test - Part 1" / TC 0530.

Bleeding the clutch hydraulics

678_088

During ATF supply, a certain amount of air always enters the ATF. Air, unlike oil, can be compressed. This means that air would
negatively affect the clutch regulation in the clutch control paths and in the clutch cylinder. To ensure high-quality and reproduci­
ble clutch regulation, the clutch control paths and clutch cylinder must be bled continuously.

There is a bleeder valve at the topmost points of clutch cylinders K1 and K2 for the bleeding procedure. The clutch bleeder valves
(VKE1 and VKE2) ensure that any air present can always escape.

89
Clutch cooling

678_202

The clutches are lubricated and cooled as required. The amount of oil required for this is determined by the gearbox control unit
using a temperature model and supplied by its own low-pressure oil circuit.

A major advantage of the parallel clutch arrangement is that the flow of cooling oil can only be directed to the clutch which is ac­
tive.

This reduces the drag losses in the clutch which is open.

90
Clutch cooling – hydraulic control components

678_199

The clutch cooling valve (VKU) with the designation solenoid valve 5 N92 directs the lubricating oil and cooling oil to the clutch
currently active. This supplies not only the clutch but also all bearings with oil.

If solenoid valve 5 is not activated or is only activated with a low control current (0 ‑ approx. 150 mA), the flow of oil is directed by
the low-pressure oil circuit to clutch K1.

The amount of cooling oil is controlled by the speed of the ATF pump.

91
678_200

If solenoid valve 5 is activated with a medium control current (approx. 752 mA), the flow of oil is directed towards the oil pan. This
is the case if only the ignition is switched on, for example.

92
678_201

If solenoid valve 5 is activated with a control current of approx. 1450 mA, the flow of oil is directed towards clutch K2.

Clutch functions
Monitoring the temperature

The gearbox control unit calculates the clutch temperature from the energy input of the clutch currently active and the ATF tem­
perature. When the clutch temperature reaches approximately 225 °C, the gearbox control unit initiates a reduction of the engine
torque to reduce the energy input and reduce the clutch temperature. In this connection, an entry is made in the event memory and
a message appears in the instrument cluster informing the driver of the limited gearbox function.

Once the clutch temperature has dropped below a defined value, the reduction of the engine torque is cancelled and the message
in the instrument cluster disappears.

93
 Reference
Creep control:
Function is similar to function in DQ250 gearbox series; refer to SSP 386 "6-speed twin-clutch gearbox 02E (S tronic)",
page 27.
Microslip control:
Function is similar to function in DQ250 gearbox series; refer to SSP 386 "6-speed twin-clutch gearbox 02E (S tronic)",
page 27.

Note
To reduce fuel consumption and CO₂ emissions, clutches K1 and K2 have for some time only been operated using mi­
croslip control; they are now largely driven using additional pressure. This means that the active clutch is fully closed.

The descriptions of the clutch functions that are provided in SSP 386 "6-speed twin-clutch gearbox 02E (S tronic)" refer to the
DQ250 gearbox series. These descriptions will allow you to gain a general understanding of the clutch functions of the DL382 gear­
box series. It should be noted that the clutch functions differ depending on the gearbox series and according to the specific mar­
kets and equipment versions in which they are used.

94
Gear set

Gear train halves 1 and 2

A dual clutch gearbox comprises two fully synchronised locking collar gearboxes (each with one clutch) which are connected in par­
allel. These are also referred to as “two gear train halves”; to be precise, gear train half 1 with clutch K1 and gear train half 2 with
clutch K2.

Gear train half 1 contains the odd-numbered gears 1, 3, 5 and 7.

Gear train half 2 contains the even-numbered gears 2, 4 and 6 and reverse gear (R).

During vehicle operation, only one gear train half is actively involved in the flow of power at any one time, while in the other gear
train half the appropriate gear is pre-selected. On a dual clutch gearbox, this means that the actual gear change in the gearbox is
performed without the driver being able to perceive the upshift or downshift. During vehicle operation, only the overlapping gear
changes of the clutches are perceived.

With just a few exceptions, a gear is always engaged in the two gear train halves.

Load paths

678_093

The figure shows the 7-speed dual clutch gearbox 0HL (DL382plus-7A).

Key:

Gear train half 1

Gear train half 2

X Reverse gear wheel – R (for reversing direction of rotation)

95
Bearings – gear cluster

678_094

The illustrations show the 7-speed dual clutch gearbox 0HL (DL382plus-7A) and its gear cluster.

Key:

Gearbox input, gear train half 1

Gearbox input, gear train half 2

The gear cluster is the name given to all gearbox shafts, gear wheels, selector elements and bearings which transmit torque. A
fixed and floating arrangement is used for the bearings to ensure minimised losses in gear cluster operation. In this fixed and float­
ing arrangement, special low-friction ball bearings perform the role of fixed bearings which can provide axial support for the gear­
box shafts. Radial support is provided by smooth-running ball bearings, roller bearings and needle bearings. Unlike a shaft bearing
with roller bearings, a gearbox shaft bearing with the fixed and floating arrangement works without bearing preload; this is be­
cause the axial thermal expansion of the gearbox housing does not need to be taken into account. Roller bearings or needle bear­
ings can provide good compensation of the axial thermal expansion.

Almost all ball bearings are specifically sealed so that oil can enter the bearing but dirt (e.g. shavings) cannot. These specially
sealed bearings are also referred to as “clean bearings”. As ball bearings are more sensitive than roller bearings to dirt and shav­
ings, their service life is increased considerably by the use of clean bearing technology.

A centrally positioned aluminium bearing plate provides the necessary radial support for the shafts. In addition, the bearing plate
is used to mount the reverse gear wheel for the reverse gear. Furthermore, all of the selector rods are mounted in the bearing
plate; the bearing plate also houses the shift locks.

96
Final drive – at right angles and without axial offset

678_095

The final drive has also been optimised for friction. Power is transmitted to the pinion shaft through a low-loss spur gear stage.

The short pinion shaft runs at right angles to the crown wheel, and there is no axial offset. This permits the use of low-friction
spiral teeth and low-viscosity gear oil (MTF) in the bevel gear. Furthermore, this type of construction allows the shims for the final
drive to be determined in the usual way in service.

97
Bearings – final drive

678_096

98
678_205

The fixed and floating arrangement is also used for the pinion shaft bearings.

On the DL382 versions with a torque capacity of up to 400 Nm, a dual angular contact ball bearing with low bearing preload is
used as the fixed bearing for the pinion shaft.

On the DL382 versions with a torque capacity of up to 500 Nm, a dual roller bearing with low bearing preload is used as the fixed
bearing for the pinion shaft due to the higher torques.

For the differential cage, a friction-reducing angular contact ball bearing is used on one side.

All these measures reduce friction resistance and increase efficiency.

99
Internal shift mechanism – gear actuator module

678_097

The gear changes are performed by four hydraulic cylinders acting on both sides; these are known as the gear actuators. The gear
actuators move the selector rods with the selector forks in the axial direction to engage the gears and to reach the neutral posi­
tions.

Once the desired shift position has been reached, the gear actuators are depressurised. The gears are held by the back-cut bevel of
the dog teeth and by the locking mechanisms of the selector rods. The mechanism and kinematics are designed such that the lock­
ing collars run into the selector forks without force as long as a gear change is not being performed. To this end, the selector forks
are held centrally in the grooves of the locking collars in rest state by the locking mechanisms. The locking collars also have inner
locking mechanisms for this purpose.

The four gear actuators are combined in one function unit, the gear actuator module. The gear actuator module is flange-mounted
directly to the gearbox housing and connected to the hydraulic control unit of the mechatronic unit via oil passages in the gearbox
housing. Special seals ensure that no ATF ↗ gets into the gear oil (MTF ↗).

100
678_098

For the gearbox to operate without any issues, the gearbox control unit must know the exact movements and positions of the selec­
tor forks at all times. For this purpose, each gear actuator has a movement sensor which monitors and adapts the gear changes.
The two speed sensors (G612 / G632) which detect the speeds of the gearbox input shafts for gear train halves 1 and 2 are also
integrated in the gear actuator module; further information (refer to chapter “Gearbox control system – sensors”).

101
Selector rod assembly – gear actuators

678_099

Note
To ensure the correct position of the sender solenoids, the piston rods of the gear actuators have off-centre pins which
engage in the groove on the selector rods. When fitting the selector rods, care must be taken to ensure the correct
position of the gear actuator selector rods. Please observe the assembly instructions in the Workshop Manual. Also
refer to Fig. 678_098.

102
Electrohydraulic shifting

678_100

For information on the function of the trim for gear actuator breather opening, refer to (refer to article “Gear actuator breather
opening”).

103
678_101

Key:

N88 Solenoid valve 1

N89 Solenoid valve 2
N90 Solenoid valve 3

104
N91 Solenoid valve 4
N217 Automatic gearbox pressure regulating valve 3
VGP Gear actuator pressure regulating valve
VGQ-13 Gear actuator valve 1-3 for gear train half 1
VGQ-2R Gear actuator valve 2‑R for gear train half 2
VGQ-57 Gear actuator valve 5-7 for gear train half 1
VGQ-46 Gear actuator valve 4-6 for gear train half 2
MV 1-6 Gear valve 1-6
G487 Gear selector movement sensor 1 –> gear selector movement sensor for GS-A / 1 (for gears 1/3)
G488 Gear selector movement sensor 2 –> gear selector movement sensor for GS-B / 2 (for gears 2/R)
G489 Gear selector movement sensor 3 –> gear selector movement sensor for GS-C / 3 (for gears 5/7)
G490 Gear selector movement sensor 4 –> gear selector movement sensor for GS-D / 4 (for gears 4/6)
SR Riser
GS-A / 1 Gear actuator A (1) for gears 1/3
GS-B / 2 Gear actuator B (2) for gears 2/R
GS-C / 3 Gear actuator C (3) for gears 5/7
GS-D / 4 Gear actuator D (4) for gears 4/6

The switching pressures of the four gear actuators are controlled by the solenoid valve 1-4 (N88 ‑ N91) responsible in each case.
The pressure supply to the solenoid valves is provided centrally by pressure regulating valve 3 N217 from the high-pressure circuit
of the ATF supply system; further information (refer to article “Electrohydraulic control unit (valve body)”).

The gear actuator pressure regulating valve N217 controls the switching pressure for the gear actuator depending on various pa­
rameters in order to ensure reliable gear changes and a good gearshift function.

The solenoid valves N88‑N91 direct the switching pressure into the required pressure chamber and therefore control the direction
in which the gear actuator should move. All movements of the gear actuators are registered by the movement sensors G487 ‑ G490
and evaluated by the gearbox control unit.

Using the siphon effect, the riser (SR) ensures constant flooding of the gear actuator hydraulics so that the gear actuators which
are above the ATF level do not run empty in the rest state. This enhances bleeding of the gear actuator hydraulics and therefore
also improves the gearshift function. Further information (refer to article “Gear actuator breather opening”).

Reference
For further information, refer to:
› Service TV programme 0543TV "7 speed dual clutch gearbox DL382 series – Gearbox control system/Hydraulics test
- Part 1" / TC 06:43 – 07:08
› Service TV programme 0544TV "7 speed dual clutch gearbox DL382 series – Gearbox control system/Hydraulics test
- Part 2" / TC 10:33 – 13:44 Explanation of function based on 2nd test step

105
Operating sequence – shifting up: 1 → 3

678_102

When the vehicle is stationary, as a rule 1st gear is engaged in gear train half 1 and 2nd or reverse gear is engaged in gear train half
2, depending on the previous driving situation.

The vehicle moves away in 1st gear and accelerates. When the time to shift up from 1st to 2nd gear is reached, the engine torque is
transmitted by clutch overlapping (clutch K1 –> K2) to 2nd gear, which was already pre-selected in gear train half 2. The vehicle
continues to accelerate and 3rd gear is already engaged in gear train half 1.

106
Electrohydraulic operating sequence

Initial status:

Solenoid valve 1 N88 is energised with approx. 750 mA; the gear actuator (GS‑A/1), is in the shift position for 1st gear. The two
cylinder chambers A/B are not under pressure and are open towards the oil pan.

