SSP466 OC8 Gearbox

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Service Training
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Self-study Programme 466
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Design and Function
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The 8-speed Automatic Gearbox 0C8
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The self-study programme explains the

design and function of new
developments!
The contents will not be updated.
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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.
For current testing, adjustment and repair

instructions, refer to the relevant service literature.
s466_888
Attention
Note
Contents
Introduction . . . . . . . . s.w.ag.e.n A. G. ..V.ol.ks.w.ag. e.n.AG
. .do.e.s . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
n
lk
Technical dataed.by. V.o. . . . . . . . . . . . . . . . . . . . . .ot. g.ua.ra. . . . . . . . . . . . . . . . . . . . . . . . . 5
nte
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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
do
c
um
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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
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Electrical components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
The selector lever module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Functional diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Test yourself . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Introduction
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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
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tried-and-tested Lepelletier
and the hybrid drive are described.
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The automatic
ed gearbox 0C8 can be supplied togetherran
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with theaustart/stop
system, and is also designed for the e or a
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hybrids drive. All engine variants in the Touareg are
available exclusively with this gearbox.
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s466_003
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
Hydraulic control unit (valve chest) in the sump with an external electronic
control unit
Control system
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
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ATF: Refer
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In the case of faults which arise during vehicleoroperation:
Emergency operation characteristics
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in gears 1-4 = 3rd gear
Weight
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in gears 5-8 = 7th gear

as of restarting the vehicle, 3rd gear and reverse gear only
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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
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Valve chest
Auxiliary hydraulic pump 1 for gearbox oil V475

or
auxiliary hydraulic pump 2 for gearbox oil V476
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Planetary gearbox
s466_006
Housing
The torque converter

The hydromechanical torque converter is a fluid
clutch. It is used as a starting-off element and
increases the torque in the conversion range.
In addition to the turbine and pump wheel and the
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.
Pump wheel
Turbine wheel
In vehicles with a combustion engine, the torque

directly by the engine.
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8-speed automatic gearbox

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Electric motor/generator
Different torque converters will be fitted in the

Touareg 2011.
These are adapted to the various engines and their
torques.
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Transfer box
In hybrid vehicles with combined electric motor and

combustion engine, the combustion engine drives the
torque converter via a shaft.
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.
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Torsional damper
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".
Gearbox design
The connection from the engine to the torque converter
The torque converter is connected to the different
engines via three lugs which are attatched to the
torque converter. Depending on the engine, 3 or 6
bolts are required to connect the lugs to the engine.
Securing via three lugs

e.g. in the V6 FSI engine in the
Touareg 2011
s466_215
Securing via three
lugs, each with 2 threaded
holes, e.g. in the V6 TDI
in the Touareg 2011
s466_214
Securing via three lugs
in the Touareg Hybrid
s466_216
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The torque converter lock-up clutch is a hydraulic

multi-plate clutch. It joins the torque converter's pump
and turbine wheels to form a solid block without slip.
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The torque converter lock-up clutch
Torque converter
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.
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Torque
converter
s466_072
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
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ATF pump (Automatic Transmission
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pressure and supplies the valve chest with the

hydraulic oil required for changing gears.
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ATF pump
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.
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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
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
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The electric motor is a brushless DC motor. It consists

of a stator and a rotor.
Connection flange to the

gearbox housing
Duocentric hydraulic pump

Brushless electric motor
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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.
s466_030
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
s466_066
Connection
flange to the
gearbox
housing
Auxiliary hydraulic pump 2

for gearbox oil V476
s466_045
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Design
The brushless DC motor for the start/stop system

consists of a rotor with two pairs of permanent
magnets and a stator comprising three pairs of
electromagnets.
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In the event that the auxiliary hydraulic pump fails,

the start/stop system is de-activated.
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A magnetic field is generated in the electromagnet

pairs by supplying current to the coils. A rotating
magnetic field occurs by applying current to the coils
in succession. Depending on the position of the rotor,
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
the vehicle can be accelerated with very little delay.

