Service Training

Self-study Programme 994466AG

The 8-speed Automatic Gearbox 0C8

Design and Function

 An 8-speed automatic gearbox will be introduced for the first time at Volkswagen in the Touareg 2011.
The 8-speed automatic gearbox 0C8 is a further development of the 6-speed automatic gearbox 09D from the
Japanese gearbox company AISIN AW CO LTD. Together with the extensive know-how provided by the
Volkswagen engineers, success has been achieved in adapting the gearbox to the Volkswagen technologies'
increased requirements.

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The self-study programme explains the For current testing, adjustment and repair
design and function of new instructions, refer to the relevant service literature.
Attention
developments!
The contents will not be updated. Note

2
Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Gearbox design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
The torque converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
The torque converter lock-up clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
The oil supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
The planetary gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
The valve chest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Gearbox function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
The flow of power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Gearbox management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
The automatic gearbox control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
The control unit for auxiliary hydraulic pump . . . . . . . . . . . . . . . . . . . . . . . . . . 37
The innovative thermal management system . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
The hill-holder function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Electrical components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
The selector lever module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Functional diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Test yourself . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

3
 Introduction

Thanks to the eight forward gears and the closer gear The self-study programme describes the design and
ratio steps, consumption values and emission values function of the 8-speed automatic gearbox 0C8 as it
have been reduced even further in comparison with is installed in the Touareg.
the automatic gearbox 09D. Once again, the eight The function and design of those components which
forward gears are made possible using the are required in the gearbox for the start/stop system
tried-and-tested Lepelletier gear set concept. and the hybrid drive are described.
The automatic gearbox 0C8 can be supplied together
with the start/stop system, and is also designed for the
hybrid drive. All engine variants in the Touareg are
available exclusively with this gearbox.

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4
Technical data
Developer/manufacturer AISIN AW CO. LTD Japan
Designation Automatic gearbox 0C8
Gearbox features Electrohydraulically controlled 8-speed planetary gearbox with a single
primary planetary gear set and a downstream Ravigneaux planetary gear set as a
secondary planetary gear set (planetary gearbox concept according to Lepelletier)

Hydrodynamic torque converter with slip-controlled torque converter lock-up clutch

Design for longitudinal mounting in combination with a transfer box

Control system Hydraulic control unit (valve chest) in the sump with an external electronic
control unit

Dynamic shift program DSP with separate sports programme in "position S" and the
"Tiptronic" shift programme for changing gear manually

Special feature: Starting off in 2nd gear is possible in Tiptronic mode

Torque Depending on version, up to 1000Nm
Achievement of top speed Depending on the engine, in either 6th or 7th gear
Spread 7.17 to 7.25
ATF service ATF: Refer to ELSA for service intervals
Weight Depending on gearbox adaptation to the engine,
between 91kg and 108kg
Emergency operation characteristics In the case of faults which arise during vehicle operation:
in gears 1-4 = 3rd gear
in gears 5-8 = 7th gear
as of restarting the vehicle, 3rd gear and reverse gear only

5
 Gearbox design

The 8-speed automatic gearbox consists of:

- The torque converter with torque converter lock-up clutch

- The ATF pump
- The valve chest
- The planetary gearbox according to Lepelletier
- The gearbox housing
- Auxiliary hydraulic pump for gearbox oil
- ATF pre-heater

Torque converter

ATF pump ATF pre-heater

Planetary gearbox

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Auxiliary hydraulic pump 1 for gearbox oil V475 Valve chest Housing
or
auxiliary hydraulic pump 2 for gearbox oil V476

6
The torque converter
The hydromechanical torque converter is a fluid
clutch. It is used as a starting-off element and
Pump wheel increases the torque in the conversion range.
In addition to the turbine and pump wheel and the
Turbine wheel stator, a torque converter lock-up clutch is installed in
the torque converter.
Optimised torsional dampers are fitted in all torque
converters. As a result of this, isolation of the engine's
torsional vibrations is further improved.

In vehicles with a combustion engine, the torque

converter is driven directly by the engine.
Stator

Torsional damper

Torque converter
lock-up clutch

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In hybrid vehicles with combined electric motor and

combustion engine, the combustion engine drives the
torque converter via a shaft.
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This shaft runs centrally through the electric motor
(electric motor/generator). If the electric motor is used
to drive the hybrid vehicle, the torque converter is
driven directly by the electric motor.
Transfer box
Different torque converters will be fitted in the
8-speed automatic gearbox Touareg 2011.
These are adapted to the various engines and their
Electric motor/generator torques.

Combustion engine

In the Touareg Hybrid, the vehicle is started by the electric motor. Further information can be found in
SSP 450 "The Touareg Hybrid".

7
 Gearbox design

The connection from the engine to the torque converter

The torque converter is connected to the different Securing via three lugs
engines via three lugs which are attatched to the e.g. in the V6 FSI engine in the
torque converter. Depending on the engine, 3 or 6 Touareg 2011

bolts are required to connect the lugs to the engine.

