TV Multitronic Ransmission 01J -
Variable AutomaticTransmissionmultitronic 01JDesign and FunctionAudi of America, Inc.3800 Hamlin RoadAuburn Hills, MI 48326Printed in U.S.A.August 2001Self-Study ProgramCourse Number 951103
Audi of America, Inc.Service TrainingPrinted in U.S.A.Printed 8/2001Course Number 951103All rights reserved. All information containedin this manual is based on the latestinformation available at the time of printing andis subject to the copyright and other intellectualproperty rights of Audi of America, Inc., itsaffiliated companies and its licensors.All rights are reserved to make changes at anytime without notice. No part of this documentmay be reproduced, stored in a retrievalsystem, or transmitted in any form or by anymeans, electronic, mechanical, photocopying,recording or otherwise, nor may thesematerials be modified or reposted to other siteswithout the prior expressed written permissionof the publisher.All requests for permission to copy andredistribute information should be referred toAudi of America, Inc.Always check Technical Bulletins and theAudi Worldwide Repair Information Systemfor information that may supersede anyinformation included in this booklet.Trademarks: All brand names and productnames used in this manual are trade names,service marks, trademarks, or registeredtrademarks; and are the property of theirrespective owners.
multitronic The name multitronic stands for thenew variable automatic transmissiondeveloped by Audi. It is also commonlyknown as a CVT.The CVT concept improved by Audi isbased on the long-established principle ofthe chain drive transmission. According tothis principle, the reduction ratio betweenthe lowest and highest ratios can becontrolled steplessly by means of a Variator.CVT is an acronymfor “Continuously VariableTransmission.”SSP 228/023i
ContentsIntroduction . 1The Transmission Concept,SpecificationsModules . 7The Flywheel and Damper Assembly,Sectional View of Transmission,The Forward Clutch/Reverse Clutch withPlanet Gear Set, The Clutch Control,The Clutch Cooling System,The Auxiliary Reduction Gear Step,The Variator, The Transmission Control,The Torque Sensor, The Splash Oil Cover,The Chain, The Oil Supply,Electro-Hydraulic Control,Selector Shaft and Parking Lock,Transmission Housing Ducting andSealing Systems, Hydraulic Circuit Diagram,ATF CoolingControl . 59Transmission Control Module J217,Sensors, CAN Information Exchange on multitronic ,Auxiliary Signals/Interface, Functional Diagram,Dynamic Control ProgramService . 91Towing, Special ToolsNew!Teletest . 95Audi Variable Automatic Transmission TeletestThis Self-Study Program provides you with informationconcerning variable automatic transmission featuresand functions.Important/Note!The Self-Study Program is not a Repair Manual!When carrying out maintenance and repair work, it isessential to use the latest technical literature.iii
IntroductionTransmissions are required to matchthe torque characteristics of the engine tothe vehicle.however, they have only been suitable forsubcompact cars and vehicles in the lowermid-range segment with low engineperformance.Usually, multi-step reduction gears areused, such as manual transmissions,automated manual transmissionsand multi-step automatic reduction gears.A multi-step reduction gear alwaysrepresents a compromise betweenhandling dynamics, fuel economy anddriving comfort.Audi chose the belt/chain drive principlefor the development of its CVT design,because it is the most advanced form oftransmission available today.Audi’s objective was to develop a CVTdesign for high-performance premiumsegment vehicles that sets new standardsin terms of driving performance and fueleconomy, as well as in handling dynamicsand comfort.In an engine, torque flow is notintermittent but continuous. A variabletransmission ratio is, therefore, ideal forengine power utilization.Audi is the first to present a CVTthat can be used in combinationwith 3.0-liter V6 engine with220 bhp (162 kW) and 221 lbs-ft(300 Nm) of torque.The CVT designs which have been availableon the market until now are based uponthe “chain drive principle.” Because oftheir limited abilities to transfer power,Manual TransmissionR 12Stepped Mode O1V / O1Nmultitronic CVT3 54PPRNRDN4D32SSP 228/0021