Stage 1 (shifting from 1st to 3rd gear):

Solenoid valve 1 N88 is virtually de-energised. The system pressure is now directed from N88 to cylinder chamber A of the gear
actuator, and the gear actuator shifts into 3rd gear. At this point, cylinder chamber B is open towards the oil pan.

Stage 2:

Solenoid valve 1 N88 is energised with 750 mA again. In this valve position, the pressure supply to the gear actuator is interrupted
and the two cylinder chambers A/B are opened towards the oil pan. This completes the process of shifting from 1st to 3rd gear.

107
Operating sequence – shifting down: 3 –> 1

678_103

The vehicle is being driven in 3rd gear and is slowing down. When the time to shift down from 3rd to 2nd gear is reached, the
engine torque is transmitted by clutch overlapping (clutch K1 –> K2) to 2nd gear, which was already pre-selected in gear train half
2. The vehicle continues to slow down. As soon as the speed is reached at which 1st gear needs to be pre-selected, this is done in
gear train half 1.

108
Electrohydraulic operating sequence

Initial status:

The initial status for shifting down from 3rd to 1st gear corresponds to stage 2 for shifting up from 1st to 3rd gear.

Stage 1 (shifting from 3rd to 1st gear):

Solenoid valve 1 N88 is energised with approx. 1500 mA. The system pressure is now directed from N88 to cylinder chamber B of
the gear actuator, and the gear actuator shifts into 1st gear. At this point, cylinder chamber A is open towards the oil pan.

Stage 2:

Solenoid valve 1 N88 is energised with 750 mA again. In this valve position, the pressure supply to the gear actuator is interrupted
and the two cylinder chambers A/B are opened towards the oil pan. This completes the process of shifting from 3rd to 1st gear.

Gear actuator breather opening

Bleeding cylinder chamber A – shift direction minus

678_104

To ensure a good and reproducible gearshift function, cylinder chambers A and B of the gear actuators must be kept as free of air as
possible. As air can be compressed, it has a negative effect on the gearshift function. For this reason, each gear actuator for the two
cylinder chambers has a bleeder connection.

Bleeding of cylinder chamber A takes place through trim 1. Trim 1 is a vent with a very small diameter through which air can escape
with relative ease. At the same time, this vent exerts a high resistance to oil, because oil has a much higher viscosity than air.

109
Trim 1 is located in the gearbox housing at the highest point of cylinder chamber A, where the air present in hydraulic fluid natural­
ly collects (refer to Fig. 678_104).

If cylinder chamber A is under oil pressure, the collected air escapes via trim 1. As the hole in the trim is very small, only a negligi­
ble amount of hydraulic fluid escapes after the air.

Bleeding cylinder chamber B – shift direction plus

678_105

Trim 2 with non-return device as shown here in Fig. 678_105 is shown as an individual unit in Fig. 678_106.

110
678_106

Bleeding of cylinder chamber B takes place via a small bleeder groove in the piston of the gear actuator. Air can escape through this
groove with relative ease. At the same time, the groove exerts a high resistance to oil, because oil has a much higher viscosity than
air. This means that the loss of hydraulic fluid during gearshifts remains negligible. The bleeder groove (trim 2) is located at the
highest point of the piston, where the air present in hydraulic fluid naturally collects.

If cylinder chamber B is under oil pressure, the collected air escapes initially via the sealing lip of sealing collar A and then via the
bleeder groove in the piston under sealing collar B. The air which escapes in this way then arrives in cylinder chamber A, where it is
pressed out through trim 1 when the next opposite gearshift is performed.

When bleeding cylinder chamber B, the sealing lip of sealing collar A functions as a non-return valve in the direction of flow; refer
to the schematic overview of the non-return device.

111
Gear cluster oil supply

Overview
For the DL382 gearbox series, lubrication of the gear cluster is performed by a special dry-sump lubrication concept.

A significant reduction of the oil level and low-viscosity MTF reduce splashing losses. This increases efficiency and improves fuel
consumption.

Splashing losses is the term used for friction resistance which needs to be overcome during splash lubrication when the compo­
nents dip into the oil or move in the oil.

678_108

Depending on the MTF temperature, there are two operating statuses for lubricating the gear cluster; one is pump mode and the
other is splash mode.

Reference
For a demonstration on the topic of splashing losses and further explanations, refer to Service TV programme 0485 TV
"6-speed manual gearbox 0DJ/0CS/0CX with injection lubrication – Part 1 – Design and function".

112
Pump mode

678_109

When the engine is running[2] and the MTF temperature is above approx. 0 °C, an electrically driven low pressure centrifugal pump
(MTF pump) transports the MTF into an oil pan above the gear cluster via a connecting line. From the oil pan, the MTF is distributed
to all lubrication points as required via channels and holes.

Reference
Further information can be found in Service TV programme 0354 TV "7-speed 0CK dual clutch gearbox — S tronic, part
1 Design and function" / TC 09:18 ‑ 11:30 “Lubrication concept in the MTF system”.

[2] A basic activation requirement for the MTF pump is that the engine is running, and on plug-in hybrids the drive system must be activated.

113
Lowering the level

678_110

Before the vehicle is driven, the MTF is at level A. If the MTF temperature is above approx. 0 °C, the MTF pump is switched on when
the engine is running[2] . The MTF pump transports the MTF into the oil pan and the MTF level drops to level B.

[2] A basic activation requirement for the MTF pump is that the engine is running, and on plug-in hybrids the drive system must be activated.

114
Splash mode

678_111

If the MTF temperature is below approx. 0 °C, the MTF pump remains switched off. The gear cluster splashes in the oil and sprays it
to the lubrication points and oil collectors, from where the oil is supplied to less accessible lubrication points.

The lubrication concept is designed so that lubrication of the gear cluster is always ensured if the MTF pump fails.

Note

Reference
For further information, refer to:
› Service TV programme 0354 TV "7-speed 0CK dual clutch gearbox — S tronic, part 1 Design and func­
tion" / TC 09:18 ‑ 11:30 “Lubrication concept in the MTF system” and
› Service TV programme 0485 TV "6-speed manual gearbox 0DJ/0CS/0CX with injection lubrication – Part 1 – Design
and function" – in the chapter “Explanation - splashing losses” or TC from 01:04 to 04:06.

115
678_112

116
MTF pump – electric pump 2 for gearbox – V553

678_113

The MTF pump is a centrifugal pump driven by a brushless electric motor. The MTF pump has its own power supply (terminals 30
and 31) and is activated by gearbox control unit J217 with the pump ON (terminal 15) signal and via LIN data bus. The electronics
for controlling the electric motor and the LIN data bus switching circuit are located in the pump housing. The pump speed is regu­
lated between 2000 and 3000 rpm based on defined characteristic maps.

If an engine speed or a rotating speed of either gearbox input shafts is detected and if the MTF temperature is above approx. 0 °C,
the MTF pump is switched on. Operating statuses such as “drive with combustion engine”, “drive with electric drive motor” do not
have any influences on the switching status of the MTF pump as the gearbox input shafts are always rotating during these operat­
ing statuses; the same applies if the vehicle is in coasting mode. During start/stop operation, the MTF pump continues to run for a
specified run-on period.

Gear oil temperature sensor 2 – G754

MTF pumps manufactured before the middle of 2015 have an MTF temperature sensor; this is the gearbox oil temperature sender
2 G754 with which the temperature-dependent cut-in criterion for the MTF pump is determined. From around the middle of 2015
onwards (from part number index L and K onwards), the MTF temperature sensor G754 is no longer fitted. Instead, the MTF tem­
perature for determining the cut-in criteria for the MTF pump is determined by the gearbox control unit using a temperature mod­
el.MTF pumps without MTF temperature sensor G754 must not be fitted in gearboxes manufactured before the middle of 2015. As
the older gearbox control units do not have a temperature model for calculating the MTF temperature, the MTF pump will not be
switched on. Because the dry sump lubrication function and therefore the MTF pump function is relevant for emissions, in this case
the gearbox warning lamp will be activated and a non-deletable entry will be logged in the event memory.

117
Electric pump 2 for gearbox V553 – with G754 up to mid-2015

678_114

Electric pump 2 for gearbox V553 – without G754 from mid-2015 onwards

678_115

118
ATF supply

ATF supply concept

On gearboxes of the DL382 series, ATF is supplied by an electrically driven tandem ATF pump together with a gas pressure hydraul­
ic accumulator, often referred to simply as an accumulator. This ATF supply concept enables a highly efficient, needs-based ATF
supply which is permanently available and independent of the engine speed. When driving at a constant speed, this means that the
ATF pump can run at only a low output to cool and lubricate the dual clutch. As the ATF pump is not driven by the combustion
engine, the combustion engine can be switched off in coasting mode.

678_122

Note
The gas pressure hydraulic accumulator (accumulator) is located in the MTF chamber and is filled with nitrogen under a
pressure of up to 16 bar on the gas pressure side. When disposing of the accumulator, observe the safety precautions
in the Workshop Manual.

Reference
› Additional information on the ATF supply concept is available in Service TV programme 0354 TV "7-speed 0CK dual
clutch gearbox — S tronic, part 1 Design and function" / chapter “Mechatronic unit – ATF supply” TC 13:01 ‑ 14:40.
› Useful information on the topic of oil systems and gearbox handling is available in Service TV programme 0355 TV
"7-speed 0CK dual clutch gearbox – S tronic/Part 2 Service and workshop practice" / TC 00:30 – 14:50.
› Due to the special ATF supply concept, there are specific procedures for discharging, filling up and checking the ATF
level; these must be performed with the vehicle diagnostic tester.
More detailed information on this is available in Service TV programme 0540 TV "7-speed dual clutch gearbox –
DL382 series – Workshop practice – Checking the ATF level ".

119
ATF pump – gearbox auxiliary hydraulic pump – V552

678_123

The ATF pump is a tandem gear pump which comprises a low-pressure pump and a high-pressure pump. The tandem pump draws
oil in via the joint suction filter. On the pressure side there is a high-pressure circuit and a low-pressure circuit. The oil is filtered
separately in each circuit by an ATF filter which is adapted for the specific purpose.

The low-pressure pump is designed to supply a high quantity of oil at low pressure. It supplies clutches K1 and K2 with cooling oil
and lubricating oil and transports the ATF through the ATF cooler if required.

The high-pressure pump conveys a significantly lower quantity of oil while supplying the pressure required for the following func­
tions:
› Activation of clutches K1 and K2
› Activation of clutch K0 (on DL382E)
› Activation of gear actuators (selector forks)
› Activation of parking lock module to disengage the parking lock

To ensure that the ATF supply is available quickly, the ATF pump is activated with a wake-up signal, for example when unlocking the
vehicle or opening the driver’s door, so that the accumulator is “charged”.

The gearbox auxiliary hydraulic pump V552 is a tandem gear pump which is driven by a brushless 3-phase DC motor. The gearbox
auxiliary hydraulic pump V552, or ATF pump for short, is activated by gearbox control unit J217 via a direct 3-phase connection;
refer to Fig. 678_189. So that the three phases can be activated correctly, rotor position sender G847 is required. The desired deliv­
ery rate is reached by regulation of the ATF pump speed.

Note
The ATF pump must not be allowed to run while empty. As the ATF pump is already activated by the wake-up signal or
when the ignition is switched on, it must be deactivated with the vehicle diagnostic tester before draining the ATF.
Note the corresponding requirements for draining the ATF.

120
Gas pressure hydraulic accumulator (accumulator)

678_124

The gas pressure hydraulic accumulator – subsequently referred to as the accumulator for short – consists of a cylinder with piston
and a connection piece. The piston separates the gas pressure chamber so that it is gas-tight from the hydraulic pressure chamber.
The gas pressure chamber is filled with nitrogen at a pressure of approx. 14 ‑ 16 bar[3] . The gas pressure acts like a compressed
spring on the piston.

The accumulator is located in the MTF system; refer to Fig. 678_031. In the event of leakage at the connecting piece or at the con­
nector to the gearbox housing, the escaping ATF collects in the MTF system.

The accumulator and ATF pump can be tested with the vehicle diagnostic tester under 02 - Gearbox electronics, functions - hydraul­
ic test (refer to article “High-pressure circuit – high-pressure control”) under the heading “Hydraulic test”.

