In detail: do-it-yourself repair 01j from a real master for the site my.housecope.com.
At the beginning of the 2000s, Audi was actively developing a continuously variable variator, which was supposed to become an alternative to traditional automatic transmissions. CVT 01J CVT appeared in the proposal of the Audi company in 2002. This CVT was offered for all-wheel drive modifications of A4, A6, A8 cars. The maximum engine capacity was 3 liters. That is why this gearbox was not installed on top-end modifications with powerful power units.
These CVT models were one of the first series-produced transmissions to be installed on Audi vehicles. Note that this gearbox has proven itself from the best side and is capable of running more than 200,000 kilometers without overhaul. Due to its design features, the automatic variator 01J CVT it has a compact size, which makes it easy to install it on small-sized Audi A4 models.
Weak point automatic transmission 01j is the control unit. This element does not have the proper resistance to temperature extremes and can fail in summer heat and in subzero temperatures. We also note the fact that regular oil change using high-quality spare parts is the key to trouble-free operation of the variator. To carry out a complete oil change, you will need 7.5 liters of original gear oil. In some cases, there may be problems with the tightness of oil seals and gaskets. All this leads to loss of oil and insufficient pressure in the system. This variator is extremely critical to the quality of the lubricant mixture and the oil pressure in the system. At the first signs of a breakdown, messages appear on the center panel of the vehicle. When such a message appears, the car owner should contact the service center as soon as possible, where they will carry out the necessary repair work.
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A common failure is a problem with the clutches, which must be replaced if damaged. The problem is that clutches are sold exclusively as a set and they need to be completely replaced, which somewhat increases the cost of repairs.
One of the most common questions. which is asked by potential and existing clients - “What is broken in my box and what will you fix in it”? And why such a repair price? We'll have to start from afar. Boxes Audi 01 J "multitronic" are fundamentally different from other types of automatic boxes, pens, DSG. The main thing is, as it were, a “modular” design principle - the box consists of a small number of large parts, assemblies, mostly non-separable, each of which performs several functions. Roughly, we can assume that it is: a housing with a gearbox, secondary shaft plates (pulley set 2), input shaft (pulley set 1), chain, input shaft, valve body with a pump (valve body, valvebody), electronic control unit ... And a bunch of small details. Another sad aspect is that the box is not designed according to the principle of maximum reliability, but with a view to a certain resource of work.
The "trick" of the device, the interconnectedness of all systems inside the box and the complete dependence on the electronic unit sometimes causes a situation where a minor initial defect quickly leads to the complete collapse of the box. For example, with a decrease in pump performance, the box may be killed during a day of driving. A separate topic is the tug, often the box dies after the tug completely, sometimes it falls apart after a while. Driving style and engine power are important. A powerful engine and brisk driving will drastically reduce the service life of the unit. And further.Even now, many are mistaken that the oil in the box should not change, and this also dramatically increases the number of our customers.
The box itself is "experimental" and is constantly being upgraded. Sometimes, even within one model year, some changes appear. According to the letter codes, at the moment there are more than 300 variants of boxes, but in reality there are more. "Old", until the 2005 model year, boxes at dealerships are remembered as a bad dream, then, under warranty, each dealer changed 10 multitronics a month. Indeed, boxes up to model year 05 are not reliable. The main reason is an unfinished, very unreliable valve block, which begins to malfunction for any reason, for example, after changing the oil, and can also lead to mechanical damage to the main parts. A separate song is all cars with diesel engines and 3-liter gasoline. Up to 05 years old, defective gearboxes that could not withstand the corresponding torque and were subject to premature wear were installed on them. The problem was acknowledged by Audi, but too late. Some of the boxes were replaced under warranty, but most of them still drive. Some boxes have ECU software updates, sometimes mandatory. Dealers don't do this, it's not interesting.