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Securing via three

lugs, each with 2 threaded
holes, e.g. in the V6 TDI
in the Touareg 2011

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Securing via three lugs

in the Touareg Hybrid

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The torque converter lock-up clutch

The torque converter lock-up clutch is a hydraulic

multi-plate clutch. It joins the torque converter's pump Torque converter
and turbine wheels to form a solid block without slip. lock-up clutch

Depending on vehicle operating status, this is carried

out at an engine speed of over 1000rpm when the
vehicle is driven by the combustion engine.

Torque
converter

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8
The oil supply
Depending on drive concept, the 8-speed automatic gearbox is equipped with the following to build up the
required oil pressure:

- The ATF pump within the gearbox

in vehicles with combustion engine
- The ATF pump and the electric auxiliary hydraulic pump 1 for gearbox oil V475
in vehicles with hybrid drive
(combination of a combustion engine with electric motor/generator)
- The ATF pump and the electric auxiliary hydraulic pump 2 for gearbox oil V476
in vehicles with combustion engine and start/stop system

The ATF pump

Converter housing with converter hub

In vehicles with combustion engine, the mechanical

ATF pump
ATF pump (Automatic Transmission Fluid) is exclusively
responsible for supplying the gearbox with hydraulic
oil. It draws the ATF out of the oil pan, builds up the oil
pressure and supplies the valve chest with the
hydraulic oil required for changing gears.

The oil pump is a crescent pump (duocentric oil

pump). It is driven directly by the engine via the
converter housing and the converter hub. In this case,
the ATF pump pinion's drive plates engage in two
grooves on the converter hub.

In hybrid vehicles, the pump is driven by either

the combustion engine and/or the electric
motor/generator.

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Oil supply to the valve chest

9
 Gearbox design

The auxiliary hydraulic pumps for gearbox oil

Depending on the vehicle's equipment, two different

auxiliary hydraulic pumps are fitted. If the vehicle is
equipped with a start/stop system, auxiliary hydraulic
pump 2 V476 is fitted. If the vehicle is equipped with a
hybrid drive, auxiliary hydraulic pump 1 V475 is fitted
instead of auxiliary hydraulic pump 2 V476. Both
versions are mounted beneath the torque converter
bell housing.

Auxiliary hydraulic pump s466_046

Gearbox housing

Design and task

The auxiliary hydraulic pumps consist of an

electric motor which drives the hydraulic pump.
The electric motor is a brushless DC motor. It consists
of a stator and a rotor. s466_030

The auxiliary hydraulic pumps are crescent pumps

(duocentric pumps). They have the task of drawing the
ATF oil out of the oil pan via an ATF screen and
building up oil pressure. Via the pressure side,
the volumetric flow of oil enters the valve chest via a
non-return ball valve. Connection flange to the
gearbox housing

Duocentric hydraulic pump

Brushless electric motor

10
 The non-return ball valve within the auxiliary
hydraulic pump prevents the oil pumped by the
mechanical ATF pump from flowing back into the oil
pan from the valve chest.

Non-return
valve
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Connection
flange to the
gearbox
housing

Auxiliary hydraulic pump 2

s466_045 for gearbox oil V476

Task

The auxiliary hydraulic pump 2 for gearbox oil V476

compensates leakages within the gearbox, and a
holding pressure is built up at multi-plate clutch K1.
Consequence: When the combustion engine starts up,
the vehicle can be accelerated with very little delay.
Stator with 3 pairs of Rotor with 2 pairs of
When the combustion engine starts up, supplying oil
electromagnets permanent magnets
is delivered by the mechanical ATF pump again.

Function Design

A magnetic field is generated in the electromagnet The brushless DC motor for the start/stop system
pairs by supplying current to the coils. A rotating consists of a rotor with two pairs of permanent
magnetic field occurs by applying current to the coils magnets and a stator comprising three pairs of
in succession. Depending on the position of the rotor, electromagnets.
an attraction or repulsion torque acts on each
permanent magnet's north and south poles. The
result: The rotor rotates.

Effect in the event of failure

In the event that the auxiliary hydraulic pump fails,

the start/stop system is de-activated.

11
 Gearbox design

Auxiliary hydraulic pump 1

for gearbox oil V475

Task:

Supplies the gearbox with oil pressure in addition to

the oil pressure supplied by the ATF pump. The V475
may also start up to support the ATF pump.

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Design:

Stator with six pairs of Rotor with four pairs of

The brushless DC motor for the hybrid function electromagnets permanent magnets
consists of a rotor with four pairs of permanent (temperature and position
magnets and a stator with six pairs of electromagnets. sensor system integrated
into the pump electronics)
Oil temperature sender 2 G664 is located within the
auxiliary hydraulic pump.
The sender provides the automatic gearbox control
unit J217 with information on the pump's operating
temperature.