Note
The cylinder of the accumulator must under no circumstances be unscrewed from the connecting piece. Due to the
high pressure of up to 16 bar[3] in the gas pressure chamber, the piston could shoot out of the cylinder. Observe the
relevant safety instructions and requirements for disposal specified in the Workshop Manual.

[3] The pressures stated are approximate values.

121
678_125

Please note the instructions on disposal in the Workshop Manual.Before disposing of the accumulator, a hole must be drilled in the
cylinder with a small drill to allow the gas pressure to escape.

Reference
Information on this topic can also be found in Service TV programme 0355 TV "7-speed 0CK dual clutch gearbox – S
tronic/Part 2 Service and workshop practice".

Accumulator in rest state

678_126

After the ignition is switched off, the hydraulic pressure in the accumulator is released (refer to article “High-pressure circuit –
high-pressure control”) under the heading “Releasing system pressure”. There is a preload pressure of approx. 14 ‑ 16 bar[3] in the
gas pressure chamber.

[3] The pressures stated are approximate values.

122
Charging the accumulator

678_127

In vehicle operation, the accumulator is charged with a pressure of up to 30 bar[3] by the ATF pump via the accumulator charging
valve (VSL). The total volume of the hydraulic pressure chamber is approx. 0.6 litres when fully charged.

Discharging the accumulator

678_128

When the maximum pressure of approx. 28 ‑ 30 bar[3] is reached, the accumulator charging valve (VSL) switches around and the
operating status “discharge accumulator” applies. The ATF supply for the high-pressure circuit is now provided only from the hy­
draulic fluid of the accumulator and the pressure drops more or less quickly, depending on fuel consumption and leakage. If the
pressure drops to the lower shifting point of the accumulator charging valve, the accumulator is charged again and the process
restarts (refer to article “High-pressure circuit – high-pressure control”) under the heading “Accumulator charging valve (VSL) -
function” and (refer to article “Hydraulics diagram – DL382 series”).

[3] The pressures stated are approximate values.

123
High-pressure circuit – high-pressure control

678_129

The high-pressure circuit supplies the following functions:

› Clutch control K1 and K2
› Clutch control K0 (on DL382E)
› Control of gear actuators (selector forks)
› Activation of parking lock module to disengage the parking lock

The central component for controlling the pressure in the high-pressure circuit is the accumulator charging valve (VSL). In combi­
nation with the non-return valve, it controls the pressure in the high-pressure circuit (and in the accumulator) so that it remains
between approx. 24 bar[3] and approx. 28 bar[3] (refer to article “Hydraulics diagram – DL382 series”).

Reference
Information on this topic can also be found in Service TV programme 0544 TV "7 speed dual clutch gearbox DL382
series – Gearbox control system/Hydraulics test - Part 2".

[3] The pressures stated are approximate values.

124
Accumulator charging valve (VSL) – function

Accumulator charging valve (VSL) in shift position A – pressure rising

678_130

Accumulator charging valve (VSL) in shift position B – pressure falling

678_131

The accumulator charging valve is a mechanical changeover valve with the two switch positions A and B. Switching between the two
switch positions takes place at the upper and lower switching points and depends on the system pressure.

The switch from position A to position B takes place at the upper switching point starting at a system pressure of approx. 28
bar[3] .

The switch from position B to position A takes place at the lower switching point starting at a system pressure of approx. 24 bar[3] .

Switching from position A to position B

Up to the upper switching point of approx. 28 bar[3] , the accumulator charging valve is in position A. In position A, the hydraulic
fluid volume conveyed by the high-pressure pump is directed into the high-pressure circuit via the non-return valve. As well as gen­
erally supplying pressure to the hydraulic actuators, this charges the accumulator.

When the upper switching point is reached, the accumulator charging valve switches to position B. In position B, the hydraulic fluid
volume conveyed by the high-pressure pump is directed into the low-pressure circuit. The non-return valve closes the high-pressure
circuit and the high-pressure supply now only takes place from the accumulator. Because the supply is now from the accumulator,
the pressure in the high-pressure circuit drops from this point onwards.

[3] The pressures stated are approximate values.

125
As the ATF pump is speed-controlled, it runs with significantly lower loads and current draw during this phase. If the cooling oil
requirements for cooling the clutch are low, the speed of the ATF pump can be reduced correspondingly. All of these factors in­
crease efficiency.

Switching from position B to position A

Accumulator charging valve (VSL) in shift position B – pressure falling

678_132

Accumulator charging valve (VSL) in shift position A – pressure rising

678_133

The pressure in the high-pressure circuit drops until the lower switching point is reached at approx. 24 bar[3] .

The accumulator charging valve now switches back to switching point A and the route to the low-pressure circuit is blocked. The
high-pressure pump now supplies the high-pressure circuit again. The system pressure continues to rise until the upper switching
point is reached at approx. 28 bar and the process described of releasing pressure in the high-pressure circuit begins again.

A functional check of the accumulator charging valve is carried out in the hydraulic test program which can be performed with the
vehicle diagnostic tester. Refer to the next section “Hydraulic test”.

Hydraulic test

An extensive test program known as the hydraulic test is available for the high-pressure circuit. The hydraulic test can be performed
easily using the vehicle diagnostic tester.

In the hydraulic test, electrohydraulic components are activated and hydraulic paths are tested and evaluated with the help of sig­
nal evaluations from the available sensors and control units. The hydraulic test confirms that the gearbox hydraulics of the high-
pressure circuit are functioning correctly; in the event of any issues, it indicates faults or faulty components.

[3] The pressures stated are approximate values.

126
The hydraulic test assists the mechanic in making the right decisions with regard to repairs and helps to reduce repair costs and
avoid repeat repairs.

The hydraulic test comprises the six following test steps:

1. Preload pressure test – accumulator and leak test of clutch paths
2. Leak test of gear actuator control paths
3. Charging volume test – pressure accumulator
4. Function test – accumulator charging valve
5. Function test – accumulator charging valve (solenoid valve 6 – N93)
6. Delivery volume test of ATF pump (V552)

Reference
Detailed information about the hydraulic test is available in the following Audi Service TV programmes:
› Service TV programme 0543 TV "7 speed dual clutch gearbox DL382 series – Gearbox control system/Hydraulics
test - Part 1"
› Service TV programme 0544 TV "7 speed dual clutch gearbox DL382 series – Gearbox control system/Hydraulics
test - Part 2"

Releasing system pressure

The system pressure is released in a controlled manner after the ignition is switched off. To do so, first of all the ATF pump is deac­
tivated. Next, the four gear actuators are activated alternately with high frequency until the hydraulic pressure in the accumulator
has been released completely. During this process, the signals of the four movement sensors are observed. When the movements
of the gear actuators cease, this is an indication that the pressure has been released sufficiently.

The system pressure can also be released using the “ATF pressure release/Disable ATF pump” function of the vehicle diagnostic
tester. As part of this, the ATF pump is also deactivated permanently. This process must be performed before releasing the ATF
and before carrying out work on the hydraulic system.

For information on this, refer to the notes and links at the beginning of this chapter.

System pressure release

678_128

127
System pressure fully released

678_126

128
Low-pressure circuit

678_134

Key:

This symbol represents the cooling of the gearbox control unit’s CPU ↗. For better cooling of the CPU, there are
cooling channels on the outside of the gearbox control unit's aluminium mounting plate. These transmit heat to
the valve body housing. Some of the ATF coming from the ATF cooler flows through and cools this area of the
valve body. Refer to Fig. 678_121.

The role of the low-pressure circuit is to cool the clutch and the ATF (refer to article “Clutch cooling”). The low-pressure pump
transports a suitable amount of oil to the clutch cooling valve via the thermostat bypass valve and the low-pressure filter. The
clutch cooling valve then directs the cooling and lubricating oil to the active clutch.

Thermostat bypass valve (VBT) / ATF – heat exchanger

The thermostat bypass valve (VBT) directs the low-pressure flow of oil through the ATF heat exchanger or directly to the clutch
cooling system, depending on the operating situation.

The VBT operates depending on pressure and temperature. The wax expansion element activates the valve from a temperature of
approx. 30 °C upwards.

129
678_135

› A) ATF temperature < approx. 30 °C

The valve is in the basic position below approx. 30 °C; the ATF is guided directly to the clutch cooling system. This means that
the engine coolant warms up more quickly.

678_207

› B) ATF temperature > approx. 30 °C

The wax expansion element activates the valve and the ATF is directed via the ATF heat exchanger (WT). Initially, the ATF is heat­
ed up by the engine coolant. As soon as the ATF is warmer than the engine coolant temperature, the ATF is cooled.

130
678_208

› C) Back-up due to slow flow of ATF or dirt in heat exchanger (WT)

If the ATF heat exchanger (WT) causes a certain amount of back-up pressure, for example in the event of dirt or a very slow flow
of oil, the thermostat bypass valve opens a bypass channel and the ATF is guided directly to the clutch cooling system. This en­
sures that the ATF heat exchanger is protected against excessively high pressure and that the clutch is cooled.

Reference
Further information can be found in Service TV programme 0543 TV "7 speed dual clutch gearbox DL382 series – Gear­
box control system/Hydraulics test - Part 1" / TC 04:45.

131
Mechatronic unit

Mechatronic unit – assembly groups

678_116

The mechatronic unit is the gearbox’s central electrohydraulic control unit. The following components are integrated in the mecha­
tronic unit:
› Electrohydraulic control unit (valve body with mechanically, hydraulically and electrically activated hydraulic valves)
› Gearbox control unit
› Electrically driven ATF pump
› ATF suction filter, low-pressure filter and high-pressure filter
› Hydraulic pressure senders G545 and G546
› Riser (SR)
› Contact element

132
678_117

133
Electrohydraulic control unit (valve body)

678_118

CPU stands for central processing unit and refers to the main processor of the gearbox control unit.

678_203

134
Solenoid valves – pressure regulating valves – hydraulic valves

678_119

For the electrohydraulic control of the gearbox, only electromechanically operated proportional valves are used which activate the
hydraulic control elements (e.g. gear actuators, clutch pistons) directly. These valves are subsequently referred to as solenoid
valves or pressure regulating valves.

The solenoid valves and pressure regulating valves for the clutches and gear actuators are known as cartridge valves. Cartridge
valves are pre-manufactured components in which the valve spool and the valve housing form a single unit. This unit is fitted in the
valve body. As there are no moving parts in the housing of the valve body, no wear occurs there. Cartridge valves can therefore be
replaced in the event of any issues.

Cartridge valves are characterised by low losses due to leakage; this in turn contributes to the efficiency of the gearbox.

Valves with spools which run in the valve body are referred to as direct valves. The clutch cooling valve (solenoid valve 5 N92) and
the bypass thermostat valve (VBT) are direct valves. In the event of any issues, the spool of such valves must not be renewed as the
wear on the valve housing (valve body) cannot be checked with the required precision using workshop equipment. For this reason,
the valve body including the valve is renewed in the event of issues with direct valves.

135
Hydraulic interfaces

678_120

Key:

Clutch cooling K2

Clutch pressure K2

Each gear specified refers to the pressure channel leading to the gear actuator via which the specified gear is actuated.

136
Automatic gearbox control unit J217 – gearbox control unit

678_121

CPU stands for central processing unit and refers to the main processor of the gearbox control unit.

The gearbox control unit is the mechatronic unit’s central control unit. All sensor signals and information from associated control
units come together in the gearbox control unit. The gearbox control unit initiates and monitors all actions performed by the gear­
box. To compensate for component wear, the gearbox control unit continuously performs adaptions of the gearbox control func­
tions. Communication with the periphery takes place via the FlexRay data bus system and the LIN bus (refer to chapter “Function
diagrams”). Only the parking lock solenoid N486 is activated by the selector lever sensors control unit J587.

137
Gearbox control system – sensors

Speed sensors / speed information

678_136

Speed signals are among the most important pieces of information required by the gearbox control unit to control the gearbox. The
gearboxes of the DL382 series process the following speed information:
› Clutch input speed
› Gearbox input speed, gear train half 1
› Gearbox input speed, gear train half 2
› Gearbox output speed

Clutch input speed (dual clutch)

The clutch input speed is generated from the engine speed[4] by the engine speed sender G28 and supplied by the engine control
unit via FlexRay data bus.