The manufacturer of the box, unlike almost all "normal" ones, is Audi itself (on Luk components). She dictates the policy regarding these boxes. Only some superficial manipulations with the box are provided, in other cases replacement. By the way, the price of a "new" box is from 400 to 250 thousand rubles. You can try to get a reverse box, with the return of the old one to Audi, from 200 tr. The older the box, the more expensive it is. You can see, for example, how much the first DZN box (01 J 300041 BX) costs. By the way, most of the boxes, except for the newest ones at the moment, come sorted at the factory with broken numbers, with silver-painted cases for the same money.
The details exist only in the original and are very expensive. A big and unsolvable problem is that some parts are not supplied at all. There is a true American firm SLAUSON, which sells any type of parts from 01 J, but this is a second-hand. Repair kits also do not exist, and rightly so, they would be pointless. Americans make cushioning kit's, but useless and of poor quality. People are used to working like that - they ordered a kit, changed the order. It doesn't work here. By the way, there are offices in Moscow that compose and sell padding and even masterkits themselves, when I questioned this option, the answer was - "why, people ask."
so, the average car that arrives with complaints about the box is now some kind of A6 2002 (older, 00-01 years, in the mass are already departed or do not drive anymore) or A4 8E of the first years, there is a lot of America. Odometer mileage 150-200000. Twisted in 90% of cases, especially on sixes, sometimes twice. The real run can only be guessed at. Complaints are usually as follows: - jerks during smooth or vigorous acceleration, - bumps or slippage sometimes when driving, - bad starting off, all this is usually on a hot box, - noises, hum, sometimes characteristic errors in the box (by pressure, adaptations, slipping clutch and variator) and a characteristic pattern according to the values of the measurement units.
This usually means a complete bulkhead or replacement of the box, as all box components will be worn out and need to be replaced. Usually, a housing with a gearbox and an ECU remains. The rest, unfortunately, has to be changed. It is never enough, for example, to change only a chain or one plate. it doesn’t happen. If they said that the repair consisted of something like that, then either they did nothing, or everything was fine anyway. In addition, there are obligatory work on the box, depending on the type, especially for diesel engines and sometimes mandatory software updates.
The most unpleasant thing for money is that all cars up to model year 05 always have to install a new valve block, even if it drove normally before the repair. Services try not to do this, which leads to sad consequences. Many of those who faced this have already refused to repair cartoons.
For example, the standard case. Car Audi A4 1.9 TD end of 03 year (04 model). GJA box. Mileage on the odometer is 212000, looks like the truth. Complaints about the lack of rolling from a place when D is turned on, twitching during smooth acceleration, single jerks when driving are rare. What do we see when disassembling the box after removing the ECU, valve body and half of the body?
The running surfaces of the chain are worn, corroded and chipped.
All cymbal surfaces are damaged, large scratches and surface arched contours.
Further, the splines of the torque sensor on the input shaft are half eaten away.
Further, the package of front clutches on the input shaft does not match the clearance, and in general this box should be of a different, new type.
Generation on an ejection pump.
On the return tube - a breakdown of the mesh.
Still every little thing. Typical oil leaks from the control hole in the area of the gearbox flange on the left - breakdown of the main oil seal between the gearbox and the gearbox.
1. Replacing the secondary shaft plates (parts not supplied!)
2. Replacing the input shaft assembly
4. Replacement of the ejection pump.
5. Bulkhead of the input shaft on a 7-disc clutch and setting the gap
6. Replacing the return pipe (part not supplied!)
7. Replacing the main oil seal with a special tool
9. Required bearings, internal filter, oil seals, gaskets
10. Mandatory software update by dealer VAS scanner
11. Fluids in the gearbox and box.
Spare parts layout.
Some are not supplied. The main thing is the lower and upper plates of the secondary shaft. The top is not supplied for unknown reasons. The lower one can be considered as an integral part of the housing with the gearbox. Theoretically, 70% percent is problematic, but it is possible to change it, but this does not make it easier, again it is not supplied. Usually, another suitable body is taken (more precisely, the front part) with a gearbox and a plate, and the old one is then somehow disposed of. A good price for an ideal housing with a secondary shaft is 20 thousand rubles, but you will not find it. Further, in our case, the return pipe. You cannot buy it, usually it is left, the hydraulics dies within a year. There are also a lot of little things that are needed for every repair and are not supplied.