When the combustion engine starts up, supplying oil
is delivered by the mechanical ATF pump again.
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Rotor with 2 pairs of

permanent magnets
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electromagnets
Function
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Task
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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.
s466_044
Design:
Stator with six pairs of
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Effect in the event of failure
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Based on the rotational speed of the DC motor, the

position sensors detect whether a malfunction is
present. The malfunction is reported to the gearbox
control unit. Automatic gearbox control unit J217 tells
the engine control unit to start up the mechanical ATF
pump via the combustion engine or the electric motor.
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Identical to that of the auxiliary hydraulic pump for

start/stop operation. Note: The increased number of
magnet pairs leads to increased torque, resulting in
an increased oil delivery rate. The position sensors
enable the precise position of the permanent magnets
to be determined. The electromagnets are specifically
actuated in order to immediately set the motor in
motion.
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Function:
Rotor with four pairs of

permanent magnets
(temperature and position
sensor system integrated
into the pump electronics)
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The brushless DC motor for the hybrid function

electromagnets
consists of a rotor with four pairs of permanent
magnets and a stator with six pairs of electromagnets.
Oil temperature sender 2 G664 is located within the
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The sender provides the automatic gearbox
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unit J217 with information on the pump's
operating
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temperature.
The planetary gearbox
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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.
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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
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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
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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.
PT1
s466_014
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The sun gear S1
P1
S1
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Either 4 or 5 planetary gear pairs are

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.
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Sun gear S1
s466_015
14
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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
s466_022
P3
Connection to
the single
planetary gear
set
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H2
The double planetary gear set consists of:
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s466_012
the single
planetary gear set.
The engine torque is transmitted into the double
planetary gear set via two routes:
To sun gears S2 and S3 via the single planetary gear
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.
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The double planetary gear set is fitted onto
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
s466_035
Sun gear S3
s466_034
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.
The torque from sun gear S3 to the annulus H2 is
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
annulus H2.
s466_038
Planet carrier PT2
Section 1
Depending on the engine, 3 or 4 P2 planetary gears

plus inner and outer P3 planetary gears are
installed.
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Planet carrier PT2
s466_049
Section 2
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Annulus H2
Planet carrier PT2
s466_050
Inner planetary gears P3
Sun gear S3
Outer planetary gears P3
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16
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Section 1
Planetary gears P2
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Sun gear S2
s466_051
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
s466_218
Brake B1
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Gearbox housing with the discs of brakes B1 and B2

inserted
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Brake B2 is connected
housing.
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It is hydraulically
actuated via the valve
chest.
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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.
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17
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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
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The engine determines the number of plates in the clutches.

The number of plates lies between 4 and 7 per clutch.
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18
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Clutch K2
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4. K4 connects planet carrier PT1 to

sun gear S2.
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3. K3 connects annulus H1 to
sun gear S2.
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The valve chest
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The valve chest contains the following components:

The valve chest is bolted into the gearbox
housing
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from below. The clutchesVoand
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The
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of hydraulic selector
valves
(so-called
slide
valves).
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- Two electrically controlled solenoid valves
(3/2-way directional control valves)
The slide valves are controlled by solenoid valves
Seven electric pressure regulating valves
which are actuated by the automatic gearbox control
(modulation valves) and
unit J217.
The gearbox oil temperature sender
In addition to the selector elements, the valve chest
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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.
s466_005
19
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Gearbox design
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The valve chest contains three different types of solenoid valve.
Automatic gearbox pressure regulating valve 1 N215

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Automatic gearbox pressure regulating
valve 2 N216
Automatic gearbox pressure
regulating valve 5 N233
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Solenoid valve 2 N89
Pressure regulating valves with ascending characteristic curve

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

characteristic curve
Pressure regulating valves

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.
s466_040
I
Pressure regulating valve with descending

characteristic curve
Pressure regulating valves

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.
s466_041
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Function on application of current
Responsible
for
gears

Regulates the ATF pressure and forwards it either

directly to clutches K2 and K3 or via solenoid valves
N217, N371 and N216 to clutches K1 and K4 and to
brake B1
Main pressure
R, 1st to 8th