The clutch input speed is required for the following functions:

› Regulation of clutches K1 and K2, and additionally of clutch K0 on DL382E
› Adaption of clutches K1 and K2, and additionally of clutch K0 on DL382E
› Microslip control of clutches K1 and K2

Gearbox input speed sender 1 G632

Speed sensor for input shaft 1

[4] On DL382E, the clutch input speed for the dual clutch is the speed of the electric drive motor (generated by G713).

138
Gearbox input speed sender 2 G612

Speed sensor for input shaft 2

The role of the two speed sensors G632 and G612 is to precisely detect the clutch output speeds of clutch K1 (G632) and clutch K2
(G612). Together with the clutch input speed information, the clutch slip can be calculated precisely.

The signals of the speed sensors G632 and G612 are used for the following functions:
› Regulation of clutches K1 and K2 (overlapping gear changes)
› Microslip control of clutches K1 and K2
› Adaption of clutches K1 and K2
› Determination of synchronisation speed for shift control (engaging a gear)
› Calculation of gearbox output speed
› Component protection of clutches K1 and K2
› Detection of direction of travel

The two speed sensors G632 and G612 are part of the gear actuator module. The power supply and the sensor signals are connec­
ted to the gearbox control unit via the interface on the gear actuator module (refer to article “Gear actuator movement sensors”)
under the heading “Interface - gear actuator module”.

If one of the speed sensors fails, the affected gear train half is deactivated. The gearbox control unit controls the gearbox with an
appropriate emergency running program (refer to article “Gearbox functions”) under the heading “Protective functions ‑ gearbox
emergency running mode”.

Speed signal G632 / G612

Schematic diagram of speed signal

678_137

The internal gearbox speed sensors G632 and G612 work with a special Hall sensor technology to determine the speed and direc­
tion of rotation. Each speed sensor comprises three Hall elements and one sensor electronics unit to generate the sensor signal.
The sensor signal indicates the direction of rotation via the pulse length and the speed via the frequency. The sender wheels have a
certain number of magnetic pole pairs; refer to Fig. 678_136. For every change of polarity, a pulse signal is emitted, i.e. two pulse
signals per pole pair. The length of the pulse signals differs depending on the direction of rotation of the sender wheels.

The duration of the pulse signal in one direction of rotation (A) is approx. 0.18 ms, while in the other direction of rotation (B) it is
approx. 0.09 ms.

A signal is also generated when the sender wheel is stationary. When the sender wheel is stationary, the duration of the pulse sig­
nal is approx. 1.44 ms, while the cycle duration (T) is approx. 740 ms.

The speed of the input shafts is derived from the frequency (f) with which the square-wave signal occurs. The frequency corre­
sponds to the inverse value of the cycle duration (T).

Internal sensor diagnosis

The sensor electronics of the speed sensors can detect certain faults independently. In such cases, the sensor electronics inform
the gearbox control unit of the faults via the sensor signal using appropriate pulse lengths.

139
For example, if the magnetic field of the sensor wheel is correspondingly weak, a sensor signal with a pulse length of approx. 0.045
ms is transmitted to the gearbox control unit. The gearbox control unit generates a corresponding entry in the event memory and
initiates appropriate measures (emergency running or back-up program).

Gearbox output speed – vehicle speed – direction of travel

The gearbox output speed and the direction of travel are determined in two ways:
› Calculation from speed signals of senders G632 and G612 and the active gear.
› Calculation from wheel speed information from ESC control unit which is made available via FlexRay data bus.

This information is continuously checked for plausibility and evaluated according to the situation; it is required for the following
functions:
› Selecting a gear and determining the switching points
› Diagnosing synchronisation of the selector gears

140
Gear actuator movement sensors

678_138

Precise sensing of the movement and shift position of the gear actuators and therefore of the selector forks is of elementary impor­
tance for gear changes. It must always be ensured that no impermissible shift positions occur and that the gear changes are always
performed in the required quality. The gearbox determines the required information using one movement sensor at each of the
four gear actuators. The four movement sensors are located directly on the gear actuator module. Permanent magnets which are
integrated on the piston of the gear actuators as castings function as sender elements.

141
678_139

Note
To ensure the correct position of the sender solenoids, the piston rods of the gear actuators have off-centre pins which
engage in the groove on the selector rods. When fitting the selector rods, it is important to make sure that the pins on
the piston rods engage correctly in the grooves on the selector rods. Only in this way can it be ensured that the pins are
not damaged and that the sender magnets are positioned correctly in relation to the movement sensors. Please ob­
serve the assembly instructions in the Workshop Manual.

142
Interface - gear actuator module

678_140

Pin assignment of connector for gear actuator module to gearbox control unit
1. Signal from movement sensor 3 G489 – gear actuators 5-7 (GS‑C/3)
2. Signal from gearbox input speed sender 2 G612
3. Signal from gearbox input speed sender 1 G632
4. Signal from movement sensor 4 G490 – gear actuators 4-6 (GS-D/4)
5. Voltage supply for speed sensors G632 / G612
6. Signal from movement sensor 2 G488 – gear actuators 2-R (GS‑B/2)
7. Voltage supply (5V) for movement sensors
8. Earth: terminal 31
9. Signal from movement sensor 1 G487 – gear actuators 1-3 (GS‑A/1)

Note
Special tool T40305/1/2 is required to unplug and plug in the connector. The electrical connection to the gearbox con­
trol unit is established via a wiring harness on the gearbox control unit. Refer to Fig. 678_121.

143
Basic position – adaption - measured values

678_107

Due to manufacturing tolerances and the precision required in detecting the position, the end positions, neutral positions and syn­
chronisation points along with the characteristic curve of the gear actuator valves of each gear must be adapted in the gearbox
control unit (e.g. after renewing the control unit or the hydraulic control unit (valve body)). Corresponding functions are available
in the vehicle diagnostic tester for this purpose. Continuous adaption of these basic learnt values is still performed during vehicle
operation.

If a movement sensor fails or has a malfunction, the affected gear train half is deactivated and a corresponding emergency running
program is activated depending on the remaining possible options. In addition to this, corresponding messages are displayed in the
instrument cluster.

The current gear actuator positions and movements are shown in the following measured values:
› IDE11159 – Gear Position Distance Sensor 1, position (G487, gear actuators 1–3 (GS-A/1))
› IDE11160 – Gear Position Distance Sensor 2, position (G488, gear actuators 2–R (GS-B/2))
› IDE11161 – Gear Position Distance Sensor 3, position (G489, gear actuators 5-7 (GS-C/3))
› IDE11162 – Gear Position Distance Sensor 4, position (G490, gear actuators 4-6 (GS-D/4))

Signal from movement sensors G487-G490 (movement sensors 1-4)

678_142

The movement sensors work with a special Hall sensor technology. They have a linear measurement area of max. ± 10 mm, starting
from the exact zero position of the piston in its centre position (neutral position).

The voltage supply is 5 V ± 0.5 V.

A PWM signal of 10 ‑ 90 % is emitted as a measurement signal. The signal frequency is 1 kHz ± 100 Hz.

PWM signal

10 % ≙ Piston extended at max. stroke of 10 mm (+ 10 mm)

50 % ≙ Piston in calibrated centre position 0 mm

90 % ≙ Piston retracted at max. stroke of 10 mm (- 10 mm)

144
Internal sensor diagnosis of gear actuator movement sensors

The sensor electronics of the movement sensors can detect certain faults. The sensor electronics inform the gearbox control unit of
the faults via the sensor signal using appropriate pulse-width modulation (PWM).

For example, if the magnetic field of the sender magnet is diagnosed as being weak or not present, a PWM signal of 95 % is trans­
mitted to the gearbox control unit. In the event of a diagnosed sensor fault, a PWM signal of 97.5 % is transmitted. The gearbox
control unit generates a corresponding entry in the event memory and initiates appropriate measures (emergency running or back-
up program).

Clutch pressure sensors

678_143

› Hydraulic pressure sender 1 G545

› Hydraulic pressure sender 2 G546

G545 detects the hydraulic pressure of the clutch mechanism of clutch K1 (actual clutch pressure).

G546 detects the hydraulic pressure of the clutch mechanism of clutch K2 (actual clutch pressure).

The maximum pressure measurement area of both senders is approx. 21 bar.

Sensors G545 and G546 have the function of controlling the filling of the clutch paths and monitoring the respective clutch pres­
sure. In addition to this, the two sensors are required for adaption of the control current/pressure characteristic curve for the
clutch control system.

If a hydraulic pressure sender fails, the learnt control current/pressure characteristic curve is used for the clutch control system
and the fault is stored in the event memory (but not displayed in the instrument cluster).

145
678_144

The connectors for the two clutch pressure sensors G545 and G546 are identical and can be interchanged. On newer gearbox con­
trol units, connector interchanges are not only detected but the sensors are also re-assigned to the clutches.

146
Temperature sensors

678_145

Gearbox oil temperature sender G93 and temperature sender in control unit G510

Due to the integration of the electronic control unit and the sensors in the gearbox, ATF continuously flows around these compo­
nents. This means that the ATF temperature has a major effect on the temperature of these electronic components in the gearbox
and therefore on the control of the gearbox functions and their adaptions. High temperatures have a detrimental effect on their
service life and performance. Monitoring of the temperature of the electronics and the ATF is therefore of paramount importance.
The thermal conditions are detected by the two temperature sensors G93 and G510 and one temperature sensor integrated in the
control unit’s main processor – the CPU. The temperatures detected are evaluated and checked for plausibility by the gearbox con­
trol unit.

The gearbox oil temperature sender G93 is part of the gearbox control unit. It detects the ATF temperature in the oil pan and ATF
flows around it.

The temperature sender in control unit G510 is located on the control unit’s printed circuit and detects the temperature directly at
the electronic components.

The values of the two temperature sensors G93 and G510 are used for the following functions:
› Criterion for various adaptions and diagnoses
› Adaption of switching pressure
› Criterion for warm-up program (shift program)
› Criterion for initiating protective functions (temperature monitoring - component protection)

If the gearbox oil temperature sender G93 fails, an entry is logged in the event memory and a warning is displayed in the instru­
ment cluster. So that the gearbox functions are retained as far as possible, a replacement value is formed from the values in G510.

147
If the temperature sender in control unit G510 fails, an entry is logged in the event memory and a warning is displayed in the in­
strument cluster. So that the gearbox functions are retained as far as possible, a replacement value is formed from the values of
the temperature sensor in the CPU. This sensor does not have its own diagnostic designation.

Temperature monitoring – component protection

When the temperature measured by the temperature sender in control unit G510 reaches approximately 130 °C, the gearbox con­
trol unit initiates a reduction of the engine torque to reduce the energy input in the gearbox and reduce the temperature. When the
engine torque is reduced, an entry is made in the event memory and a message appears in the instrument cluster informing the
driver of the limited gearbox function.

Once the temperature calculated by the temperature sender in control unit G510 has gone back down to 125 °C, the reduction of
the engine torque is cancelled and the message in the instrument cluster disappears.

Gear sensor

678_146

Gear sensor – G676

Gear sensor 2 – G869

The gearboxes of the DL382 series have an identical gear sensor. In terms of signal use, however, there are differences between
gearboxes with park‑by‑cable (PBC) and park‑by‑wire (PBW) technology.

Park-by-cable

On gearboxes with park-by-cable technology, the signal of the gear sensor for determining the selected transmission positions P, R,
N, D and S is used. The term used for this is “PRNDS signal”.

148
The PRNDS signal is required for many other functions as well as for controlling the gearbox functions. Here are just a few exam­
ples:
› For start control
› For switching on the reversing lights
› For switching on the parking aid, etc.

Park-by-wire

On gearboxes with park-by-wire technology, the signal from the gear sensor is only used to detect the statuses “parking lock en­
gaged” (P-ON) and “parking lock disengaged” (P-OFF). The term used for this is “P signal”.

The P signal is used to diagnose whether the park-by-wire system is working correctly. In the event of a fault, corresponding event
memory entries are generated and the driver is informed by a display in the instrument cluster. In addition, the P signal detects
when the parking lock is released via the parking lock manual release mechanism; this means that relevant messages can be dis­
played in the instrument cluster.