IntroductionThe Transmission ConceptEngine torque is transmitted to thetransmission through either a flywheel anddamper assembly or a dual-mass flywheeldepending on engine version.The engine torque is transmitted to theVariator via an auxiliary reduction gear stepand transferred from there to the final drive.There is one “wet“ plate clutch for forwardtravel and one for reverse travel; both actas starting clutches.The electro-hydraulic control, together withthe Transmission Control Module J217,forms a unit which is located in thetransmission housing.The rotational direction for reverse ischanged by means of a planetary gear train.The Tiptronic function provides six“speeds“ for manual gear selection.ReverseGear ClutchFlywheel andDamper AssemblyAuxiliary ReductionGear StepVariatorwith ChainPlanetaryGear TrainTransmissionControlModule J217ForwardClutchHydraulicControlModuleSSP 228/0032
IntroductionVariator in Starting Torque RatioSet of Primary Pulleys(Pulley Set 1)The key component part of themultitronic is the Variator. It allowsreduction ratios to be adjusted continuouslybetween the starting torque multiplicationratio and the final torque multiplication ratio.Set of Secondary Pulleys(Pulley Set 2)As a result, a suitable ratio is alwaysavailable. The engine can always operatewithin the optimum speed range regardlessof whether it is optimized for performanceor fuel economy.The Variator has two tapereddisc pairs — a set of primary pulleys(pulley set 1) and a set of secondary pulleys(pulley set 2) — as well as a special chainwhich runs in the V-shaped gap betweenthe two tapered pulley pairs. The chain actsas a power transmission element.Pulley set 1 is driven by the enginethrough an auxiliary reduction gear step.Engine torque is transmitted via thechain to pulley set 2 and from here to thefinal drive.DriveDownforceNarrowVariator in Final Torque RatioOne of the tapered pulleys in each of thesets of pulleys can be shifted on the shaftfor variable adjustment of the chain trackdiameter and transmission ratio.The two sets of pulleys must be adjustedsimultaneously so that the chain is alwaystaut and the disc contact pressure issufficient for power transmission purposes.WideSSP 228/0433
Introductionmultitronic forMaximum ComfortIn automatic mode, any ratio is possiblewithin the bounds of the TCM.The factors that determine rpm are driverinput (accelerator pedal position andactuation rate) and rolling resistance.Transmission ratios are adjusted completelyfree of jolts without interruption in tractivepower flow.In the Tiptronic function, there are sixdefined shifting characteristics for manualgear selection. The driver can thereforechoose handling dynamics to suit his orher personal preferences. This feature isparticularly useful on downhill gradesfor example, as the driver can determinethe engine braking effect by selectivedown-shifting.Top speed is achieved in 5th gear.The 6th gear is configured as an economygear or overdrive.SSP 228/007SSP 228/0384
IntroductionThe Tiptronic can also be operatedfrom the steering wheel as an optionon some vehicles.SSP 228/015SSP 228/0165
IntroductionSpecificationsDesignation:multitronic 01JFactory Designation:VL 30Code:DZNMaximum Transferable Torque:Maximum 229 lbs-ft (310 Nm)Range of Ratios of the Variator:2.40 : 1 to 0.40 : 1Spread:6Ratio of Auxiliary Reduction Gear Step:51/46 1.109 : 1Final Drive Ratio:43/9 4.778 : 1Operating Pressure of Oil Pump:Maximum Approximately 870 psi (6 000 kPa)ATF for multitronic :G 052 180 A2Axle Oil for multitronic :G 052 190 A2Gear Oil Quantities:ATF New Filling (Including ATF Cooler and ATF Filter)ATF ChangeAxle OilApproximately 7.9 qt (7.5 liters)Approximately 4.8 qt (4.5 liters)Approximately 1.4 qt (1.3 liters)Gross Weight (Without Flywheel):Approximately 194 lbs (88 kg)Overall Length:Approximately 24 in (610 mm)All the specifications in thisSelf-Study Program referonly to the multitronic withthe code DZN.SSP 228/0016