The rest of the prices for the popular site exist. ru for September 2009 auto delivery from Germany, term of a month.
Variable speed drive 01J (CVT 0AN Multitronic or VL-300) released by Audi in collaboration with LuK GmbH & Co in 2002 for the popular all-wheel drive models A4, A6 and A8. With engines from 1.8 to 3 liters. Transmits up to 310 Nm of torque.
Audi made many names for different sub-modifications for each variant of the car and engine, modeled on the names of Honda's automatic transmissions, but these are all Multitronic variators with different letters of the FSA type. JFJ from 2000 to 2007 (below is a table) have the same design for hardware and electronics and are repaired with the same Repair Kits.
Pick up repair kits - press the button on the left.
Typical diseases of the 01J variator:
The main reason for coming to repair this fairly reliable variator in the early years is the oil change (G 052 180 A2).
A partial oil change requires approx. 4.5 liters. Complete replacement - by double partial replacement - 7.5 l. It is sensitive to the level and quality of the oil, the oil is checked against the overflow plug - at a temperature of +35 .. + 45 ° C, oil should start to flow. Change is recommended in 40-60 tkm, but the older the variator, the more often it needs to be checked and changed. Opaque oil is a marker for urgent oil change or overhaul.
Filters are available with 130010 tube (Original) and without 130010A tube (non-original). There are two types of the filter itself - with a rib (130010A - 01J-301-519N) and without rib (130010B - 01J-301-519L ). Interchangeable.The filter is inside the box and changes only when the variator is overhauled.
The design of the 01J variator is especially demanding on the purity of the oil and operation with a borderline state of oil and with a clogged filter kills the variator units with every kilometer of run.
In some repair kits, there are no Reluctors - speed indicators. They (Regulators, on the right in the diagram - yellow) sold separately - No. 130079, when the craftsmen find it necessary to replace them as well.
Also, clutches are often ordered in one Set - No. 130003.
Kits differ in the thickness of the Forward clutches. 2.7 mm (unified with 0AW) or 2.05 mm.
Winter driving with a cold transmission kills the friction clutches especially quickly. More details - here.
The kit also changes the piston Reverse 130966 during the bulkhead.
The next typical CVT consumable 01J : Ejection pump (No. 130501).
Problems with this pump lead to problems with the cooling and lubrication of the clutches. He really does not like working with cold oil.
Another consumable is the oil pipe (No. 130992).
All three solenoids-electric regulator are changed after the resource is exhausted (normal resistance is 4.7 Ohm).
Solenoids are the same: 130420A - no spout, there are three solenoids on the plate: N88 - cooling and emergency shutdown solenoid, N215 - pressure regulator in clutch packs, N216 - pulley gear ratio control solenoid (see diagram on the left)
Empirically, a regularity was established that up to 2 liters it is reasonable to use a pushing chain, and over 2.5 liters - a pulling chain. But for powerful cars, the variator turns out to be even less reliable than preselective boxes, and in modern stepped automatic transmissions, the gearshifts have become no less smooth than in variators, with a significant superiority in reliability. Therefore, the direction of development of variators in the direction of the "pulling" chain can be considered unpromising.
Together with the chain, tension bars are often changed - 130701 and 130702.
The design of the variator prevents the vehicle from being towed, which leads to fatal consequences for the cones and, as a result, for the transmission itself. The cone is the CVT unit that determines the resource and the bottleneck in the design.
The sore spot of an electrician is familiar to all variators and 6-mortars of the first generations: ECU - CVT control unit Multitronic VL-300 ... For repair press No. 130446A.
The reason for the early failure: the unit floats completely in oil, which heats up in these transmissions over 110 degrees. The material of the case and sensor components, especially of the first years of production, could not withstand prolonged overheating.
Therefore, for these variators, there is a recommendation after 3-5 years of operation - to install an additional oil cooling radiator.Or every summer to clean the existing cooling system inside and outside and change the oil more often than at a “young” age.