On vehicles with park-by-wire and shift-by-wire technology, the selected transmission position is detected by the selector mecha­
nism and transmitted to the gearbox control unit using bus data transfer.

678_147

The gear sensor has a redundant design. It is directly attached to the gearbox control unit without any further wire connection.

Pin assignment of connector/interface:

› Pin 1: Supply voltage
› Pin 2: Sensor signal, G676
› Pin 3: Sensor signal, G869
› Pin 4: Earth, terminal 31

If one of the two sensors fails, the signal from the sensor that is still functioning is used and an entry appears in the event memory.
Corresponding messages are displayed in the instrument cluster.

On vehicles with park‑by‑cable technology, it is not possible to drive the vehicle if both sensors fail (e.g. if the voltage supply is
interrupted).

149
 Reference
Further useful information on removing and installing the gear sensor is available in Service TV programme 0355 TV
"7-speed 0CK dual clutch gearbox – S tronic/Part 2 Service and workshop practice" of 26.10.2014.

Note
After the gear sensor has been installed it must be calibrated using the vehicle diagnostic tester.

150
Function diagrams

Hydraulics diagram – DL382 series

678_188

151
Hydraulics diagram – legend:

This symbol represents the cooling of the gearbox control unit’s CPU ↗. For better cooling of the CPU, there are
cooling channels on the outside of the gearbox control unit's aluminium mounting plate. These transmit heat to
the valve body housing. Some of the ATF coming from the ATF cooler flows through and cools this area of the
valve body. Refer to Fig. 678_121 and Fig. 678_134.

Designation in service documentation Function name

G487 Gear selector movement sensor 1 WS1 Gear selector movement sensor for GS-A / 1 (movement sensor for gears
1/3)
G488 Gear selector movement sensor 2 WS2 Gear selector movement sensor for GS-B / 2 (movement sensor for gears
2/R)
G489 Gear selector movement sensor 3 WS3 Gear selector movement sensor for GS-C / 3 (movement sensor for gears
5/7)
G490 Gear selector movement sensor 4 WS4 Gear selector movement sensor for GS-D / 4 (movement sensor for gears
4/6)
G545 Hydraulic pressure sender 1 Clutch pressure sensor K1
G546 Hydraulic pressure sender 2 Clutch pressure sensor K2

N88 Solenoid valve 1 VGQ-13 Gear actuator valve 1-3 for gear train half 1
N89 Solenoid valve 2 VGQ-2R Gear actuator valve 2-R for gear train half 2
N90 Solenoid valve 3 VGQ-57 Gear actuator valve 5-7 for gear train half 1
N91 Solenoid valve 4 VGQ-46 Gear actuator valve 4-6 for gear train half 2
N92 Solenoid valve 5 VKU Clutch cooling valve
N93 Solenoid valve 6 VSS Accumulator control valve
N215 Automatic gearbox pressure reg­ VKP-1 Clutch valve K1
ulating valve 1
N216 Automatic gearbox pressure reg­ VKP-2 Clutch valve K2
ulating valve 2
N217 Automatic gearbox pressure reg­ VGP Gear actuator pressure regulating valve
ulating valve 3
N218 [5] Automatic gearbox pressure reg­ VKP-0 Clutch cooling valve K0
ulating valve 4
N468 [6] Parking lock solenoid Parking lock holding magnet

VSL Accumulator charging valve

VBT Thermostat bypass valve
VKE-1 [7] Clutch bleeder valve K1, not included in hydraulics diagram
VKE-2 [7] Clutch bleeder valve K2, not included in hydraulics diagram
K0 [5] Clutch K0 for combustion engine
K1 Clutch K1 for gear train half 1
K2 Clutch K2 for gear train half 2
SF Suction filter (ATF)
Breather pipe SR Riser tube – ensures constant flooding of gear actuators

DF1 Pressure filter 1 (low-pressure ATF circuit)

DF2 Pressure filter 2 (high-pressure ATF circuit)
PD [5] Pulsation damper
DS Pressure accumulator (gas-pressure hydraulic accumulator)
GS-A / 1 Gear actuator A (1) for gears 1/3
GS-B / 2 Gear actuator B (2) for gears 2/R
GS-C / 3 Gear actuator C (3) for gears 5/7
GS-D / 4 Gear actuator D (4) for gears 4/6
GSE Gear actuator breather opening
PS [6] Parking lock module
RSV Non-return valve

[5] Only on DL382E (0DK gearbox), PR number 0K3

[6] Only with shift-by-wire (SBW) / park-by-wire (PBW) technology from SOP week 22/15 onwards
[7] VKE‑1 and VKE‑2 are not pictured in the hydraulics diagram of the DL382 series; refer to Fig. 678_088.

152
Designation in service documentation Function name
WT Heat exchanger / ATF cooler

V552 Gearbox auxiliary hydraulic pump ATF pump – gearbox control system
V553 [8] Electric pump 2 for gearbox MTF pump – temperature-dependent dry sump lubrication of gear cluster

V671 [5] Electric pump 3 for gearbox ATF pump – cooling / lubrication of clutch K0 and electric drive motor

DRV Pressure regulating valve

MV Solenoid valve

[8] Not shown in hydraulics diagram for DL382 series because pump V533 is responsible for the MTF system.
[5] Only on DL382E (0DK gearbox), PR number 0K3

153
Electric function diagram DL382-7F – 0CK gearbox with shift / park‑by‑cable

678_189

Key:

E313 Selector lever / selector mechanism

F189 Tiptronic switch
F305 Gear selector position P switch
G93 Gearbox oil temperature sender – ATF temperature sensor
G487 Gear selector movement sensor 1 – gear actuator 1/3

154
G488 Gear selector movement sensor 2 – gear actuator 2/R
G489 Gear selector movement sensor 3 – gear actuator 5/7
G490 Gear selector movement sensor 4 – gear actuator 4/6
G545 Hydraulic pressure sender 1 – clutch path for clutch K1
G546 Hydraulic pressure sender 2 – clutch path for clutch K2
G510 Temperature sender in control unit
G612 Gearbox input speed sender 2 – input shaft 2
G632 Gearbox input speed sender 1 – input shaft 1
G676 Gear sensor – pin 2 signal
G754 Gearbox oil temperature sender 2 – MTF temperature sensor[9]
G847 Rotor position sender for gearbox auxiliary hydraulic pump – rotor position sensor
G869 Gear sensor 2 – pin 3 signal

J217 Automatic gearbox control unit

J393 Convenience system central control unit
J587 Selector lever sensors control unit
J743 Mechatronic unit for dual clutch gearbox

N88 Solenoid valve 1 (gear actuator valve 1/3)

N89 Solenoid valve 2 (gear actuator valve 2/R)
N90 Solenoid valve 3 (gear actuator valve 5/7)
N91 Solenoid valve 4 (gear actuator valve 4/6)
N92 Solenoid valve 5 (clutch cooling valve)
N93 Solenoid valve 6 (accumulator control valve)

N110 Selector lever lock solenoid

N215 Automatic gearbox pressure regulating valve 1 (clutch valve K1)

N216 Automatic gearbox pressure regulating valve 2 (clutch valve K2)
N217 Automatic gearbox pressure regulating valve 3 (pressure regulating valve – gear actuator)
N218 Automatic gearbox pressure regulating valve 4 – clutch K0 – only on DL382E (0DK gearbox)

N486 Parking lock solenoid – parking lock holding magnet

V552 Gearbox auxiliary hydraulic pump – ATF pump for ATF supply for gearbox control system and lubrication and cooling of
clutches K1 and K2
V553 Electric pump 2 for gearbox – MTF pump for lubrication and cooling of gear cluster
Y26 Selector lever position display
Twisted wires

Reference
For more information about the shift-by-cable selector mechanism, refer to SSP 603 "Audi A6 Avant '12" and SSP 367
"The six-speed automatic gearbox 09D in the Audi Q7".

[9] Refer to article “MTF pump – electric pump 2 for gearbox – V553” under the heading “Gearbox oil temperature sender 2 – G754”

155
Electric function diagram DL382 with park‑by‑wire technology and DL382E (0DK)

678_190

Connectors for selector lever E313:

› Connector A to vehicle periphery
› Connector B to selector lever lock solenoid N110
› Connector C to selector lever position display Y5
› Connector D to motor for lateral selector lever lock V577
› Connector E to gear lever for K320, E816 and E681

Note
The CAN data bus system via which the selector lever sensors control unit J587 communicates can be found in the cur­
rent flow diagram for the corresponding model line.

Reference
For more detailed information on the selector mechanism, refer to SSP 643 (refer to article “Audi R8 (Type 4S) selector
mechanism”)

156
Key:

BM Bus earth (FlexRay data bus)

BP Bus positive (FlexRay data bus)

E313 Selector lever / selector mechanism

E681 Button for selector lever release
E816 Parking lock button

G93 Gearbox oil temperature sender – ATF temperature sensor

G487 Gear selector movement sensor 1 – gear actuator 1/3
G488 Gear selector movement sensor 2 – gear actuator 2/R
G489 Gear selector movement sensor 3 – gear actuator 5/7
G490 Gear selector movement sensor 4 – gear actuator 4/6
G545 Hydraulic pressure sender 1 – clutch path for clutch K1
G546 Hydraulic pressure sender 2 – clutch path for clutch K2
G510 Temperature sender in control unit
G612 Gearbox input speed sender 2 – input shaft 2
G632 Gearbox input speed sender 1 – input shaft 1
G676 Gear sensor – pin 2 signal
G727 Selector lever position sender
G847 Rotor position sender for gearbox auxiliary hydraulic pump – rotor position sensor
G868 Sender for lateral selector lever lock
G869 Gear sensor 2 – pin 3 signal

J217 Automatic gearbox control unit

J587 Selector lever sensors control unit
J743 Mechatronic unit for dual clutch gearbox

K320 Parking lock indicator lamp

N88 Solenoid valve 1 (gear actuator valve 1/3)
N89 Solenoid valve 2 (gear actuator valve 2/R)
N90 Solenoid valve 3 (gear actuator valve 5/7)
N91 Solenoid valve 4 (gear actuator valve 4/6)
N92 Solenoid valve 5 (clutch cooling valve)
N93 Solenoid valve 6 (accumulator control valve)

N110 Selector lever lock solenoid

N215 Automatic gearbox pressure regulating valve 1 (clutch valve K1)

N216 Automatic gearbox pressure regulating valve 2 (clutch valve K2)
N217 Automatic gearbox pressure regulating valve 3 (pressure regulating valve – gear actuator)
N218 Automatic gearbox pressure regulating valve 4 – clutch K0 – only on DL382E (0DK gearbox)

N486 Parking lock solenoid – parking lock holding magnet

V552 Gearbox auxiliary hydraulic pump – ATF pump for ATF supply for gearbox control system and lubrication and cooling of
clutches K1 and K2
V553 Electric pump 2 for gearbox – MTF pump for lubrication and cooling of gear cluster
V577 Motor for lateral selector lever lock
V671 Electric pump 3 for gearbox – ATF pump for lubricating and cooling clutch K0 and electric drive motor – only on DL382E
(0DK gearbox)
Y5 Selector lever position display
Twisted wires

157
Electric function diagram for DL382E – hybrid module

678_191

Key:

A19 Voltage converter

A37 DC/AC converter for drive motor
G712 Drive motor temperature sender
G713 Drive motor rotor position sender 1 (rotor position sensor)
JX1 Power and control electronics for electric drive (power electronics LE)
J841 Electric drive control unit
VX54 Three-phase current drive (electric drive motor – hybrid module)
V141 Electric drive motor
Twisted wires
Shielded high-voltage lines

Pin assignment, connector A (10-pin) of hybrid module on gearbox:

A1 Signal from temperature sensor

A2 Earth for temperature sensor
A3 Voltage supply positive for rotor position sensor
A4 Signal sine from rotor position sensor
A5 Signal cosine from rotor position sensor
A6 Voltage supply negative for rotor position sensor

158
Hybrid module – electric drive motor

Introduction
DL382E‑7A (0DK) is the hybrid version of DL382plus‑7A (0HL) with a hybrid module electric drive motor integrated in the gearbox.