Supplies the ATF pressure to the plates of clutch K1,

and the clutch is closed
Clutch K1
1st to 5th

The ATF pressure on clutch K2 is relieved, and the

clutch opens
Clutch K2
1st,
engine brake,
5th to 8th

The ATF pressure on clutch K3 is relieved, and the

clutch opens
Clutch K3
R, 3rd, 7th

Supplies the ATF pressure to the plates of clutch K4,

and the clutch is closed
Clutch K4
4th and 6th

Supplies the ATF pressure to the plates of brake B1,

and the brake is closed
Brake B1
2nd and 8th

Make ATF pressure available for the torque converter

lock-up clutch
Partially supplied with current, supports pressure

reduction in clutches K2 and K3
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
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Valve
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The tasks which the valves in the valve chest carry out are summarised in the following table.
21
Prote
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Gearbox function
The flow of power
Based on this extremely simplified sectional diagram of the gearbox, the Gtorque
paths of the individual gears will
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be described in the following. The valve chest illustration shows
solenoid valves areoactuated
for the relevant
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K2
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N215
N217
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N371
N233
N216
N218
N89
Valve chest
N433
N88
s466_017
Legend
N88 N89 N215 N216 N217 N218 N233 N371 N443 -
22
Solenoid valve 1
Solenoid valve 2
Automatic gearbox pressure regulating valve 1
K1
K2
K3
K4
B1
B2
F
Clutch 1
Clutch 2
Clutch 3
Clutch 4
Brake 1
Brake 2
Freewheel
The 1st gear
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N233
N218
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Clutch K1 and freewheel F
N217
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K1
s466_016
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
rrectness of i
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spec
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Clutch K1 and brake B2
N89
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.
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24
The 2nd gear
B1
K1
N217
N233
N216
N218
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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
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Gearbox function
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The 3rd gear
N217
N218
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N88
Clutches K1 and K3
s466_020
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
K1
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N217
N371
N233
N218
N88
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Clutches K1 and K4
rrectness of i
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K4
s466_021
do
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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
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Gearbox function
The 5th gear
K1
K2
N217
N233
N88
s466_023
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Clutches
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28
rrectness of i
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wit
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.
The 6th gear
K4
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N233
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s466_024
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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.
rrectne
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spec
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Clutches K2 and K4
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29
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Gearbox function
The 7th gear
K3
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Clutches K2 and K3
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s466_025
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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.
The 8th gear
B1
K2
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N88
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.
do
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31
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Gearbox function
The reverse gear
B2
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spec
atio
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N88
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.
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
7th
B2
B1
K4
K3
K2
K1
N88
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N89
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N216
N371
Prote
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6th
thi
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5th
N233
N218
4th
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Tiptr.
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1st
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Gear
N217
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.
8th
Pressure regulating valves with ascending characteristic curve

Pressure regulating valves with descending characteristic curve
Selector valves
N88
N89
N216
N217
N218
N233
N371
Solenoid valve 1
Solenoid valve 2
K1 to K4 B1, B2
-
Clutches 1 to 4
Brakes 1 and 2
33
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System overview
Sensors
Reversing switch F41
Multifunction switch F125
rrectne
s
s
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f
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form
spec
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Gearbox management system
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Tiptronic switch F189

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Gearbox oil temperature sender G93
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Automatic
gearbox control
unit J217
Selector lever
locked in position
P switch F319
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

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 J527
rrectness of i
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at
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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
* With hybrid drive

** With start/stop function
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Electromechanical parking brake

control unit J540
Selector lever position display Y6
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Control unit for auxiliary hydraulic pump J922

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Steering column electronics
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35
Prote
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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).
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36
J217 under the right front seat

do
c
um
en
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
unit via oil temperature sender 2 G664.
rrectness of i
t to the co
nform
spec
a
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i
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thi
s
The automatic gearbox control unit J217 is located

beneath the right front seat.
It is connected to the gateway via the powertrain
CAN bus.
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The automatic gearbox control unit
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J922 is subordinate to the automatic gearbox control

unit, and activates the auxiliary hydraulic pump 2 for
gearbox oil V476 for the start/stop system according
to the gearbox control unit's specifications.
s466_062
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J922 under the right front seat
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form
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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.
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The control unit for auxiliary hydraulic pump
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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.
J922 in the right wheel housing
s466_075
37