In 2003, the manufacturer refined the design of the control unit, using materials that are more resistant to temperatures and the VL300-7 Multitronics began to come for repairs later and less often.
The problem is usually expressed in the fact that the display "PRND" lights up and the computer gives various kinds of errors. And depending on these DTCs, the Multitronics are successfully repaired. (Suggestion from below).
- There is another serious (but more rare) problem - Differential.
During the overhaul, you should pay attention to the condition of the differential. If there are problems with him, then the box is not a tenant. Differential replacement 01J it is almost impossible work in a service environment.
Fighting Oil Leaks - Replacing Oil Seals:
- cuff (oil seal) of the pump (130070),
- cuff of the left and right axle shaft (130073, 130076).
The opinion of the masters on Multitronics is here and here. 01J device - here.
In general, on new cars this super-complicated and finely adjusted transmission works fine in German, but after 150-200 tkm driving with it is like playing “Russian roulette”.
Refurbished Multitronic VL-300 on ZF variator 01J.
Two variants of Multitronic are known to be repaired:
- Square connector (on right 130446 B).
- With K round connector (left 130446A).
Although the investment in a proprietary European CVT project was astronomical, this pull-belt CVT design could not compete with DSG and push-belt CVTs. Many designers and financiers consider such a design to be a dead-end branch of automatic transmission development and an unsuccessful investment by Audi.
The cost and availability of the items you need can be checked in the online store by clicking the number on an orange background to search for a part.
A variator is a gearbox without steps (i.e. without the usual gear shifting by means of gear engagement). In fact, there is no gear shifting in the variator at all, the torque is transmitted and changed smoothly, without jerks, and it is limited by the specified parameters. Therefore, a car with such a box is suitable for those who drive without sudden accelerations and stops and want to save a lot on fuel. Instead of the usual gear pairs, this type of transmission has two pulleys connected together by a belt or chain. CVT repair will be associated with them, or with its electronic control.
The variator is quite reliable and rarely needs repair, but there are things that it does not like. This is a fast driving style, constant use of the maximum power of the gearbox and hard braking. The second destructive moment is the working fluid, if it is of poor quality or does not change to a new one according to the regulations. All of the above, individually and in combination, leads to overheating and increased wear of parts and leads to a malfunction of the variator. Separately, it is worth noting the filter element. You should know that every time you change the fluid in the variator, the filter must be replaced with a new one.
Symptoms of a malfunctioning variator in an electrician will be seen immediately. A light on the instrument panel will tell you about this. "Service required"... You can find out in more detail what kind of malfunction is taking place using the variator diagnostics.
The most common malfunction is jerking when driving, as they say "the variator jerks."
These may be malfunctions of the variator control unit, electronic actuators and various sensors, which are abundant in this type of transmission.
Signs of a variator breakdown in its mechanical part are shocks when shifting gears, the inability to manually switch, the gearbox speed does not change, its movement in neutral gear, slippage, or no movement at all.
If you need to get to a car service, then remember that if it is impossible to change speeds, towing a vehicle is impossible in other ways, except on a tow truck. It is also not recommended to tow on a flexible or rigid hitch in the event of other malfunctions, but there is such a possibility if a certain sequence of gear changes is observed, without sudden movements, very slowly and not far.
To repair the variator with your own hands, you will need a lot of knowledge and skills. Not every service takes care of these boxes. The main reason for this is the large number of electrical devices. To check the variator properly, you need to have a whole arsenal of diagnostic equipment, which, by the way, will also see mechanical breakdowns. But if you still decide to fix the problem yourself, then this is possible.
How to identify a malfunction of the variator?
For diagnostics, it is necessary to dismantle the variator and disassemble, before that, carefully disconnecting all the wiring and remembering the sequence of actions. Just like with any other box, this is the only way to determine exactly what is out of order and fix it. Without disassembling the boxes, it is impossible to say unequivocally what kind of problem is taking place. In this case, the cost of repairing the variator will be much cheaper and consist only of purchasing the necessary spare parts.
CVT repair in service
This begs the question - how much does it cost to repair a variator in a car service?