ModulesThe Flywheeland Damper AssemblyIn reciprocating engines, the unevennessof the combustion sequence inducestorsional vibration in the crankshaft.This torsional vibration is transmittedto the transmission and results inresonant vibration, producing noise andoverloading components inthe transmission.The flywheel and damper assemblyand the dual-mass flywheel dampentorsional vibration and ensure theengine runs quietly.In the 3.0-liter V6 engine, engine torque istransmitted to the transmission through aflywheel and damper assembly.Because four-cylinder engines do notrun as smoothly as six-cylinder engines,a dual-mass flywheel is used infour-cylinder engines.SSP 228/032DamperFlywheelDual-MassFlywheelSSP 228/0047
ModulesSectional View of TransmissionFor better representation,the oil pump and the transfercase are shown folded on thecutting plane.8
ModulesColor DefinitionsHousing, Screws, BoltsHydraulic Parts/ControlElectronic Transmission ControlShafts, GearsPlate ClutchesPistons, Torque SensorsBearings, Washers, CirclipsSSP 228/040Plastics, Seals, Rubber9
ModulesThe Forward Clutch/ReverseClutch with Planet Gear SetIn contrast to multi-step automatictransmissions, such as the 01V, which usea torque converter, separate clutches areused for forward and reverse travel in theAudi CVT design. These “wet plateclutches” are also used to executegearshifts in multi-step automatictransmissions. They are used for drivingoff and transmitting the torque to theauxiliary reduction gear step. The drive-offprocess and torque transmission aremonitored electronically and regulatedelectro-hydraulically.TransmissionInput ShaftRing GearThe electro-hydraulically controlled wetplate clutch has the following advantagesover a torque converter: Low weight Very little installation space is required Adaptation of clutch engagementcharacteristic to driving situation Adaptation of slip torque todriving situation Protective function in the event ofoverloading or misusePlanetary GearsForward Clutch/Reverse Clutchwith Planetary Gear TrainInput Pulley Set 1(Auxiliary Reduction Gear Step)ForwardClutchPlanet CarrierReverse ClutchSSP 228/00510
ModulesThe Planetary Gear TrainAssignment of ComponentsThe planetary gear train is constructed as aplanet reversing gear set and its onlyfunction is to change the rotational directionof the transmission for backing up.The sun gear (input) is linked to thetransmission input shaft and the steelplates on the forward clutch.The reduction ratio in the planetary geartrain is 1:1 when backing up.The planet carrier (output) is linked to thedrive gear, the auxiliary reduction gear step,and the lined plates on the forward clutch.The ring gear is connected to theplanetary gears and the lined plates on thereverse clutch.Steel Plates and Lined Plateson Forward ClutchTransmissionInput ShaftSun GearInput Pulley Set 1(Auxiliary ReductionGear Step)Planet Carrier withPlanetary GearsRing GearSteel Plates and Lined Plateson Reverse ClutchSSP 228/00811
ModulesPower Flow in the Planetay Gear TrainTorque is transferred to the planetary geartrain via the sun gear which is connected tothe input shaft and drives the planetarygears 1.The planet carrier (output planetary geartrain) is stationary because it acts as theinput for the auxiliary reduction gear stepand the vehicle is still not moving.Planetary gears 1 drive planetary gears 2,which are in mesh with the ring gear.The ring gear idles and rotates athalf engine speed in the direction ofengine rotation.Direction of Rotation of Components whenEngine is Running and Vehicle is StationaryPlanetary Gear 1Planetary Gear 2Planet CarrierRing GearTransmission Input Shaftwith Sun GearSSP 228/03312