Engine/motor control unit J623 is the master control unit for calculating the torque requirements for the electric drive motor. The
power and control electronics for electric drive JX1 (or simply power electronics for short) implements these requirements accord­
ingly. The power electronics have the address word 0051 and the measured values for the electric drive motor can be read out un­
der this address.

This chapter explains the hybrid components of DL382E.

678_148

The layout and the design are shown in the following illustrations:
› Fig. 678_023 (refer to article “7-speed dual clutch gearbox 0DK – DL382E-7A”)
› Fig. 678_028 (refer to article “Cutaway view of gearbox, DL382E‑7A (0DK)”)
› Fig. 678_154 (refer to article “Component overview”)

Reference
Refer to Service TV programme 0608 TV "7-speed dual clutch gearbox 0DK – DL382 part 1"

159
Overview of high-voltage components
High-voltage wiring/high-voltage components on the Audi Q5

678_149

160
Component overview

678_150

678_151

The hybrid module is notable for its high levels of component integration and a very compact package. The core element of the
hybrid module is a permanently excited electric drive motor with an internal rotor. The clutch K0 and the centrifugal pendulum
absorber for the dual-mass flywheel are located in the rotor.

Drive motor temperature sender G712 (which measures the temperature of the stator winding) and drive motor rotor position
sender 1 G713 (also referred to as the rotor position sensor) are located on the housing of the hybrid module. Both sensors can be
renewed separately.

It is relatively easy to renew the hybrid module. If the hybrid module is renewed, the shim for the clutch engagement mechanism
must be determined again.

161
678_152

678_153

162
Cutaway view – hybrid module with dual clutch

678_154

The layout and the design are shown in the following illustrations:
› Fig. 678_023 (refer to article “7-speed dual clutch gearbox 0DK – DL382E-7A”)
› Fig. 678_028 (refer to article “Cutaway view of gearbox, DL382E‑7A (0DK)”)

163
Cooling the electric drive motor
Cooling with coolant

678_155

The electric drive motor is cooled with both coolant and ATF.

The stator is primarily cooled by a coolant jacket in the housing of the hybrid module. The coolant is supplied by the low-tempera­
ture high-voltage coolant circuit.

164
Cooling with ATF

678_156

As well as cooling with coolant, the end turns of the stator winding and the inside of the rotor are cooled by permanent circulation
of ATF through the hybrid module.

Further information on the cooling and lubrication of the electric drive motor and the clutch K0 (refer to chapter “Hybrid module –
clutch K0”).

Electric drive motor

678_157

165
The electric drive motor is also referred to in the service literature as three-phase current drive VX54 or as electric drive motor
V141. The electric drive motor is designed as an internal rotor, permanent magnet synchronous machine with the following per­
formance data.

Peak output[10] – 105 kW – peak torque – 350 Nm

Output[11] – 55 kW – torque – 170 Nm (data in accordance with WLTP ↗

The electric drive motor operates as a motor and a generator.

Functions in motor mode:

› Fully electric drive
› Support for the combustion engine
› Starting the combustion engine
› Reducing torsional vibration of the combustion engine

Functions in generator mode:

› Voltage supply and charging of high-voltage battery and 12V battery
› Recuperation
› Generator mode when combustion engine is running

PHEV ↗ vehicles with DL382E gearbox have neither a 12V starter nor a 12V generator. These tasks are performed by the electric
drive motor.

The rotor turns during vehicle operation if one of the two clutches K1 or K2 is engaged and the combustion engine is running.

Engine/motor control unit J623 is the master control unit for calculating the torque requirements for the electric drive motor. Elec­
tric drive control unit J841 in the power and control electronics for electric drive JX1 (or simply power electronics for short) imple­
ments these requirements accordingly. Control unit J841 has the address word 0051 and the measured values for the electric drive
motor can be read out under this address.

Further information on this (refer to article “Service”) can be found under “0051 – Electric drive – Electric drive control unit – J841 –
Functions”.

Rotor

678_158

[10] Peak output/peak torque max. 60 s

[11] Some engines of the various series are offered with different power outputs and are allocated correspondingly to power output designations.
This takes e.g. country-specific power variations into account. The engines are distinguished from each other by the engine code.

166
The rotor consists of a rotor carrier featuring three magnetic rings. A magnetic ring comprises a laminated core in which 40 individ­
ual permanent magnets are embedded and bonded in a V shape. As the magnets are located within the laminated core, they are
also referred to as embedded magnets. The V-shaped arrangement of the magnets increases the strength of the magnetic field
and therefore the power density of the electric drive motor.

As can be seen in Fig. 678_158 and Fig. 678_159, the three magnetic rings are pressed onto the rotor carrier so that they are
slightly offset. This ensures smoother running of the electric drive motor.

The clutch K0 and the two-piece centrifugal pendulum absorber are located in the rotor carrier.

The inner wall of the rotor carrier has grooved toothing which serves as an outer plate carrier for clutch K0 and interlocks the rotor
with the input hub of the dual clutch via a flange. (refer to article “Clutch K0 – power flow”), Fig. 678_174. The drive torque of the
electric drive motor and the combustion engine is guided into the dual clutch via the flange and the input hub.

The output hub of the hybrid module is at the same time the input hub of the dual clutch which transmits the drive torque to the
input shaft of the dual clutch. Refer to Fig. 678_173 and Fig. 678_174.

678_159

Distribution of magnets on rotor

3 Magnetic rings – slightly radially offset with embedded magnets

10 Pole pairs
20 Magnet pairs
40 Individual magnets (per laminated core, arranged in a V shape)
120 Individual permanent magnets for the entire rotor

167
Stator

678_160

678_162

Without a doubt, a notable feature is the design of the stator with what is known as its “wave winding”. The wave winding compri­
ses a double-layered winding mat with a total of 12 continuous individual strands, which are referred to as coil strands.

The winding mat has a total length of approx. 4.5 metres and is inserted in the 120 grooves of the stator with six layers. Of the 24
ends of the 12 coil strands, eight are connected to a triangular circuit for each of the phases U, V and W.

168
Stator winding

678_165

This illustration shows the division into the three phases U, V and W.

169
678_167

This illustration shows the position of a coil strand.

170
678_168

These illustrations show how the two winding mats 1 and 2 are intertwined. Two of twelve layers are highlighted here.

171
Comparison – distributed winding vs winding with individual coils

678_169

Wave winding has the following advantages compared to using conventional individual coils:
› No additional spot welds apart from at the phase connections
› High number of grooves and low rotor losses
› High copper fill factor and good use of materials
› Good heat dissipation in the stator winding

172
Hybrid module – clutch K0

Dual-mass flywheel – centrifugal pendulum absorber

678_170

On DL382E, the torsional vibrations of the combustion engine are also reduced using a dual-mass flywheel with centrifugal pendu­
lum absorber. The centrifugal pendulum absorbers are not fitted in the dual-mass flywheel in the customary way but are housed in
the rotor of the electric drive motor. This construction allowed the axial space to be reduced significantly.

In terms of their function, the centrifugal pendulum absorbers belong to the dual-mass flywheel. They are connected to the secon­
dary mass of the dual-mass flywheel via the input hub and the inner plate carrier of clutch K0. The centrifugal pendulum absorber
has a two-row layout so that sufficient pendulum masses are reached despite the restricted radial space. The input hub of clutch K0
is also referred to as the input shaft of the hybrid module.

A further measure for reducing torsional vibration of the combustion engine is achieved by the targeted actuation of the electric
drive motor. The torque build-up of the electric drive motor is modulated in the affected torque ranges so that it counteracts the
pulsating torque curve of the combustion engine.

Reference
Further information on how the dual-mass flywheel with centrifugal pendulum absorber works can be found in Serv­
ice TV programme 0366 TV "Dual-mass flywheel with centrifugal pendulum absorbers".

173
678_171

678_172

174
The input hub of clutch K0 [12] is permanently connected to the inner plate carrier of clutch K0 and to the centrifugal pendulum
absorber (refer to Fig. 678_170). In the input hub of clutch K0, there is a sealing cap which seals the oil chamber of the electric
drive motor and a locking spring securing the connector of the crankshaft journal.

Note
Before fitting the gearbox, please note the instructions in the Workshop Manual. For example, it is important to en­
sure that the locking spring is not damaged and is fitted in the correct position. The splines must be greased according
to the specifications.
If the locking spring is missing or damaged, this can lead to noises caused by play of the splines when the combustion
engine is running and at particularly low electric drive motor loads.

Clutch K0

678_173

Clutch K0 performs the task of connecting the combustion engine to the electric drive motor and therefore also to the dual clutch.
This enables the combustion engine to be started by the electric drive motor and for propulsion or overrun operation to be provided
by the combustion engine (refer to article “Clutch K0 – power flow”).

Clutch K0 is open in the rest state. When activated, it connects the input hub of clutch K0 [12] to the rotor of the electric drive
motor. From the rotor of the electric drive motor, the flange directs the drive torque of the electric drive motor and, when clutch
K0 is closed, the drive torque of the combustion engine to the input hub of the dual clutch[13] .

Clutch K0 is actuated via an engagement bearing which is pressed by an electrohydraulically operated annular piston (refer to Fig.
678_177).

Note
After the hybrid module or the dual clutch is replaced, the thickness of the shim must be determined again, and clutch
K0 (and, if necessary, the dual clutch) must be calibrated with the vehicle diagnostic tester. Please observe the instruc­
tions in the Workshop Manual.

[12] The input hub of clutch K0 is also referred to as the input hub or input shaft of the hybrid module.
[13] The input hub of the dual clutch is at the same time the output hub of the hybrid module which transmits the drive torque to the input shaft of
the dual clutch (refer to Fig. 678_174).

175
Clutch K0 – power flow
Clutch K0 – open – power flow when drive is provided by the electric drive motor

678_174

PHEV ↗ vehicles with DL382E gearbox have neither a 12V starter nor a 12V generator. These tasks are performed by the electric
drive motor. The rotor of the electric drive motor turns if one of the two clutches K1 or K2 is engaged during vehicle operation and
the combustion engine is running with clutch K0 closed.

If the high-voltage battery’s charge level is sufficient (SOC ↗) and the outside temperature is above ‑10° C, the process of moving
off in transmission position D is primarily performed with the electric drive motor. Refer to Owner’s Manual: “Plug‑in hybrid mode”
– “Conditions for electric driving”. When selecting transmission position S, battery hold mode is selected automatically and the
combustion engine is started as a rule.

When clutch K0 is open, the following operating conditions are possible:

› Fully electric drive
› Recuperation
› Coasting mode

176
Clutch K0 – closed – power flow when drive is provided by the combustion engine,
without and with electric drive motor

678_175

678_193

Power is transmitted by clutch K0 with a specified additional pressure. This means that the clutch is 100% engaged and no micro­
slip is generated as is sometimes the case with clutches K1 and K2. Clutch K0 therefore does not have to be cooled when it is
closed.

When clutch K0 is closed, the following operating conditions are possible:

› Drive provided by combustion engine only
› Drive provided by combustion engine and electric drive motor
› Generator mode of electric drive motor with combustion engine running
› Overrun (engine/motor braking effect)
› Recuperation
› Coasting with combustion engine running
› Reducing torsional vibration of combustion engine

177
Clutch K0 – closed – power flow when starting combustion engine

678_176

When starting the combustion engine, there is a difference between a drag start and a slip start:

A drag start is when clutch K0 is closed fully before the engine is started. For a drag start, all engine speeds must be 0 rpm (i.e. all
shafts are stationary). As a general rule, drag starts are performed at temperatures below ‑10° C or when the SOC ↗ is too low.

In most cases, what is known as a slip start is performed. This means that the combustion engine is switched on during vehicle
operation either because the performance requirement is correspondingly high or due to the SOC ↗ dropping below a specific val­
ue. Slip starts are performed by controlling the torque with the help of characteristic maps which need to be calibrated and are
subjected to corresponding adaptions during vehicle operation. This ensures that when the combustion engine is also started, the
additionally required torque is made available in the correct quantity and is transmitted with corresponding precision by clutch K0.
Undesirable effects on the vehicle’s driving characteristics due to the extra torque briefly required and the additional start of the
combustion engine are thus avoided.