Function: Effect in the event of failure

Identical to that of the auxiliary hydraulic pump for Based on the rotational speed of the DC motor, the
start/stop operation. Note: The increased number of position sensors detect whether a malfunction is
magnet pairs leads to increased torque, resulting in present. The malfunction is reported to the gearbox
an increased oil delivery rate. The position sensors control unit. Automatic gearbox control unit J217 tells
enable the precise position of the permanent magnets the engine control unit to start up the mechanical ATF
to be determined. The electromagnets are specifically pump via the combustion engine or the electric motor.
actuated in order to immediately set the motor in
motion.

12
The planetary gearbox

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Design

The planetary gear set concept according to Lepelletier is implemented in the planetary gearbox. It is based on a
single planetary gear set (primary planetary gearbox) and a downstream, double planetary gear set according to
Ravigneaux (secondary planetary gearbox) with freewheel.

The special feature of the Lepelletier planetary gearbox is the fact that the double planetary gear set's sun gears
and planet carrier are driven at different rotational speeds. These different input speeds into the planetary gearbox
with the double planetary gear set result in a large number of possible gear ratios.
In this gearbox, the double planetary gear set's sun gears are optionally driven by the output speeds of the planet
carrier or the annulus of the single planetary gear set. At the same time, the double planetary gear set's planet
carrier runs at the gearbox input speed. This constellation has enabled the implementation of two additional
forward gears.

Four multi-plate clutches, two multi-disc brakes and the freewheel are used to change the eight forward gears and
one reverse gear.

13
 Gearbox design

The single planetary gear set

The single planetary gear set is positioned upstream
of the double planetary gear set.
The single planetary gear set consists of: s466_013
B1 K4 K3 K1
- The stationary sun gear S1
- The planetary gears P1
- The planet carrier PT1
- The annulus H1
- The multi-plate clutches K1, K3 and K4
- The multi-disc brake B1

Either 4 or 5 planetary gear pairs are installed

depending on the engine. These make the connection
to the sun gear S1 and the annulus H1. The engine
torque is transmitted into the single planetary gear set
via the gearbox input shaft.

S1 P1 s466_014
PT1
H1

The sun gear S1

This is firmly joined to the mechanical ATF pump via a

splined connection. As a result of this joint, the sun
gear S1 is unable to rotate.

Splined connection

Sun gear S1

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14
The double planetary gear set
The double planetary gear set is fitted onto the single
planetary gear set.
The engine torque is transmitted into the double
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planetary gear set via two routes:
To sun gears S2 and S3 via the single planetary gear
F B2 K2
set and from the gearbox input shaft, without a
change in ratio, via clutch K2 to the planet carrier PT2.
Output is carried out from the annulus H2 via
the gearbox output shaft to the transfer box.

The double planetary gear set consists of:

- The sun gears S2 and S3

- The planetary gear sets P2 and P3
- The planet carrier PT2
- The annulus H2
- The multi-plate clutch K2
- The multi-disc brake B2 and
- The freewheel F
S2 H2 PT2 S3 s466_022
P2 P3

Connection to
the single
planetary gear
set
The sun gears S2 and S3

Both sun gears can be rotated independently of each

other. The axle of sun gear S3 runs through sun gear
S2. Both sun gears can be driven at different
rotational speeds.
Sun gear S2

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Sun gear S3

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15
 Gearbox design

Planetary gears P2
The planetary gears P2 and P3
Outer planetary gears P3
Planetary gears P2 and outer planetary gears P3 are
fitted together on one single shaft and are joined
firmly together.

The torque from sun gear S2 is transferred to

planetary gears P2 and thus to the outer planetary
gears P3. Only the outer planetary gears P3 are
joined to annulus H2; these conduct the torque from
sun gear S2 to annulus H2.

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The torque from sun gear S3 to the annulus H2 is
Planet carrier PT2
first transmitted to the inner planetary gears P3. From
the inner planetary gears P3, the torque is conducted
on to the outer planetary gears P3 and thus to
Section 1
annulus H2.

Depending on the engine, 3 or 4 P2 planetary gears

plus inner and outer P3 planetary gears are
installed.

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Section 2

Annulus H2 Planet carrier PT2 Annulus H2 Planet carrier PT2

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Inner planetary gears P3

Sun gear S2 Planetary gears P2 Sun gear S3

Section 1 Section 2 Outer planetary gears P3

16
 Brake B1
Brake B2

Brake B1 is connected to the gearbox housing.

If automatic gearbox pressure regulating valve N216
is supplied with current, the brake's discs are pressed
together due to the hydraulic oil pressure. Sun gear S2
is gripped as a result of this.

Brake B2

Brake B2 is connected to the gearbox housing.

s466_218 It is hydraulically actuated via the valve chest.
Brake B1 No pressure regulating valve is required to control
Gearbox housing with the discs of brakes B1 and B2 brake B2.
inserted When closed, it grips planet carrier PT2.

The engine determines the number of discs in the brakes.

The number of discs lies between 4 and 7 per brake.

17
 Gearbox design

Clutches K1, K2, K3 and K4

The clutches are opened or closed via the solenoid

valves within the valve chest. The following list shows
which function the individual clutches perform in
closed condition:

1. K1 connects annulus H1 to
sun gear S3.

2. K2 connects the turbine shaft to

planet carrier PT2. s466_060

3. K3 connects annulus H1 to
sun gear S2.

4. K4 connects planet carrier PT1 to

sun gear S2. Clutch K2

The engine determines the number of plates in the clutches.