ModulesPower Flow During Forward TravelThe steel plates on the forward clutch arelinked to the sun gear and the lined platesare linked to the planet carrier.When the forward clutch is engaged, itconnects the transmission input shaft tothe planet carrier (output). The planetarygear train is locked and rotates in the samedirection as the engine; the torquetransmission ratio is 1:1.Forward ClutchPlanetary Gear TrainOil Pressure for ClutchTorque FlowSSP 228/00913
ModulesPower Flow in ReverseThe lined plates of the reverse clutchare connected to the ring gear and thesteel plates are connected to thetransmission housing.Torque is then transmitted to the planetcarrier, which begins to rotate in theopposite direction to the engine. Thevehicle moves in reverse.Road speed is limitedelectronically when thevehicle is in reverse.When the reverse clutch engages, it holdsthe ring gear and thereby prevents thetransmission housing from rotating.The Variator remains in thestarting torque ratio.Reverse ClutchRing GearOil Pressure for ClutchTorque FlowSSP 228/01014
ModulesThe Clutch Control10080Clutch Engagement60AcceleratorPedal 60%Depressed40Engine speed controls CVT clutchengagement to initiate vehicle motion.0Engine SpeedThe accelerator pedal angle and applicationspeed set by the driver and the control maprequirements of the Transmission ControlModule J217 determine the clutchengagement characteristics for eachvehicle start from rest.204000300020001000012345678Time in SecondsDepending upon the specific driver inputsfor each start, the Transmission ControlModule J217 sets a nominal engine speedat which clutch engagement will take place.910SSP 228/05310080Accelerator Pedal100% Depressed6040For a performance start from rest, heavyapplication of the accelerator pedal (quickmovement to a large accelerator pedalangle) initiates the transition from engineidling speed to clutch engagement enginespeed at a higher engine rpm. The greatertorque developed at higher engine rpmyields faster vehicle acceleration.Differences in engine type andperformance characteristics also have aneffect on CVT clutch engagementcharacteristics.20Engine Speed04000300020001000012345678Time in Seconds910SSP 228/05210080Accelerator Pedal100% Depressed Kickdown604020060005000Engine SpeedWith the vehicle at rest, moderateapplication of the accelerator pedal(characterized by slow movement to asmall accelerator pedal angle) initiates thetransition from engine idling speed toclutch engagement speed at a relativelylow engine speed. Short clutch slip timesand low engine speed at clutchengagement will provide the best fueleconomy.40003000200010000123Time in Seconds45678910SSP 228/054Accelerator Pedal AngleEngine SpeedNominal Engine SpeedTransmission Input Speed, Pulley Set 1Transmission Output Speed, Pulley Set 215
ModulesTransmission ControlModule J217Automatic Transmission Sender-1- for Hydraulic Pressure G193Pressure Control Valve -1- forAutomatic Transmission N215SSP 228/07516Electronic ControlThe following parameters are used forclutch control: Engine speed Transmission input speed Accelerator pedal position Engine torque Brake applied Transmission oil temperatureThe Transmission Control Module J217calculates the nominal clutch pressurefrom these parameters and determinesthe control current for Pressure ControlValve -1- for Automatic Transmission N215.The clutch pressure, and thereforethe engine torque to be transmitted by theclutch, changes almost in proportion tothe control current (refer to “HydraulicControl,” page 17).Automatic Transmission Sender -1- forHydraulic Pressure G193 registers theclutch pressure (actual clutch pressure) inthe hydraulic control. Actual clutch pressureis continuously compared to the nominalclutch pressure calculated by theTransmission Control Module J217.The actual pressure and specified pressureare checked continuously for plausibilityand corrective action is taken if these twovalues deviate from one another by morethan a certain amount (refer to “SafetyShut-Off,” page 18).To prevent overheating, the clutch iscooled and clutch temperature is monitoredby the Transmission Control Module J217(for more detailed information, refer to“The Clutch Cooling System,” page 23, and“Overload Protection,” page 18).