It is quite expensive to repair a CVT transmission, so many car owners prefer buying contract or new boxes to repair.
It is impossible to answer it unequivocally. First, it depends on the make of the car (and the price difference is huge). Secondly, from the type of breakdown. In the best case, it will be flushing the valve body valves with an oil change - approximately 6-8 thousand rubles, replacing these valves - 10-13, replacing the entire valve body - 20-25, complete restoration of all elements - 40-45 thousand rubles (Such calculations are applicable to models Peugeot, Honda). Consider also the price of diagnostic services. Thirdly, the cost of repairing the variator depends on the region in which you live.
This is the selection of the optimal speed range for the engine speed. As already mentioned at the beginning, the variator does not have a gear change in our usual understanding, it moves smoothly within the given framework.
Calibration is setting the desired speed range.
The variator is calibrated either in the process of movement or in the parking lot. Before and after the repair of the variator gearbox, calibration must be carried out.
Oil pump automatic transmission CVT 01J Multitronic variator Audi A4, Audi A6, A8
In the automatic transmission CVT 01J variator Audi A4, Audi A6, A8, the transmission of torque depends both on the power supply and on the oil supply. Without a power supply and sufficient oil supply, the gearbox would not be able to operate.
The operation of the oil pump covers the basic needs of the automatic transmission CVT 01J Multitronic variator Audi A4, Audi A6, A8 in energy and determines its overall efficiency.
Therefore, the systems described above have a design that allows them to get by with a minimum amount of oil, the supply of which has been organized in a completely new way.
To reduce the number of connections, the oil pump is fixed directly to the valve body. This design provides compactness, reduces pressure loss and is inexpensive to manufacture.
The automatic transmission CVT 01J of the Audi A4, Audi A6, A8 is equipped with a gear pump optimized for efficiency. It builds up the required pressure with a relatively small amount of oil in the system.
The suction jet pump supplies an additional volume of oil under low pressure to the hydraulic clutch cooling system.
The gear pump is integrated into the valve body of the automatic transmission CVT 01J Multitronic variator for Audi A4, Audi A6, A8 and is driven directly from the input shaft via a spur gear and pump shaft.
Speaking about the features of the oil pump, it is necessary to mention the compensation of axial and radial clearances. In order to achieve high pressure at low speeds, a pump is needed that is distinguished by internal tightness.
Conventional oil pumps are not suitable for this purpose, because their internal parts do not fit together so well.
The axial clearances between the gears and the housing and the radial clearances between the gears and the crescent can be larger or smaller.
The larger the gaps, the more the pressure inside drops. A large drop in pressure leads to a decrease in the efficiency of the pump.
Axial clearance compensation
Two thrust disks form a pressure chamber in the automatic gearbox pump CVT 01J Audi A4, Audi A6, A8 and seal it on the sides.
They are equipped with special seals and abut against the oil pump housing and the pump mounting plate of the hydraulic control unit.
The design of the thrust discs is such that the oil pressure is transmitted in the cavities between the discs and the pump casing.
The seal prevents oil from leaking from the cavity and the pressure drop in it. With an increase in oil pressure, the thrust discs push harder on the crescent-shaped element and pump gears, thereby compensating for the axial clearance.
Compensation of axial and radial clearances allows achieving the required oil pressure and, at the same time, high efficiency values with a compact design.
Radial clearance compensation
The radial clearance between the sickle-shaped element and the gears (driving and driven) of the automatic transmission CVT 01J Multitronic variator Audi A4, Audi A6, A8 is compensated. For this, the crescent-shaped element consists of two parts: an inner segment and an outer segment.
The inner segment seals the pinion clearance. In addition, it supports the outer segment radially. The outer segment seals the driven gear clearance.
The CVT 01J automatic transmission pump pumped in the Audi A4, Audi A6, A8 oil penetrates into the space between the segments and even more presses the segments to the drive and driven gears, thereby compensating for the radial clearance.
In the absence of pressure, the springs provide the initial compression of the segments and the sealing roller and improve the suction of oil by the pump.