The number of plates lies between 4 and 7 per clutch.

18
The valve chest
The valve chest is bolted into the gearbox housing The valve chest contains the following components:
from below. The clutches and brakes (selector
elements) are controlled by the valve chest by means - The mechanically actuated spool valve
of hydraulic selector valves (so-called slide valves). - The hydraulic selector valves
- Two electrically controlled solenoid valves
The slide valves are controlled by solenoid valves (3/2-way directional control valves)
which are actuated by the automatic gearbox control - Seven electric pressure regulating valves
unit J217. (modulation valves) and
In addition to the selector elements, the valve chest - The gearbox oil temperature sender
controls the torque converter clutch and the various
pressures throughout the entire gearbox (e.g. main
pressure, control pressure, converter pressure,
lubrication pressure, etc.).
The valve chest is responsible for the entire oil supply
and therefore for the flawless function of the gearbox.

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19
 Gearbox design

The valves
The valve chest contains three different types of solenoid valve.

Automatic gearbox pressure regulating valve 1 N215

Automatic gearbox pressure regulating valve 3 N217
Automatic gearbox pressure regulating valve 6 N371
Automatic gearbox pressure regulating valve 4 N218
Automatic gearbox pressure regulating
valve 2 N216
Automatic gearbox pressure
regulating valve 5 N233

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Solenoid valve 2 N89

Automatic gearbox pressure regulating valve 7 N443 Solenoid valve 1 N88

Pressure regulating valves with ascending characteristic curve

Pressure regulating valves with descending characteristic curve
Selector valves (open/close valves)

Pressure regulating valve with ascending P Pressure regulating valves

characteristic curve with ascending characteristic
curve (N216, N217, N371 and
N443)
The more the pressure regulating valve is supplied
with current, the higher the hydraulic pressure. If the
pressure regulating valve is not supplied with current,
no hydraulic pressure is present.
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I

Pressure regulating valve with descending P Pressure regulating valves

characteristic curve with descending
characteristic curve (N215,
N218 and N233)
The more the pressure regulating valve is supplied
with current, the lower the hydraulic pressure. If the
pressure regulating valve is not supplied with current,
full hydraulic pressure is present.
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I

20
The tasks which the valves in the valve chest carry out are summarised in the following table.

Valve Function on application of current Direct access to Responsible

for
gears
Automatic gearbox pressure Regulates the ATF pressure and forwards it either Main pressure R, 1st to 8th
regulating valve 1 N215 directly to clutches K2 and K3 or via solenoid valves
N217, N371 and N216 to clutches K1 and K4 and to
brake B1

Automatic gearbox pressure Supplies the ATF pressure to the plates of clutch K1, Clutch K1 1st to 5th
regulating valve 3 N217 and the clutch is closed

Automatic gearbox pressure The ATF pressure on clutch K2 is relieved, and the Clutch K2 1st,
regulating valve 4 N218 clutch opens engine brake,
5th to 8th

Automatic gearbox pressure The ATF pressure on clutch K3 is relieved, and the Clutch K3 R, 3rd, 7th
regulating valve 5 N233 clutch opens

Automatic gearbox pressure Supplies the ATF pressure to the plates of clutch K4, Clutch K4 4th and 6th
regulating valve 6 N371 and the clutch is closed

Automatic gearbox pressure Supplies the ATF pressure to the plates of brake B1, Brake B1 2nd and 8th
regulating valve 2 N216 and the brake is closed

Automatic gearbox pressure Make ATF pressure available for the torque converter
regulating valve 7 N443 lock-up clutch

Solenoid valve 1 N88 Partially supplied with current, supports pressure

reduction in clutches K2 and K3

Solenoid valve 2 N89 Only supplied with current in reverse gear when
v > 7 km/h or 1st gear is engaged in Tiptronic.
Prevents pressure reduction in clutches K2 and K3.
Both valves operate in alternation

21
 Gearbox function

The flow of power

Based on this extremely simplified sectional diagram of the gearbox, the torque paths of the individual gears will
be described in the following. The valve chest illustration shows which solenoid valves are actuated for the relevant
gear.