ModulesHydraulic ControlClutch pressure is proportional to enginetorque and is not dependent on thesystem pressure.A constant pressure of approximately73 psi (500 kPa) is applied by the pilotpressure valve to the Pressure ControlValve -1- for Automatic Transmission N215.Pressure Control Valve -1- for AutomaticTransmission N215 produces a controlpressure which controls the position of theclutch control valve depending on thecontrol current calculated by theTransmission Control Module J217.A high control current results in a highcontrol pressure.The clutch control valve controls the clutchpressure and therefore also regulates theengine torque to be transmitted.ReverseClutchThe clutch control valve is suppliedwith system pressure and produces clutchpressure in accordance with the activationsignal from Pressure Control Valve -1- forAutomatic Transmission N215.A high control pressure results in a highclutch pressure.The clutch pressure flows via the safetyvalve to the manual selector valve.The manual selector valve transfers clutchpressure either to the forward clutch(position D) or to the reverse clutch(position R), depending on the selectorlever position. The non-pressurizedclutch is vented into the oil sump.In selector lever positions N and P, thesupply is shut off via the manual selectorvalve and both clutches are vented intothe oil sump.ManualSelectorValveClutchP R N D alvePressure ControlValve -1- for AutomaticTransmission N215ATF DepressurizedClutch PressureSupply PressurePilot Control PressureControl PressureIn the Oil SumpSSP 228/01117
ModulesSafety Shut-OffOverload ProtectionA safety-critical malfunction has occurredif actual clutch pressure is clearly higherthan specified clutch pressure. In this case,the clutch is depressurized regardless ofthe manual selector valve position andother system states.Using a model calculation, the TransmissionControl Module J217 calculates the clutchtemperature from clutch slip, engine torqueto be transmitted, and transmission oiltemperature. Engine torque is reduced ifthe measured clutch temperature exceedsa defined threshold because of excessload on the clutch.A safety shut-off is implemented viathe safety valve and enables the clutchto open quickly.The safety valve is activated by SolenoidValve 1 N88. At control pressures aboveapproximately 58 psi (400 kPa), the supplyto the clutch control valve is shut off andthe connection to the manual selectorvalve in the oil sump is vented.Engine torque can be reduced to the upperend of the idling speed range. It is possiblethat the engine will not respond to theaccelerator pedal for a short period of time.The clutch cooling system ensures a shortcooling-down time. Maximum enginetorque is quickly available again. Overloadof the clutch is almost impossible.Switched Position After Safety tchP RN DSafetyValveClutchControlValveVented into Oil Sump/DepressurizedClutch PressureSupply PressurePilot Control PressureControl pressureSolenoidValve 1N88In the Oil SumpSSP 228/08218
ModulesClutch Control when VehicleIs Stationary (Slip Control)The slip control function sets the clutch to adefined slip torque (clutch torque) when theengine is running at idling speed and a driveposition is selected. The vehicle behaves inthe same way as an automatic transmissionwith a torque converter.Selective clutch pressure adaptation resultsin an input torque which causes the vehicleto ”creep.”Input torque is varied within defined limitsdepending on vehicle operating state andvehicle road speed. The contact pressureapplied by the taper pulleys is sensed byAutomatic Transmission Sender -2- forHydraulic Pressure G194. This informationis used for precision clutch torque control.Because contact pressure is proportional tothe actual engine input torque presentat pulley set 1, clutch torque can beprecisely calculated and controlled usingAutomatic Transmission Sender -1- forHydraulic Pressure G193 (for more detailedinformation, refer to “The Torque Sensor,”page 33).Slip control allows the vehicle tobe maneuvered when parkingwithout pressing the acceleratorpedal and therefore enhancesdriving comfort.Automatic TransmissionSender -2- forHydraulic Pressure G194Automatic TransmissionSender -1- forHydraulic Pressure G193BrakePedal NotPressed29.5 psi(40 Nm)SSP 228/01319