Thanks to them, the oil pumped by the pump exerts pressure on the inner surfaces of the segments and on the sealing roller.
Ejection pump, automatic transmission variator CVT 01J Multitronic Audi A4, Audi A6, A8
The amount of oil supplied by the gear pump is insufficient to cool the clutches properly, especially when starting off when the slipping clutches are very hot.
To increase it, an ejection pump is built into the cooling system of the clutches of the automatic transmission CVT 01J of the Audi A4, Audi A6, A8. The suction jet pump, made of plastic, is immersed in an oil sump.
The ejection pump is based on the Venturi principle. The oil pump pumps oil to cool the clutches into the ejection pump (ejection flow).
Passing through the Venturi tube, the ejection flow creates a vacuum, due to which an additional volume of oil is carried away from the oil sump.
As a result, the amount of oil is doubled without the additional power consumption of the oil pump.
The non-return valve prevents the suction pump from draining and keeps it in a constant state of readiness.
Electronic hydraulic control of automatic transmission CVT 01J Multitronic variator Audi A4, Audi A6, A8
The new is the combination of the oil pump, the valve body (valve block) and the control unit of the automatic CVT 01J CVT CVT, Audi A6, A8 into a single compact unit.
The valve body contains a manual spool, nine hydraulic valves and three pressure control solenoid valves.
The hydraulic and electronic control units are directly connected with electrical connectors.
The valve body of the automatic transmission CVT 01J Multitronic variator for Audi A4, Audi A6, A8 performs the following functions:
- control of forward and reverse clutches
- adjustment of pressure in the hydraulic system of clutches
- oil supply to control the contact pressure
- gear ratio control
- oil supply to the compensation cavity
Through special rotating tubes, the valve body of the automatic transmission CVT 01J CVT, Audi A6, A8 is connected to the hydraulic systems of pulleys 1 and 2. O-rings are installed on the rotating connecting tubes.
To protect the automatic transmission components, the CVT 01J Multitronic variator in Audi A4, Audi A6, A8, the DBV1 pressure limiting valve limits the oil pressure to 82 bar.
The pre-control valve VSTV supplies the pressure control valves with oil at a constant pressure of 5 bar.
The minimum pressure valve MDV prevents the oil pump from trapping air when the engine is starting. At high pump power, the MDV valve opens and directs oil from the oil return line to the pump section, thereby increasing pump efficiency.
The preliminary pressure valve VSPV of the automatic transmission CVT 01J variator Audi A4, Audi A6, A8 maintains a pressure in the main line sufficient to perform a particular function (pressing or adjustment).
N88, N215 and N216 are pressure control valves. They provide a control pressure proportional to the electrical current passing through them.
N88 (solenoid valve 1) has two functions: it controls the clutch cooling valve KKV and the pressure relief valve SIV.
N215 (automatic transmission pressure control valve 1) controls the clutch control valve KSV.
N216 (automatic transmission pressure control valve 2) controls the UV transmission ratio control valve.
As before, the automatic transmission CVT 01J Multitronic in Audi A4, Audi A6, A8 has a mechanical connection (cable) with the selector lever, through which information about its position is transmitted: P, R, N and D.
The selector rod of the CVT 01J automatic transmission variator Audi A4, Audi A6, A8 performs the following functions:
- moves the manual spool in the hydraulic control unit and thus activates the travel mode (forward / reverse / neutral)
- includes a parking lock mechanism
- acts on the multifunction switch to determine the position of the selector lever
When the selector is moved to the P position, the locking mechanism drive rod is shifted in the axial direction and presses the pawl against the mechanism gear, thus blocking the transmission. The transmission lock gear is fixedly connected to the pinion shaft.
Crankcase automatic transmission variator CVT 01J Multitronic Audi A4, Audi A6, A8, piping system and seals
Automatic gearbox CVT 01J variator Audi A4, Audi A6, A8 uses a new type of sealing rings - composite sealing rings.
These rings seal the pressure and adjusting hydraulic cylinders of the primary and secondary pulleys, as well as the forward clutch piston.
The O-ring has two functions: it presses on the outer ring and seals the gap.