B1
F
K4
K3 K1 B2 K2

N215
N217
N371
N233
N216
N218

N89
Valve chest N433 N88

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Legend
N88 - Solenoid valve 1 K1 - Clutch 1
N89 - Solenoid valve 2 K2 - Clutch 2
N215 - Automatic gearbox pressure regulating valve 1 K3 - Clutch 3
N216 - Automatic gearbox pressure regulating valve 2 K4 - Clutch 4
N217 - Automatic gearbox pressure regulating valve 3 B1 - Brake 1
N218 - Automatic gearbox pressure regulating valve 4 B2 - Brake 2
N233 - Automatic gearbox pressure regulating valve 5 F - Freewheel
N371 - Automatic gearbox pressure regulating valve 6
N443 - Automatic gearbox pressure regulating valve 7

22
The 1st gear

K1 F

N217

N233

N218

N88

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Clutch K1 and freewheel F

The turbine shaft drives the single planetary gear set's planet carrier PT1. Planet carrier PT1 drives planetary gears
P1, which roll and are supported on stationary sun gear S1. Annulus H1 is driven as a result of this.
Clutch K1 connects annulus H1 to sun gear S3 and therefore transfers the torque into the double planetary gear set.
The freewheel blocks planet carrier PT2. From sun gear S3, the torque is transferred to the inner planetary gears P3
and from there to the outer planetary gears P3. Supported by planet carrier PT2, the torque is transferred to
annulus H2. Annulus H2 is connected to the gearbox output shaft.

23
 Gearbox function

The 1st gear (Tiptronic)

K1 B2

N217

N233

N89

Clutch K1 and brake B2 s466_018

In certain driving situations, the engine braking effect can be used by selecting 1st gear in Tiptronic mode.
The torque path corresponds to that described for the 1st gear.
Use of the engine braking effect in 1st gear can only be enabled by closing brake B2.
Like the freewheel F, brake B2 blocks planet carrier PT2. In contrast to the freewheel F, however, brake B2 grips
planet carrier PT2 in both rotational directions. This is necessary for the reverse gear and for use of the engine
braking effect in 1st gear.

24
The 2nd gear

B1
K1

N217

N233
N216
N218

N88

Clutch K1 and brake B1 s466_019

The turbine shaft drives the single planetary gear set's planet carrier PT1. Planet carrier PT1 drives planetary gears
P1, which roll and are supported on stationary sun gear S1. Annulus H1 is driven as a result of this.
Clutch K1 connects annulus H1 to sun gear S3 and therefore transfers the torque into the double planetary gear set.
Brake B1 blocks sun gear S2. From sun gear S3, the torque is transferred to the inner planetary gears P3 and from
there to the outer planetary gears P3. The planetary gears P2 roll on sun gear S2 and, together with the outer
planetary gears P3, drive annulus H2.

25
 Gearbox function

The 3rd gear

K3 K1

N217

N218

N88

Clutches K1 and K3 s466_020

The turbine shaft drives the single planetary gear set's planet carrier PT1. Planet carrier PT1 drives planetary gears
P1, which roll and are supported on stationary sun gear S1. Annulus H1 is driven as a result of this.
Clutch K1 connects annulus H1 to the small sun gear S3 and therefore transfers the torque into the double planetary
gear set.
Clutch K3 connects annulus H1 to the large sun gear S2 and therefore transfers the torque into the double
planetary gear set.
Planetary gears P2 and P3 are blocked by closing the two clutches K1 and K3. Planet carrier PT2 rotates along
with sun gears S2 and S3. The torque is thus transferred by sun gears S2 and S3 to the annulus H2 via planet
carrier PT2.

26
The 4th gear

K4 K1

N217
N371
N233

N218

N88

Clutches K1 and K4 s466_021

The turbine shaft drives the single planetary gear set's planet carrier PT1. Planet carrier PT1 drives planetary gears
P1, which roll and are supported on stationary sun gear S1. Annulus H1 is driven as a result of this.
Clutch K1 connects annulus H1 to sun gear S3 and therefore transfers the torque into the double planetary gear set.
Clutch K4 connects planet carrier PT1 to sun gear S2 and therefore transfers the torque into the double planetary
gear set.
Sun gear S3 is driven more slowly than sun gear S2.
Planetary gears P2 and P3 roll on sun gear S2, which is rotating faster, and drive annulus H2.

27
 Gearbox function

The 5th gear

K1
K2

N217

N233

N88

s466_023
Clutches K1 and K2

The turbine shaft drives the single planetary gear set's planet carrier PT1 and clutch K2's outer plate carrier. Planet
carrier PT1 drives planetary gears P1, which roll and are supported on stationary sun gear S1. Annulus H1 is driven
as a result of this. Clutch K1 connects annulus H1 to sun gear S3 and therefore transfers the torque into the double
planetary gear set. Clutch K2 connects the turbine shaft to planet carrier PT2 and therefore also transfers the
torque into the double planetary gear set. The inner planetary gears P3, which are meshed with the outer planetary
gears P3, together with planet carrier PT2, drive the annulus H2.

28
The 6th gear

K4
K2

N371
N233

N88

Clutches K2 and K4 s466_024

The turbine shaft drives the single planetary gear set's planet carrier PT1 and clutch K2's outer plate carrier.
Clutch K4 connects planet carrier PT1 to sun gear S2 and therefore transfers the torque into the double planetary
gear set.
Clutch K2 connects the turbine shaft to planet carrier PT2 and therefore also transfers the torque into the double
planetary gear set.
Sun gear S2 transfers the torque to planetary gears P2. Via planet carrier PT2, the torque is transferred to the inner
and the outer planetary gears P3. Together with planetary gears P2, the outer planetary gears P3 drive the annulus
H2.