The innovative thermal management system
ATF pre-heater
Air heat exchanger for

ATF
s466_065
Thermostat
Automatic gearbox
0C8
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Cooling oil valve N471
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at
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Rotary piston valve
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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.
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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. 10C.
Freewheel
At temperatures above 10C, the function is carried

out by the gearbox. If the automatic gearbox control
unit J217 detects a slope based on the rolling
resistance whilst simultaneously detecting a vehicle
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.
Double
planetary gear set
The freewheel is only released when the starting

torque is greater than the grade resistance, and the
vehicle moves off comfortably.
es, in part or in w
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39
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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
s466_067
rrectness of i
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nf
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m
spec
atio
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hole
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Selector lever
cable
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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.
AG.
Ignition key withdrawal lock

Actuation of the selector lever position display unit
(via the gearbox control unit)
Tiptronic function
Selector lever lock (P/N lock)
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Parking lock actuation

Actuation of the hydraulic control system's
mechanically operated spool valve
Actuation of the multifunction switch on the
gearbox
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Electrical functions
thi
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Bowden cable connection functions
The gear change mechanism

The design and function of the gear change
mechanism in the Touareg has been taken from the
Audi Q7.
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s466_063
Selector housing
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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).
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Selector lever locks

(P lock and P/N lock)
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Gear change
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Prote
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s466_054
41
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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
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".
s466_055
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hole
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Lock in selector lever position N
s466_056
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42
rrectness of i
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nform
spec
at
i
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o
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in t
his
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").
rrectness of i
t to the co
nform
spec
at
i
h re
o
n
wit
in t
his
P lock emergency release is described in the

Workshop Manual.
In order to actuate the selector lever lock's emergency
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.
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Locking lever for emergency release
release
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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
Ignition key withdrawal lock

The ignition key withdrawal lock operates
electromagnetically by briefly actuating the ignition
key withdrawal lock solenoid N376. To do. V
this, the
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ignition lock D requires the selector
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P
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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.
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s466_079
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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.
Emergency release of the

ignition key withdrawal lock
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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.
AG.
Ignition lock D
s466_080
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J393
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
P/N lock is in its basic position. It indicates selector
lever locking in position P.
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31
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.
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Gear change mechanism
45
Functional diagram
J285
b
J533
Y6
d
J510
N471
F189
SN380
PF305
S+
N110
P+
F319
J922
V475
G664
s466_081a
Y6
Selector lever position display
G664 Oil temperature sender 2
a
b
c
Fuse holder D
Fuse holder C
Connection to the convenience system
central control unit
Connection to the onboard supply control unit
Connection to the convenience system
central control unit
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Prote
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N110 Selector lever lock solenoid

N380 Selector lever position P solenoid
N471 Cooling oil valve
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Automatic gearbox control unit

Control unit in dash panel insert
Gearbox hydraulic pump relay
Data bus diagnostic interface
Control unit for auxiliary hydraulic pump
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V475 Auxiliary hydraulic pump 1 for gearbox oil
do
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F189 Tiptronic switch

F305 Gear selector position P switch
F319 Selector lever locked in position P switch
J217
J285
J510
J533
J922
46
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E439
E438
J527
J453
F350
N217
N218
N233
N371
N216
N215
N443
N88
N89
G93
G182
G195
J217
Positive
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Input signal
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CAN data bus
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F41 Reversing switch

F125 Multifunction switch
F350 Coil connector
G93 Gearbox oil temperature sender

G182 Gearbox input speed sender
G195 Gearbox output speed sender
N88 Solenoid valve 1

N89 Solenoid valve 2
N215 Automatic gearbox pressure regulating valve 1
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E438 Tiptronic switch in steering wheel to shift up