ModulesSpecial Feature of the Slip ControlA special feature of the slip control isthe reduction of slip torque when thevehicle is stationary and the brakes areactuated. As a result, the engine is notrequired to develop so much torque (theclutch is also open wider).This has a positive effect on fuel economy.Noise from the engine running at idlespeed when the vehicle is stationary isreduced and much less pressure has tobe applied to the brake pedal to stopthe vehicle.If the vehicle rolls back when standingon a slope with only light pressureapplied to the brake, the clutch pressureis increased to immobilize the vehicle (“hillholder” function).By using two transmission output speedsenders (Sender for Transmission OutputRPM G195 and Sender -2- for TransmissionOutput RPM G196) it is possible todistinguish between forward travel andreverse travel, which makes the hill-holderfunction possible (for further information,please refer to “Sensors,” page 63).Automatic TransmissionSender -2- forHydraulic Pressure G194Automatic TransmissionSender -1- forHydraulic Pressure G193BrakePedalPressed11.1 psi(15 Nm)SSP 228/01220
ModulesThe Micro-Slip ControlThe micro-slip control serves to adapt theclutch control (see description of adaptationprocess, page 22) and dampen the torsionalvibration induced by the engine.In the part-throttle range, the clutchcharacteristics are adapted up to an enginetorque of 118 lbs-ft (160 Nm).For this purpose, the Transmission ControlModule J217 compares the signalgenerated by Sensor for Transmission RPMG182 with the engine speed, makingallowance for the auxiliary reduction gearstep. Sensor for Transmission RPM G182registers the rotation of pulley set 1.As the term “micro-slip”suggests, clutch slip is kept ata minimum so no noticeablepenalties in lining wear and fueleconomy occur.In the engine speed range up toapproximately 1800 rpm and at enginetorques up to approximately 162 lbs-ft(220 Nm), the clutch operates in what isknown as “micro-slip” mode. In thisoperating mode, a slip speed (speeddifferential) of approximately 5 rpm to 20rpm is maintained between thetransmission input shaft and pulley set 1.Clutch Closed221 (300)184 (250)148 (200)Engine Torque in lbs-ft (Nm)Micro-Slip Control Range111 (150)Adaptation Range During Micro-Slip Control:Up to Approximately 118 lbs-ft (160 Nm)74 (100)37 (50)0 (0)01000200030004000500060007000Approximately1800 RPMEngine Speed in RPMSSP 228/09221
ModulesClutch Control AdaptationAdaptation in Part-Throttle RangeTo be able to control the clutch comfortablyin any operating state and throughout itsservice life, the relationship betweencontrol current and clutch torque has to beupdated continuously.The coefficient of friction is dependent onthe following factors:In the part-throttle range, adaptation isperformed in micro-slip control mode.In this operating mode the TransmissionControl Module J217 compares the enginetorque from the Motronic Engine ControlModule J220 to the control current fromPressure Control Valve -1- for AutomaticTransmission N215 and stores these data.The actual data are used for calculatingnew characteristics (see “Micro-SlipControl,” page 21). Transmission oil (quality, aging, wear)Summary: Transmission oil temperatureThe adaptation function serves to maintaina constant clutch control quality.This is necessary because thecoefficients of friction of the clutchesare constantly changing. Clutch temperature Clutch slipTo compensate for these influences andoptimize clutch control, the relationshipsbetween control current and clutch torqueare adapted in slip control mode and in thepart-throttle range.Adaptation in Slip Control Mode(Brake Pressed):As mentioned already, a defined clutchtorque is set in slip control mode.The Transmission Control Module J217observes the relationship between thecontrol current from Pressure Control Valve-1- for Automatic Transmission N215 andthe data from Automatic TransmissionSender -2- for Hydraulic Pressure G194(contact pressure) and stores these data.The actual data are used for calculatingnew characteristics.Here, “adaptation” meanslearning new pilot control values.22The adaptation data also have an effecton the calculation of clutch pressure athigher transmission torques (clutch fullypositively engaged).High clutch pressures are not required,which ultimately has a positive effecton efficiency.