29
 Gearbox function

The 7th gear

K3
K2

N88

Clutches K2 and K3 s466_025

The turbine shaft drives the single planetary gear set's planet carrier PT1 and clutch K2's outer plate carrier. Planet
carrier PT1 drives the planetary gears P1, which roll and are supported on stationary sun gear S1. The annulus H1 is
driven as a result of this. Clutch K3 connects annulus H1 to sun gear S2 and therefore transfers the torque into the
double planetary gear set. Clutch K2 connects the turbine shaft to planet carrier PT2 and therefore also transfers
the torque into the double planetary gear set. The planetary gears P2, which are jointly driven by sun gear S2 and
planet carrier PT2, together with the firmly linked outer planetary gears P3, drive the annulus H2.

30
The 8th gear

B1

K2

N233
N216

N88

Clutch K2 and brake B1 s466_026

Brake B1 blocks sun gear S2. Clutch K2 connects the turbine shaft to planet carrier PT2 of the double planetary
gear set, and therefore transfers the torque into the double planetary gear set. The long planetary gears P2 roll on
stationary sun gear S2 and, together with the outer planetary gears P3, drive annulus H2.
Clutches K1 and K3 are open. The single planetary gear set is not involved in power transmission.

31
 Gearbox function

The reverse gear

K3 B2

N218

N88

Clutch K3 and brake B2 s466_027

The turbine shaft drives the single planetary gear set's planet carrier PT1. Planet carrier PT1 drives the planetary
gears P1, which roll and are supported on stationary sun gear S1. The annulus H1 is driven as a result of this.
Clutch K3 connects annulus H1 to sun gear S2 and therefore transfers the torque into the double planetary gear set.
In the double planetary gear set, brake B2 blocks planet carrier PT2.
The torque is transferred from sun gear S2 to planetary gears P2 and thus to the outer planetary gears P3.
Supported by planet carrier PT2, the torque is transferred to the annulus H2, which is connected to the output shaft.
In this case, the annulus H2 is driven counter to the direction of engine rotation.

32
In summary
The table shows which valves are supplied with current by the automatic gearbox control unit J217 for the individual
gears and which clutches and brakes are closed as a result.
N233
N218

N216
N371
N217

N88

N89

K4
K3
K2

B2
K1

B1
Gear

1st

1st
Tiptr.

2nd

3rd

4th

5th

6th

7th

8th

Pressure regulating valves with ascending characteristic curve

Pressure regulating valves with descending characteristic curve
Selector valves

N88 Solenoid valve 1

N89 Solenoid valve 2
N216 Automatic gearbox pressure regulating valve 2 K1 to K4 - Clutches 1 to 4
N217 Automatic gearbox pressure regulating valve 3 B1, B2 - Brakes 1 and 2
N218 Automatic gearbox pressure regulating valve 4
N233 Automatic gearbox pressure regulating valve 5
N371 Automatic gearbox pressure regulating valve 6

33
 Gearbox management system

System overview
Sensors

Reversing switch F41

Multifunction switch F125

Selector lever
locked in position
Automatic
P switch F319
gearbox control
unit J217

Tiptronic switch F189

Gearbox oil temperature sender G93 Convenience

system central
control unit
J393

Gearbox input speed sender G182

Data bus diagnostic

interface J533

Gearbox output speed sender G195

Oil temperature sender 2 G664

Control unit in
dash panel insert J285

34
 Actuators

Selector lever lock solenoid N110

Cooling oil valve N471

Engine control unit J623

Solenoid valve 1 N88

Solenoid valve 2 N89

Automatic gearbox pressure regulating valves 1

to 7 N215, N216, N217, N218, N233, N371,
N443

ABS control unit J104

Gearbox hydraulic pump relay J510
Control unit for auxiliary hydraulic pump J922

Steering column electronics

control unit J527

Auxiliary hydraulic pump 1 for gearbox oil

V475*

Adaptive cruise
control unit J428

Auxiliary hydraulic pump 2 for gearbox oil

V476**

Control unit 2 for adaptive

cruise control J850 Selector lever position display Y6

Electromechanical parking brake * With hybrid drive

s466_074
control unit J540 ** With start/stop function

35
 Gearbox management system

The automatic gearbox control unit

The automatic gearbox control unit J217 is located

beneath the right front seat.
It is connected to the gateway via the powertrain
CAN bus.

The automatic gearbox control unit actuates the

solenoid valves in the valve chest directly.
The information from the sensors in the gearbox
is forwarded directly to the automatic gearbox control
unit. In the case of auxiliary hydraulic pump 1 for
gearbox oil V475, the operating temperature is
transmitted directly to the automatic gearbox control s466_061
J217 under the right front seat
unit via oil temperature sender 2 G664.

The dynamic shift program is also integrated into the

automatic gearbox control unit. The automatic
gearbox control unit selects the gear changes
based on the operating status (aerodynamic drag and
rolling resistance, route profile and driving style).