The split O-ring is compressed by oil pressure.
Advantages of compound sealing rings automatic transmission CVT 01J Multitronic variator Audi A4, Audi A6, A8:
- low resistance when moving
- small deformation under pressure
To reduce the weight of the automatic transmission CVT 01J CVT, Audi A4, Audi A6, A8, its crankcase, consisting of three parts, is made of magnesium alloy AZ91 HP.
This highly corrosion resistant alloy is easy to machine and reduces crankcase weight by 8 kg compared to conventional aluminum alloy.
Automatic transmission variator CVT 01J Multitronic Audi A4, Audi A6, A8 has one more feature - the oil in it is not transmitted through channels in the crankcase (as in conventional hydromechanical gearboxes), but almost exclusively through pipelines.
End seals are used to seal the pipeline connections. Mechanical seals of pressure pipelines have two working lips, which are pressed under the action of oil pressure and provide reliable sealing.
This method makes it possible to reliably seal the pipe connections, even if they are not at right angles (for example, the pressure pipe to the reverse clutch).
The edges of the mechanical seal of the inlet pipe of the oil pump of the automatic gearbox CVT 01J CVT, Audi A6, A8 are compressed due to the pressing force.
The double lip seal prevents the ATF from mixing with the final drive oil. It prevents ATF from entering the final drive housing and vice versa.
The loss of tightness of the double lip seal can be judged by a special hole in the crankcase.
Fig. 27. Hydraulic diagram of automatic transmission CVT 01J Multitronic variator Audi A4, Audi A6, A8 (Selector in position P, engine off)
DBV1 - pressure limiting valve 1, DBV2 - pressure limiting valve 2, DDV1 - differential pressure valve 1, DDV2 - differential pressure valve 2, F - ATF filter, HS - manual spool, K - ATF radiator, KKV - clutch cooling valve, KSV - clutch control valve, MDV - minimum pressure valve, MP1 - contact pressure measuring point (measured by G194), MP2 - clutch line pressure measuring point (measured by G193), N88 - solenoid valve 1 (clutch cooling / emergency shutdown) , N215 - pressure control valve -1, automatic CVT 01J variator Audi A4, Audi A6, A8 (clutch), N216 - pressure control valve -2, automatic transmission CVT 01J Multitronic Audi A4, Audi A6, A8 (gear ratio) , P - oil pump, PRND - selector position, RK - reverse clutch, S1 - ATF 1 mesh filter, S2 - ATF 2 mesh filter, S3 - ATF 3 mesh filter, SB 4 - holes for lubricating / cooling pulleys, SF - adoptive phil Utr ATF, SIV - safety valve, SSP - suction pump, UV - gear ratio control valve, VK - forward clutch, VSBV - volume flow limiting valve, VSPV - pre-pressure valve, VSTV - pre-pilot pressure valve
ATF oil cooling
Coming from pulley 1, the ATF oil first passes through the ATF radiator, then through the ATF filter and only then enters the valve body of the automatic transmission CVT 01J CVT, Audi A6, A8.
As with automatic transmissions, the ATF radiator is integrated into the engine radiator. In it, the oil transfers heat to the engine coolant (oil-water heat exchanger).
Differential pressure valve DDV1 protects the ATF cooler against high pressure (with cold ATF). With cold ATF, a high differential pressure occurs in the supply and return lines.
At a certain pressure drop, the DDV valve of the automatic transmission CVT 01J Multitronic variator in Audi A4, Audi A6, A8 opens and connects the supply and return pipelines. This, moreover, contributes to the rapid heating of the ATF.
Differential pressure valve DDV2 opens at high resistance to fluid flow in the ATF filter (if the filter, for example, is clogged). If it were not there, then the DDV1 valve would open under the action of a back pressure, which would make the ATF cooling system ineffective.
If the ATF cooler is leaking, coolant will enter the ATF. Even a small amount of it causes problems in the clutch adjustment system.
In this article we will talk about the breakdowns of CVT boxes that have been installed on Audi since 2001.