E439 Tiptronic switch in steering wheel to shift down
s466_081b
J453 Multifunction steering wheel control unit

J527 Steering column electronics control unit
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Test yourself
Which answers are correct?
One or several of the given answers may be correct.
1.
How are the two additional gears in the 8-speed automatic gearbox 0C8 made possible?
a) Via one additional clutch and one additional pressure regulating valve.
b) Via two additional clutches and two additional pressure regulating valves.
c) Via one additional clutch and two additional pressure regulating valves.
d) Via two double planetary gear sets.
2.
What is the task of the non-return ball valve in the auxiliary hydraulic pumps?
a) It prevents the auxiliary lines from blocking.
b) It prevents the oil pumped by the mechanical ATF pump from flowing back into the oil pan.
c) It prevents the torque converter from running empty.
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Which of the single planetary gear set's components are connected via clutches to the double planetary
gear set's components?
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a) Annulus H1 to sun gears S2 and S3 and planet carrier PT1 to sun gear S2.
b) Planetary gears P1 to sun gear S2 and annulus H1 to sun gear S3.
c) Annulus H1 to the inner planetary gears P3 and planet carrier PT1 to the outer
planetary gears P3.
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Name the components of a single planetary gear set.
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4.
Which control unit is informed of the operating temperature of the auxiliary hydraulic pump 1
for gearbox oil V475 by the oil temperature sender 2 G664?
a) The automatic gearbox control unit J217.
b) The control unit for auxiliary hydraulic pump 1 J922.
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c) The engine control unit J623.
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htgear, planet carrier, planetary gears, annulus;
1. a); 2. b); 3. a); 4. Sun
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466
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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.
thi
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VOLKSWAGEN AG, Wolfsburg

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

SSP466 OC8 Gearbox

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SSP466 OC8 Gearbox

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rrectness of i

Self-study Programme 466

Design and Function

The 8-speed Automatic Gearbox 0C8

The self-study programme explains the

For current testing, adjustment and repair

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

Thanks to the eight forward gears and the closer gear

AISIN AW CO. LTD Japan

Automatic gearbox 0C8

Electrohydraulically controlled 8-speed planetary gearbox with a single

Depending on version, up to 1000Nm

Achievement of top speed

Depending on the engine, in either 6th or 7th gear

in gears 5-8 = 7th gear

The torque converter with torque converter lock-up clutch

Auxiliary hydraulic pump 1 for gearbox oil V475

The torque converter

In vehicles with a combustion engine, the torque

n AG. Volkswagen AG do converter is driven

8-speed automatic gearbox

Different torque converters will be fitted in the

In hybrid vehicles with combined electric motor and

Securing via three lugs

The torque converter lock-up clutch is a hydraulic

The torque converter lock-up clutch

Depending on vehicle operating status, this is carried

The oil supply

The ATF pump within the gearbox

The ATF pump

Converter housing with converter hub

pressure and supplies the valve chest with the

The oil pump is a crescent pump (duocentric oil

In hybrid vehicles, the pump is driven by either

Oil supply to the valve chest

Auxiliary hydraulic pump

Design and task

The electric motor is a brushless DC motor. It consists

Connection flange to the

Duocentric hydraulic pump

The auxiliary hydraulic pumps are crescent pumps

The non-return ball valve within the auxiliary

Auxiliary hydraulic pump 2

The brushless DC motor for the start/stop system

In the event that the auxiliary hydraulic pump fails,

A magnetic field is generated in the electromagnet

the vehicle can be accelerated with very little delay.

Rotor with 2 pairs of

Stator with 3 pairs of

Auxiliary hydraulic pump 1

Effect in the event of failure

Based on the rotational speed of the DC motor, the

Identical to that of the auxiliary hydraulic pump for

Rotor with four pairs of

The brushless DC motor for the hybrid function

The planetary gearbox

The stationary sun gear S1

This is firmly joined to the mechanical ATF pump via a

The sun gear S1

Either 4 or 5 planetary gear pairs are

The sun gears S2 and S3

The double planetary gear set consists of:

The double planetary gear set

The sun gears S2 and S3