36
The control unit for auxiliary hydraulic pump

The control unit for auxiliary hydraulic pump J922

may be installed in different locations, depending on
which auxiliary hydraulic pump it actuates.
If the control unit for auxiliary hydraulic pump is
used to actuate auxiliary hydraulic pump 2 for
gearbox oil V476, it is located beneath the right
front seat together with the automatic gearbox control
unit J217.

J922 is subordinate to the automatic gearbox control

unit, and activates the auxiliary hydraulic pump 2 for
s466_062 gearbox oil V476 for the start/stop system according
J922 under the right front seat
to the gearbox control unit's specifications.

If the control unit for auxiliary hydraulic pump J922

controls auxiliary hydraulic pump 1 for gearbox oil
V475, then it is located in the right wheel housing. Due
to the increased actuation of auxiliary hydraulic pump
1 for gearbox oil V475, better cooling is required for
the control unit. This is more readily the case in the
wheel housing rahter than beneath the front seat in
the vicinity of another heat-emitting control unit.

The function of the auxiliary hydraulic pump is

monitored by the control unit for auxiliary hydraulic
pump J922 and is reported to the automatic gearbox
control unit J217.
s466_075
J922 in the right wheel housing

37
 Gearbox management system

The innovative thermal management system

Rotary piston valve

Cooling oil valve N471

ATF pre-heater Air heat exchanger for

ATF

s466_065
Thermostat

Automatic gearbox
0C8

The cooling system is only used by for other consumers once the combustion engine has reached its operating
temperature. Via the CAN data bus, the gearbox control unit receives the information that the gearbox can be
heated. The gearbox control unit supplies the cooling oil valve N471 with current; as a result,
the pneumatic cut-off valve (rotary piston valve) is opened due to the vacuum which is released, and the warm
coolant flows through the ATF pre-heater (plate heat exchanger) mounted on the gearbox.

The ATF pre-heater consists of a set of plates soldered together to form a heat exchanger through which coolant
and ATF flow.
In a very tight installation space, this leads to a relatively large heat transfer area, by means of which the coolant's
heat is transferred to the ATF.

Further information on the innovative thermal management system can be found in SSP 450
"The Touareg Hybrid".

38
The hill-holder function
This secures the vehicle to prevent it from rolling back
and enables comfortable starting off on slopes.

In the Touareg 2011, the hill-holder function is

undertaken by the electronic parking brake via the
ABS control unit at an ATF temperature of less than
approx. 10°C.

At temperatures above 10°C, the function is carried

out by the gearbox. If the automatic gearbox control
unit J217 detects a slope based on the rolling
Freewheel Double resistance whilst simultaneously detecting a vehicle
planetary gear set speed of "zero", it shifts to 2nd gear.
Rolling back is not possible in 2nd gear, because the
double planetary gear set's annulus would have to
rotate backwards counter to the locking freewheel.

The freewheel is only released when the starting

torque is greater than the grade resistance, and the
vehicle moves off comfortably.

s466_077

39
 Electrical components

The selector lever module

Selector lever electronics with
Tiptronic switch F189

Slider with permanent magnet

Connector A to the vehicle wiring

harness for the gearbox

Selector lever

Connector C to the selector lever

position display Y6

Selector lever s466_067

cable

Selector lever
position display Y6

Gear change mechanism functional unit

in the selector housing

Gear changes are actuated via the selector lever module. This is equipped with both a mechanical connection to
the automatic gearbox via a Bowden cable and an electrical connection to the gearbox management system.

Bowden cable connection functions Electrical functions

- Parking lock actuation - Ignition key withdrawal lock

- Actuation of the hydraulic control system's - Actuation of the selector lever position display unit
mechanically operated spool valve (via the gearbox control unit)
- Actuation of the multifunction switch on the - Tiptronic function
gearbox - Selector lever lock (P/N lock)

40
 The gear change mechanism
Gear change
mechanism The design and function of the gear change
mechanism in the Touareg has been taken from the
Audi Q7.

In the Touareg, the gear change mechanism and the

selector housing cannot be separated.

s466_063

Selector housing

Selector lever locks

(P lock and P/N lock)

The selector lever lock is actuated when the

ignition is switched on and in the P and N positions
during vehicle operation. When the ignition key is
removed, the system is locked in the P position.
The locking mechanism enables the selector lever to
be locked both when no current is supplied to the
selector lever lock solenoid N110 (P position) and
when current is supplied (N position).

s466_054

41
 Electrical components

Lock in selector lever position P

The selector lever lock in selector lever position P is

guaranteed by the fact that the locking lever
automatically locks in this position.
If no current is supplied to selector lever lock solenoid
N110, the locking lever automatically drops into the P
catch as soon as the selector lever is brought to the P
position. This locking lever movement is supported by
a spring in the selector lever lock solenoid N110.

Selector lever lock solenoid N110 is supplied with

s466_055
current for unlocking purposes, as a result of which
the solenoid pushes the locking lever out of the P
catch. In the event of a defect or a current failure, the
selector lever remains locked. An emergency release
mechanism is available for such cases; see
"emergency release".