The purpose of this article is to educate all those interested in this problem and so that you do not have to explain elementary things to the client every time.
Let's start with the fact that if your car with a variator gearbox suddenly stopped driving completely, that is, it stands and does not move forward or backward, and at the same time the car starts and works, then most likely you have a problem not with the gearbox but with the drives, more precisely apparently on one of the drives the outer or inner CV joint is out of order.
So multitronic. All ingenious is simple, it was once said, and in this case it is one of the confirmations of this statement.The arrangement of the box is simple and straightforward.
The rotation from the engine initially sets the oil pump in motion, and in the future, the oil pressure is precisely the control mechanism.
Further, the rotation is transmitted to a shaft with two moving cones, between which there is a chain that transfers rotation to another shaft with two of the same cones. The second shaft, through the gearbox, transmits the rotation to the wheels.
As mentioned above, the cones move and when the chain on one shaft is at the top and at the same time it has a maximum radius of rotation, then on the other shaft the chain is at the bottom and it has a minimum radius.
The springs inside these shafts are aimed at squeezing the cones and extruding the chain. During rotation, the oil pressure forces the state of these cones to change and accordingly the gear ratio of rotation also changes, if initially the drive shaft made five revolutions, then the driven shaft made only one revolution, but gradually the situation changes and now both shafts have the same rotation, and then the drive shaft has one revolution, and the driven shaft has 5.
Therefore, this box is called stepless, there is simply nothing to switch. An important point, all this is controlled by the electronic control unit, which correlates both the engine speed and the vehicle speed, based on how much pressure the control unit will allow to pass on the cones, thus one cone will move for compression and the other for expansion. This is how it works.
This is where all the problems begin. The electronic control unit (ECU) operates in oil, the temperature of which most often exceeds 100 degrees Celsius, and although the microcircuits of this unit are in a sealed case and are filled with silicone at the factory, nevertheless, over time, the tightness is broken and the unit fails.
As a rule, this leads to the fact that the car goes into emergency mode. In this case, the information board does not show any speed, but shines completely red.
In this case, the repair consists in replacing the ECU, everything is simple. There is only one problem - price! The cost of a block can be from 45 to 85 thousand rubles.
There is an exit, in Europe there are specialists who can repair such blocks and on average the whole procedure costs 32,000 rubles with a half-year guarantee.
That is why we strive to have ECUs available for all variators. Unfortunately, for a certain engine size, often not even one but six different blocks are needed, more precisely, there is one block, but the software is different and if the software does not fit, the car will not even start or will immediately show emergency mode again.
We pay so much attention to the emergency mode, since this is the most common problem with these boxes, but in fairness it is worth mentioning the mechanical breakdowns of these boxes.
Here, too, everything is simple, there are only two options, either the drive chain breaks, or the gearbox collapses.
In this case, the repair is impractical, since the breakdown of these parts leads to the failure of a number of other things. In this case, we simply install another box, and this is also not easy.
Depending on the volume and power of the motor, there are at least 4 types of gearboxes with their own gear ratios. Of course, this article does not cover all the problems and ways to solve them, but we still give a general overview.
Even at the official dealer service, you will often not be given this information, sometimes because it is not profitable for them, and sometimes because they simply do not know it.
We can give a simple but very striking example.... A client approached us with a desire to purchase a variator for an Audi A4 2009 release.
At the official service, he was told that it was necessary to replace the ECU of the box, but given that the operation cost 85,000 rubles, he preferred to buy another box. We installed another variator for the client and in the end the problem remained the same.
The client did not react to our statements that the problem was not in the control unit and chose to believe the statement of the official dealer that, allegedly, there was also a broken ECU on the used box.
Of course, we took our box back, and the client went to the official dealership.
As a result, at first he gave 85,000 rubles for a new block, and when after that the car did not run normally, they were able to convince him that apparently by this time the box inside had already broken down and the client gave another 320,000 rubles for a new box.
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Video (click to play). |
How difficult it was for them to explain something, when and after installing a new unit, the car again did not drive correctly. Of course, we defeated this problem, but this client ended his relationship with dealers forever.