ModulesThe Clutch Cooling SystemThe clutches are cooled by a separateoil flow in order to protect them fromexposure to excessively high temperatures(particularly when driving away underhard acceleration).To minimize power losses due to clutchcooling, the cooling oil flow is directedwhere it is needed by a cooling oil controlmodule integrated into the valve body.Additional cooling oil is supplied by asuction jet pump (entrainment pump)without placing a demand on oilDiaphragm Springpump capacity.To optimize clutch cooling, the cooling oilflows only to the power-transmitting clutchpulley set.The cooling oil and the pressurized oil ofthe forward clutch flow through the hollowtransmission input shaft. The two oilcircuits are separated from one another bya steel tube, the “inner part.”An “oil divider” located at the oil outletbores on the transmission input shaftguides the cooling oil flow to the forwardclutch and the reverse clutch.Distributor DiscOil Divider withDiaphragm Spring andStop Ring with OpeningsInner PartStop RingOil DividerForward ClutchReverse ClutchSSP 228/06423
ModulesCooling the Forward ClutchCooling the Reverse ClutchIf the forward clutch is engaged, thecylinder (thrust plate) of the forward clutchpresses the oil divider back.If the forward clutch is not operated(when the engine is running at idling speedor when the reverse clutch is operated),the oil divider is in its basic position.In this position, the cooling oil flows pastthe front face of the oil divider and throughthe forward clutch.Forward ClutchIn this position, the cooling oil flows to theoil divider and is rerouted to the reverseclutch by a distributor plate. Branches in thedistributor pulley duct cooling oil to theplanetary gear train and provide thenecessary lubrication there.Reverse ClutchCylinderOil Pressure for ClutchClutch Cooling Oil FlowSSP 228/01424
ModulesHydraulic Clutch Cooling ControlThe clutch cooling system cuts inat the same time as the clutch controlis activated.The clutch cooling valve transfers pressurefrom the cooler return pipe to the suctionjet pump (entrainment pump).The Transmission Control Module J217applies a defined control current toSolenoid Valve 1 N88. This produces acontrol pressure which switches the clutchcooling valve.The pressurized oil is used to operate thesuction jet pump (entrainment pump) (forfurther details, refer to “The Suction JetPump (Entrainment Pump),” page 46).To Manual Selector ValveTo Cooler Return ePressure ControlValve -1- for AutomaticTransmsiion N215SolenoidValve 1N88To theClutchesSuction Jet Pump(Entrainment Pump)with Check ValveATF DepressurizedPilot Control PressureCooling Oil FlowControl PressureOil from Cooler Return PipeIn the Oil SumpSSP 228/04525
ModulesThe Auxiliary Reduction Gear StepDue to constraints on space, torque istransmitted to the Variator through anauxiliary reduction gear step.The auxiliary reduction gear step hasdifferent reduction ratios to accommodatedifferent engines to the transmission. As aresult, the Variator is operated within itsoptimum torque range.PlanetaryGear TrainAuxiliary ReductionGear StepPulley Set 1SSP 228/01726
ModulesThe VariatorThe basic operating principle of theVariator has been explained on page 3. Thespecial features and functions of themultitronic Variator are described on thefollowing pages.Pulley sets 1 and 2 each have a separatepressure cylinder for pressing the taperpulleys as well as a separate variabledisplacement cylinder for transmissionratio adjustment.The Concept of the Variator Used in themultitronic The dual-piston principle makes it possibleto change the transmission ratio veryquickly by applying a small amount ofpressure. This ensures that the taperpulleys maintain sufficient contact pressureat a relatively low oil pressure level.The operation of the Variator is based onwhat is known as the dual-piston principle.A special feature of the multitronic Variator is the torque sensor integrated inpulley set 1 (for more detailed informationrefer to “The Torque Sensor,” page 33).Starting Torque RatioTorque SensorChainPulley Set 1Pulley Set 2SSP 228/01827
ModulesAdjustmentA suitable supply of pressurized oil isrequired due to the heavy demands on theadjustment dynamics. To minimize therequired quantity of oil, the variabledisplacement cylinders have a smallersurface area than the pressure cylinders.Therefore, the quantity of oil needed foradjustment is relatively small.This makes high adjustment dynamics andhigher efficiency possibl
The flywheel and damper assembly and the dual-mass flywheel dampen torsional vibration and ensure the engine runs quietly. In the 3.0-liter V6 engine, engine torque is transmitted to the transmission through a flywheel and damper assembly. Because four-cylinder engines do not run as smoothly as six-cylinder
228_002 Manual gearbox CVT stepped mode multitronic . As four-cylinder engines do not run as smoothly as 6-cylinder engines, a two-mass flywheel is used in 4-cylinder engines. Damper unit For more detailed information, please refer to Self-Study Programme 142. 12 228_040
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