Lock in selector lever position N

If the selector lever is in the N position, selector lever

lock solenoid N110 is actuated, whereupon it presses
the locking lever into the N catch with its upper hook
and locks the selector lever.
In order to release the lock, selector lever lock solenoid
N110 is shut off and the locking lever drops down (as
described under "Lock in selector lever position P").

s466_056

42
 P lock emergency release

P lock emergency release is described in the

Workshop Manual.
In order to actuate the selector lever lock's emergency
s466_063 release mechanism, the selector lever cover must be
pulled off from the centre console trim.
The emergency release mechanism's locking lever is
located on the right-hand side of the gear change
mechanism. To release the selector lever lock, the
locking lever must be pulled up whilst simultaneously
pressing the selector lever lock button.

Locking lever for emergency release

s466_064

Secure the vehicle to prevent it from rolling away before the selector lever is moved to the N position.

Selector lever position display Y6

The selector lever position information comes directly

from the gearbox control unit as a frequency
modulated rectangular signal (FMR signal).
The selector lever sensor system evaluates the signal
and actuates the corresponding light-emitting diode
in the selector lever position display Y6.

s466_059

43
 Electrical components

Ignition key withdrawal lock

The ignition key withdrawal lock operates

electromagnetically by briefly actuating the ignition
key withdrawal lock solenoid N376. To do this, the
ignition lock D requires the selector lever position P
information.

If the selector lever is not in the P position when

the engine is switched off in vehicles fitted with a
start/stop button, the dash panel insert then triggers
an optical and acoustic warning. The driver is
requested to move the selector lever to the P position.
s466_082
In order to release the ignition key in an emergency,
press the emergency release button with a pen or a
similar object. Whilst the button is pressed, pull the
ignition key out of the ignition lock.

Emergency release of the

ignition key withdrawal lock
s466_079

44
 How it works
Gear change mechanism

The selector lever position P information is supplied by

F319 F305
the two mechanical microswitches F319 (selector lever
locked in position P switch) and F305 (gear selector
position P switch) to the convenience system central
control unit J393. These are connected in series and
form a single unit.
31
The selector lever locked in position P switch F319 is
only closed when the selector lever button is released
in selector lever position P. The gear selector position P
switch F305 is closed when the locking lever for the
J393 s466_080
P/N lock is in its basic position. It indicates selector
Ignition lock D lever locking in position P.

In selector lever position P, both switches are closed

and supply an earth signal directly to the ignition lock
D. If the ignition is switched off in this case, the
ignition key withdrawal lock solenoid N376 is
temporarily supplied with current by the ignition lock
D, whereupon a release mechanism releases the
ignition key lock.

45
 Functional diagram

J285

a b b
J533

Y6

J510 N471

F189 S- P- S+ P+
N380 F305 N110 F319

b
c

J217

J922

V475 G664
s466_081a

F189 Tiptronic switch V475 Auxiliary hydraulic pump 1 for gearbox oil
F305 Gear selector position P switch
F319 Selector lever locked in position P switch Y6 Selector lever position display

G664 Oil temperature sender 2 a Fuse holder D

b Fuse holder C
J217 Automatic gearbox control unit c Connection to the convenience system
J285 Control unit in dash panel insert central control unit
J510 Gearbox hydraulic pump relay d Connection to the onboard supply control unit
J533 Data bus diagnostic interface e Connection to the convenience system
J922 Control unit for auxiliary hydraulic pump central control unit

N110 Selector lever lock solenoid

N380 Selector lever position P solenoid
N471 Cooling oil valve

46
 E439 E438

J527

J453
F350

N217 N218 N233 N371 N216 N215 N443 N88 N89 G93 G182 G195

J217

e b
Positive
Earth
Output signal
Input signal
CAN data bus

F41 F125

s466_081b

E438 Tiptronic switch in steering wheel to shift up N88 Solenoid valve 1

E439 Tiptronic switch in steering wheel to shift down N89 Solenoid valve 2
N215 Automatic gearbox pressure regulating valve 1
F41 Reversing switch N216 Automatic gearbox pressure regulating valve 2
F125 Multifunction switch N217 Automatic gearbox pressure regulating valve 3
F350 Coil connector N218 Automatic gearbox pressure regulating valve 4
N233 Automatic gearbox pressure regulating valve 5
G93 Gearbox oil temperature sender N371 Automatic gearbox pressure regulating valve 6
G182 Gearbox input speed sender N443 Automatic gearbox pressure regulating valve 7
G195 Gearbox output speed sender

J453 Multifunction steering wheel control unit

J527 Steering column electronics control unit

47
Knowledge Assessment
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 Notes

50
51
 466

© VOLKSWAGEN AG, Wolfsburg

All rights and rights to make technical alterations reserved.
000.2812.38.20 Technical status 05.2010

Volkswagen AG
After Sales Qualifizierung
Service Training VSQ-1
Brieffach 1995
D-38436 Wolfsburg

❀ This paper was manufactured from pulp bleached without the use of chlorine.