Note
With regard to starting the combustion engine:
The combustion engine can be started within 3 seconds using the accelerator pedal kickdown function when the vehicle
is stationary and ready to drive in transmission positions P and N. If transmission position S is selected, the combus­
tion engine is started. In addition to this, there are several situations or statuses which cause the combustion engine to
be started, e.g. activation of the downhill assist function. After the combustion engine is started, certain minimum en­
gine running times must be kept to due to various requirements such as catalytic converter heating, warm-up, adap­
tions and diagnosis.

178
Central engagement system

678_177

The central engagement system of clutch K0 is integrated in the intermediate housing (cover) of the dual clutch. To compensate
for manufacturing tolerances, there is a shim between the engagement bearing and the clutch pressure plate. The thickness of the
shim must be determined again after renewing the hybrid module or the dual clutch. In addition to this, calibration of clutch K0
and, if necessary, of the dual clutch must be performed with the vehicle diagnostic tester. Please observe the instructions in the
Workshop Manual.

179
Electrohydraulic control

678_178

The pressure for the clutch piston is controlled by the auxiliary hydraulic unit via pressure regulating valve 4 N218. The hydraulic
fluid is supplied from the general ATF supply system of the gearbox through the ATF pump V552 in combination with the accumu­
lator.

Via a separate connection on the hydraulic control unit of the mechatronic unit, the hydraulic fluid is directed through a channel in
the gearbox housing and in the intermediate housing of the dual clutch (clutch cover) to the auxiliary hydraulic unit with pressure
regulating valve N218.

180
Auxiliary hydraulic unit

678_179

Key:

A Working connection
P Pressure supply
T Tank (sump)

181
678_180

Key:

A Working connection
P Pressure supply
T Tank (sump)

182
Lubrication and cooling

678_181

Key:

PD Pulsation damper
SF Suction filter for electric pump 3 for gearbox V671
N218 Automatic gearbox pressure regulating valve 4 – clutch K0 (VKP‑0 clutch pressure valve 2)
V671 Electric pump 3 for gearbox – ATF pump for lubricating and cooling clutch K0 and electric drive motor

The cooling oil and lubricating oil for clutch K0 is supplied independently of the ATF supply system of the dual clutch gearbox and,
depending on requirements, by electric pump 3 for gearbox V671 (ATF pump 2). ATF pump 2 draws out oil via its own suction filter
and conveys the flow of oil through the clutch cover of the dual clutch to the centre axle of the hybrid module. From here, the oil
flows through clutch K0 and cools the rotor, before continuing to flow on both sides of the electric drive motor’s stator to cool the
end turns. In this process, the flow of oil supplies all bearings and other parts of the hybrid module which require lubrication.

183
Distribution of lubricating oil and cooling oil in hybrid module

678_182

184
Oil supply

678_183

Depending on the lubrication and cooling requirements, the ATF pump V671 is driven with two output levels. The corresponding
flow of oil is regulated via the pump speed. This regulation process works together with a characteristic map which is dependent on
the ATF temperature.

Output level 1

In the first output level, the pump delivers a flow of oil of approx. 1 litre per minute. The first stage is permanently activated and
provides basic lubrication and cooling of the electric drive motor.

Output level 2

In the second output level, the pump delivers a flow of oil of approx. 5 litres per minute. The second level is activated when corre­
sponding performance demands are made of clutch K0 or the electric drive motor.

The ATF chamber has been enlarged and the capacity increased. It was therefore possible to fit ATF pump V671 and ensure a suffi­
cient supply of fluid to the hybrid module.

185
Baffle plate with flap

678_184

A baffle plate with flap is installed to ensure that the ATF supply to the gearbox or hybrid module is not hindered when braking and
accelerating.

The baffle plate separates the ATF for the gearbox into two chambers which are connected to each other. These are chamber 1 for
supplying the gearbox control system via ATF pump 1 V552 and chamber 2 for supplying the hybrid module via ATF pump 2 V671.

The baffle plate is not sealed in the direction of the gearbox housing or the oil pan. This means that the levels are equalised to a
certain extent even when the flap is closed. The baffle plate works together with the flap to regulate the ATF level in chambers 1
and 2. This ensures that there is always enough fluid which can be drawn out for both ATF pumps.

186
How the flap works

678_192

Situation A – neutral vehicle operation

The supply of oil to the gearbox control system is given higher priority than the supply to the hybrid module.

Due to the relatively high delivery rate of ATF pump 2 (up to 5 litres per minute), the fluid level in chamber 2 rises due to the large
amount of fluid flowing back from the hybrid module. To ensure that the fluid level in chamber 1 does not drop too far, the flap
opens and facilitates return flow into chamber 1.

Situation B – vehicle slows down – vehicle is being driven downhill

When the vehicle slows down, the flap closes and thus slows the flow of ATF from chamber 1 to chamber 2. This ensures that there
is a supply for ATF pump 1.

Situation C – vehicle accelerates – vehicle is driving uphill (not illustrated)

When the vehicle is accelerating, the flap opens and the ATF can additionally reach chamber 1 through this opening. This ensures
that there is a supply for ATF pump 1.

187
Electric pump 3 for gearbox V671 (ATF pump 2)

678_038

ATF pump 2 has its own power supply (terminals 30 and 31) and is activated by gearbox control unit J217 with the pump ON (ter­
minal 15) signal and via LIN data bus (refer to article “Electric function diagram for DL382 with park‑by‑wire technology and
DL382E (0DK)”), Fig. 678_190. The electronics for controlling the electric motor and the LIN data bus switching circuit are located
in the pump housing.

If pump V671 fails, the combustion engine will no longer be started as the clutch K0 and the electric drive motor will no longer be
cooled and lubricated. Depending on the battery’s level of charge, the vehicle is then driven solely by the electric drive motor.

188
Instrument cluster displays

678_039

Note
Information on turtle indicator lamp
The turtle indicator lamp appears when, for various reasons, the vehicle’s performance is significantly restricted.
This is the case on PHEV ↗ vehicles if, for example, the combustion engine is not available.
Possible causes preventing the engine from running include:
› Clutch K0 not closing
› Clutch cannot be cooled and lubricated (failure of pump V671)
› Fuel tank completely empty
› Accident in which airbags are triggered

189
Overview of DL382E-specific sensors and actuators

678_185

190
Sensors of electric drive motor
Drive motor rotor position sender 1 G713 (rotor position sensor)

678_186

So that electric drive control unit J841 in power and control electronics for electric drive JX1 can activate the electric drive motor
correctly, it must know the exact position of the permanent magnets of the rotor in relation to the stator windings. The rotor posi­
tion sensor delivers signals so that the angle of the rotor to the stator can be determined precisely. Only with this information is it
possible to regulate the three phases of the stator in such a way that the rotor starts running in the desired direction and generates
the maximum torque while only using small amounts of power. Electric drive control unit J841 also generates the information
about the speed and direction of rotation of the rotor from the signals of the rotor position sensor.

The sender wheel for the drive motor rotor position sender G713 is located on the closed side of the rotor carrier. The sender wheel
is divided into 10 segments in accordance with the number of pole pairs.

Effects of failure of rotor position sensor

If the drive motor rotor position sender G713 fails, the electric drive motor can no longer be activated. As PHEV ↗ vehicles with
DL382E gearbox do not have a 12V starter, this means that the combustion engine can also no longer be started. The warning lamp
for the hybrid system lights up in the instrument cluster.

If the rotor position sensor (drive motor rotor position sender 1 G713) is replaced (individually or in combination with the hybrid
module or gearbox), the rotor position sensor in electric drive control unit J841 (in power electronics JX1) must be adapted (refer to
article “Service”) under the heading “Vehicle self-diagnosis – Guided Functions”.

Reference
For more detailed information on the rotor position sensor, please refer to SSP 649 “Audi Q7 e‑tron quattro
(type 4M)”.

191
Monitoring temperature of electric drive motor

678_187

Monitoring of the temperatures in the electric drive motor plays an important role in ensuring that the electric drive motor func­
tions correctly.

The temperature of the rotor is calculated by the power and control electronics for electric drive JX1. Due to the risk of demagneti­
sation, the rotor must not exceed a temperature of approx. 140° C[14] . To avoid this, the motor torque is reduced correspondingly
before critical temperature values are reached. In addition to this, the insulation of the stator winding must not exceed a tempera­
ture of approx. 180° C[14] to ensure that no damage occurs. The stator temperature is detected by drive motor temperature sender
G712.

Drive motor temperature sender G712

G712 is an NTC sensor which determines and monitors the stator temperature. Its measuring cell records the temperature in the
end turns of the stator winding and reports the measurements to the power and control electronics for electric drive JX1.

Effects of signal failure

If the sensor signal fails, operation of the electric drive motor is restricted and corresponding messages appear in the instrument
cluster.

[14] The temperatures stated are approximate values and may vary depending on the software version.

192
Gearbox functions and service

Gearbox functions
Sport program – S

Reference
Information can be found in the model-specific self-study programmes and in the vehicle’s Owner’s Manual.

Steering wheel tiptronic function

Reference
Information can be found in the model-specific self-study programmes and in the vehicle’s Owner’s Manual.

Audi drive select

On vehicles with Audi drive select it is possible to choose between comfort, auto, dynamic and (in some cases) efficiency modes.
These modes play a role in influencing how the DL382 gearbox is controlled.
› “comfort” corresponds to the driving program of position “D”.
› “auto” corresponds to the driving program of position “D”.
› “dynamic” corresponds to the driving program of position “S”, i.e. the sport program.
› “efficiency” corresponds to the driving program of position “D” with coasting function.

The efficiency mode was introduced together with further efficiency-enhancing measures from production week 36/2014 onwards.
Activation of the coasting function is also possible from this date onwards.

Reference
Further information can be found in the model-specific self-study programmes and in the vehicle’s Owner’s Manual.

Coasting function

The efficiency mode was introduced along with the product upgrade in the C7 model series (Audi A6, type 4G) from production
week 36/2014 onwards. The coasting function in the DL382 gearbox series and start/stop system version 1.7, which allows the
engine to switch off during coasting, were also introduced as part of this.

The coasting function involves the drive train being separated on the overrun by opening the clutches. The vehicle then rolls with­
out the engine braking effect and is in coasting mode. When the vehicle is coasting, its kinetic energy can be used more effectively
and fuel can be saved. If the vehicle is in coasting mode, the selector lever position display in the instrument cluster does not ap­
pear. The coasting function is deactivated in transmission position S.

Activating coasting mode (example: Audi A6 – type 4G)

› Efficiency mode activated (optionally: efficiency assist – intelligent coasting)
› Selector lever position D
› Cruise control system or adaptive cruise control not activated
› Vehicle speed between 45 km/h and 160 km/h
› Brake and accelerator pedals not pressed
› Gradient less than approx. 10 %

Cancelling coasting mode

› Press brake or accelerator pedal
› Tap Tip– paddle lever
› Gradient more than approx. 10 %

Reference
Further information can be found in the model-specific self-study programmes and in the vehicle’s Owner’s Manual.

Launch control function

The launch control function regulates the maximum acceleration of the vehicle from a standing start. Please refer to the Owner's
Manual for information on the operating conditions and how to operate the program, and observe the notes given.

193
 Caution

► Always adjust your driving style according to the road and traffic conditions.
► Only use the launch control function when the road and traffic conditions permit and other road users will not be endangered
or disrupted by the vehicle’s acceleration.

Note
› On vehicles with DL382 gearboxes 0CK and 0CL manufactured up to week 50/2015, the launch control function can
be run 200 times (from gearbox software R5E0 onwards).
› On vehicles with DL382 gearboxes manufactured from week 51/2015 onwards, the launch control function can be
run an unlimited number of times (R5E1).
› For the DL382E gearbox in PHEV ↗ vehicles, the launch control function is not available.
Driving off with the launch control function places a heavy load on all parts of the drive train. This leads to increased
wear. The number of times the launch control function has been used is displayed in the measured value
IDE05306 ‑ Launch_control_counter_write_reset.

Protective functions – gearbox emergency running mode

Deactivation of one gear train half

In the event of malfunctions for which no corresponding replacement signal or replacement function can be generated, only the
intact gear train half is used.

Gear train half 1 is deactivated if:

› A malfunction is detected in the clutch pressure path of clutch K1 or in the clutch itself.
› An impermissible shift position is detected in gear train half 1 or a malfunction is detected in the shift sequence of gears
1-3-5-7.
› An implausible gear ratio is detected in gears 1-3-5-7.
› Hydraulic pressure sender 1 G545 fails.
› Gearbox input speed sender 1 G632 issues an implausible signal or fails.
› One of the position senders G487 or G489 fails.

Vehicle can only be driven in gears 2-4-6-R.

Gear train half 2 is deactivated if:

› A malfunction is detected in the clutch pressure path of clutch K2 or in the clutch itself.
› An impermissible shift position is detected in gear train half 2 or a malfunction is detected in the shift sequence of gears 2-4-6-
R.
› An implausible gear ratio is detected in gears 2-4-6-R.
› Hydraulic pressure sender 2 G546 fails.
› Gearbox input speed sender 2 G612 fails or issues an implausible signal.
› One of the position senders G488 or G490 fails.

Vehicle can only be driven in gears 1-3-5-7.

Service
Towing the vehicle

Note
If a vehicle with a gearbox from the DL382 series needs to be towed, please note the instructions and relevant infor­
mation in the vehicle-specific Owner's Manual. In the broadest sense, these correspond to the usual restrictions for
automatic gearboxes:
› Selector lever must be in position “N”.
› A maximum towing speed of 50 km/h must not be exceeded.
› The maximum towing distance of 50 km must not be exceeded.

Reason:

When the vehicle is towed, certain components of the gearbox are not lubricated or cooled.

If the road speed exceeds 50 km/h, unacceptably high speeds may occur in the gearbox and the dual clutch because a gear may
remain engaged in both of the gear train halves. Failure to comply with the requirements for towing can therefore result in serious
damage to the gearbox.

194
Vehicle self-diagnosis – Guided Functions

For many work procedures for the gearboxes of the DL382 series, functions are stored in the diagnostic addresses 0002 – Gearbox
electronics and 0081 – Selector lever (and additionally in diagnostic address 0051 for the DL382E series) without which this work
could not be performed to the required standards.

The functions which need to be performed in each case are listed in the Workshop Manual and in Guided Fault Finding. Below you
will find an overview and some related information. However, this information is not updated and does not claim to be complete.

The current Workshop Manuals and the current vehicle diagnostic functions therefore always apply. These functions are subject to
continuous updates.

0002 – Gearbox electronics – Gearbox control unit – J217 – Functions

02 – Identification

02 – Read event memory

02 – Erase event memory

02 – Read measured value

02 – ATF pressure relief / Disable ATF pump

1. Disable ATF pump, discharge accumulator
If certain repair work is being performed on the gearbox, this function is used to switch off ATF pump V552 permanently and to
release pressure in the accumulator in a targeted manner. To avoid damaging ATF pump V552, the ATF pump must not run
without fluid.
2. Enable ATF pump, charge accumulator
This function must be performed to reactivate ATF pump V552 and charge the accumulator.

02 – Check ATF level

All functions required to change the ATF easily and correctly or check the ATF level can be found in this menu.
1. Drain ATF (corresponds to the function “Disable ATF pump, discharge accumulator”)
2. Fill up ATF (corresponds to the function “Enable ATF pump, charge accumulator”)
3. Check ATF level
The function “Check ATF level” generates the prerequisites for adjusting the ATF level correctly. In this process, the following
main program steps are performed:
a. Bring ATF temperature to approx. 35° C
b. Distribute ATF in gearbox for approx. 20 seconds at an ATF pump speed of approx. 3000 rpm
c. Continue distributing ATF in gearbox at an ATF pump speed of approx. 600 rpm
d. ATF can now be checked as specified in Workshop Manual

Reference
For more information, please refer to:
› Service TV programme 0355 TV "7-speed 0CK dual clutch gearbox – S tronic/Part 2 Service and workshop practice"
› and Service TV programme 0540 TV "7-speed dual clutch gearbox – DL382 series – Workshop practice – Checking
the ATF level "

02 - Basic setting
1. Calibration of Transmission Fluid Auxiliary Hydraulic Pump V552 (ATF pump 1)
2. Calibration of Gear Position Distance Sensors G487 ‑ G490
3. Calibration of Automatic Transmission Pressure Regulating Valve 1, 2 ‑ N215 and N216 (clutch K1 and K2)
4. Adaptation of clutch kiss points (clutch K1 and K2)
5. Calibration of disengagement clutch K0 (clutch K0 – only on DL382E)
6. Calibration of Drive Position Sensor – G676 (and Drive Position Sensor 2 – G869)

These functions must be performed if the corresponding components are renewed or removed and installed, or if adjustments have
been performed.

02 – Analysis functions transmission

With this function, the basic gearbox settings are performed without any changes being made to the existing calibrations and
adaption values. This function is used by Product Support for fault analysis.

02 – Hydraulic test

The hydraulic test offers the option of checking the electrohydraulic gearbox control system for leaks and mechanical component
faults.

195
 Reference
For more information, please refer to:
› Service TV programme 0543 TV "7 speed dual clutch gearbox DL382 series – Gearbox control system/Hydraulics
test - Part 1"
› and Service TV programme 0544 TV "7 speed dual clutch gearbox DL382 series – Gearbox control system/Hydraulics
test - Part 2"

02 - Replace valve body ((refer to article “Electrohydraulic control unit (valve body)”))
1. Valve body (or individual valves)
With this function, all learnt values are erased and all basic settings are performed in the required sequence for the specific
model.
2. Mechatronic unit
This function is for cases where the mechatronic unit is installed as a complete replacement part. Here, the gearbox control unit
and valve body are assembled and tested at the factory. Several calibrations have already been performed on the test bed.
3. Automatic gearbox control unit J217 (gearbox control unit) and additional valve body (or individual valves)
This function is for cases where the gearbox control unit and the valve body (or individual valves) are supplied separately and
completed at the workshop.

02 – Replace control module – automatic gearbox control unit J217 (gearbox control unit)

The following steps are performed in this function:

› Reading out event memory
› Reading out adaption values
› Renewing control unit
› Activating control unit
› Immobiliser (optional)
› Writing adaption values
› Component protection (optional)
› Performing activation (optional)

Note
If possible, the adaption values of the old control unit should be read out and stored temporarily before starting to
renew the control unit. These can then be transferred to the new control unit.

02 – Calibrate disengagement clutch K0 – clutch K0 (only on DL382E)

This function must be performed if one of the following components has been replaced:
› N218 – Automatic gearbox pressure regulating valve 4
› VX54 – Three-phase current drive (electric drive motor – V141 / hybrid module)
› J217 – Automatic gearbox control unit

If the learnt values in the automatic gearbox control unit J217 have been erased due to a basic setting, calibration of clutch K0
must also be performed.

02 – SVM - check control unit configuration

0051 – Electric drive – electric drive control unit – J841 – functions

51 – Event memory content

51 – Read measured values

51 – Identification

51 – Basic setting (to adapt rotor position sensor)

› If the complete 0DK gearbox, three-phase current drive VX54 (hybrid module) or drive motor rotor position sender 1 G713 (ro­
tor position sensor) are renewed separately, the rotor position sensor in electric drive control unit J841 must be adapted.
Control unit J841 is integrated in power and control electronics JX1 and has the address word 0051.

51 – Replace control module

51 – Check SVM control unit configuration

51 – Potential equalisation measurement (V141 – electric drive motor)

196
After removing and installing the 0DK gearbox or carrying out work on the high-voltage wires of the gearbox, a potential equalisa­
tion measurement must be performed.

51 – Potential equalisation measurement (J841 – electric drive control unit)

0081 – selector lever – selector lever sensors control unit – J587 – functions

81 – Check DTC memory

81 – Read measured values

81 – Final control diagnosis

81 – Identification

81 – SVM – check control unit configuration

81 – Replace control module

197
Overview of further information

References to Audi Service TV programmes

You can find information about gearbox series DL382 from the following Audi Service TV programmes:
› Service TV programme 0354 TV "7-speed 0CK dual clutch gearbox — S tronic, part 1 Design and function"
› Service TV programme 0355 TV "7-speed 0CK dual clutch gearbox – S tronic/Part 2 Service and workshop practice"
› Service TV programme 0366 TV "Dual-mass flywheel with centrifugal pendulum absorbers"
› Service TV programme 0411 TV "Audi A4 (type 8W) - Manual release mechanism for the parking lock"
› Service TV programme 0412 TV "Installing the gearbox in vehicles with a forward-mounted final drive"
› Service TV programme 0414 TV "7-speed 0CK/0CL dual clutch gearbox — S tronic part 4 / Service and workshop practice"
› Service TV programme 0415 TV "7-speed 0CK/0CL dual clutch gearbox — S tronic part 3 / park-by-wire: Design and function"
› Service TV programme 0472 TV "quattro with ultra technology – part 1 – design and function"
› Service TV programme 0501 TV "quattro with ultra technology – Part 2 – Service and workshop practice"
› Service TV programme 0540 TV "7-speed dual clutch gearbox – DL382 series – Workshop practice – Checking the ATF level "
› Service TV programme 0543 TV "7 speed dual clutch gearbox DL382 series – Gearbox control system/Hydraulics test - Part 1"
› Service TV programme 0544 TV "7 speed dual clutch gearbox DL382 series – Gearbox control system/Hydraulics test - Part 2"
› Service TV programme 0608 TV "7-speed dual clutch gearbox 0DK – DL382 part 1"

References to Audi self-study programmes

You can find information about gearbox series DL382 from the following Audi self-study programmes:
› SSP 644 "Audi A4 (type 8W)"
› SSP 657 "Audi Q5 (type FY)"
› SSP 669 "Audi A7 (Typ 4K)"

198
Glossary
This glossary explains all terms in this self-study programme which are written in italics and marked with an arrow ↗.

↗ 0DN
Production in/for China (SOP at a later time)

↗ 0DP
Production in/for China (SOP at a later time)

↗ 0K3
Production control number for: Hybrid drive system PHEV

↗ ATF
Automatic transmission fluid

↗ CPU
CPU stands for central processing unit and refers to the main processor of the gearbox control unit.

↗ DWDR
Double oil seals

↗ G1C
Production control number for: 7-speed automatic gearbox

↗ G1D
Production control number for: 7-speed automatic gearbox for four-wheel drive

↗ GH1
Production control number for: Basic rear final drive (standard rear final drive with open differential)

↗ GH2
Production control number for: Rear final drive with torque vectoring (sport differential)

↗ GH4
Production control number for: Rear final drive with decoupling (quattro ultra)

↗ IZP
Interior gear pump

↗ LWB
Long wheelbase

↗ MTF
Manual transmission fluid

↗ OEM
Original equipment manufacturer

↗ PBC
Park-by-cable – parking lock actuated via a mechanical cable

↗ PBW
Park-by-wire – parking lock actuated electrohydraulically or entirely electrically

↗ PHEV
Plug-in hybrid electric vehicle Vehicle with hybrid drive whose battery can be charged either via the combustion engine or from the
power supply using a cable

↗ PR numbers
PR numbers (control numbers for production)

↗ SBC

199
Shift-by-cable – selected transmission position is transmitted from selector mechanism to gearbox selector lever via a mechanical
cable. The sensors for determining the transmission position for the gearbox control system are located in or on the gearbox. The
parking lock is actuated via the selector lever cable (PBC). A feature of SBC is that the positions (e.g. P R N D) have their own selec­
tor lever positions.

↗ SBW
Shift-by-wire – selected transmission position is transmitted from selector mechanism to gearbox via electrical wiring. In combina­
tion with PBW, the selector lever cable between the selector mechanism and gearbox is not fitted. The sensors for determining the
transmission position for the gearbox control system are located in the selector mechanism. The parking lock can still be actuated
with the selector lever cable (PBC) or takes place electrohydraulically or fully electrically (PBW).

↗ SOC
State of charge = HV battery charge level

↗ SOP
Start of production

↗ WLTP
Worldwide Harmonized Light Vehicles Test Procedure

↗ ZMS
Dual-mass flywheel

200
All rights and technical modifications reserved.

Copyright
AUDI AG
I/VH-53
[email protected]

AUDI AG
D-85045 Ingolstadt
Technical status 06/21